The Motorship February 2020

FEBRUARY 2020

Vol. 101 Issue 1178

11G90ME-GI shop test: Wärtsilä viewpoint: Debut for PBIV

Roger Holm interview

IMO Sulphur Cap: 30 Days Later

MS 100 interview:

ExxonMobil's Luca Volta

ALSO IN THIS ISSUE: Chevron Oronite 200BN | MS 100 tanker focus | Electric futures | PQ and EMC part 2

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CONTENTS

FEBRUARY 2020

8 NEWS

6

24 Norway plans LH2 bunker network The Norwegian government has awarded a grant of almost USD4.0 million towards the cost of developing a liquid hydrogen fuel supply chain in Norway for marine applications. The participants in the coalition are looking towards making liquid hydrogen available for commercial shipping within the first quarter of 2024.

26 11G90ME-GI engine shop test

HHI-EMD announced the completion of the first shop test for the first of six dual-fuel MAN B&W 11G90ME-GI engines, with MAN Energy Solutions reporting that the engine successfully ran at 100% load in gas mode. The engines also mark the debut of MAN's new Pilot Booster Injection Valve (PBIV), which lowers pilot-oil consumption in gas mode by around half to 1.5%.

26 First hybrid self-discharging bulker

Norwegian shipowner Aasen Shipping has ordered a pair of self-discharging bulk carriers featuring hybrid propulsion from the Royal Bodewes shipyard in the Netherlands. The vessels will be the first of their kind to feature a hybrid propulsion solution.

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FEATURES

38 REGULARS 8 Leader Briefing

Martial Claudepierre of Bureau Veritas shares his perspective on long term fuel choices for the industry, based on his experience spearheading the introduction of LNG into global supply chains.

10 Digitalisation interview

Kashif Mahmood of ABS puts the rapid growth of digital-enabled services into context and discusses how ABS’s evolving services portfolio is being driven by customer demand.

38 Ship Description

Teekay Offshore took delivery of Aurora Spirit, the first dual-fuel shuttle tanker on 20 January.

The vessel is expected to achieve a 50% reduction in CO2 emissions.

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

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24

12 Taking the long view

Wärtsilä Marine President Roger Holm outlines how his vision of a ‘smart marine ecosystem’ encompasses digitalisation, a networked approach in which shipping stakeholders work together, as well as a range of fuel alternatives over the medium term.

16 30 days later

Stevie Knight assesses the impact of the introduction of the IMO global sulphur cap less than a month after it came into effect.

17 The 200BN question

Alex Cole of Chevron Oronite discusses the lubricant producer’s development of an additive solution for 200BN marine cylinder lubricant, which has been extensively tested in the laboratory and in the field.

24 Eyeing the next 100 years

Luca Volta of ExxonMobil shares insights from the introduction of the sulphur cap, and looks ahead to our new world of fuel formulation and diverse fuel types.

33 Power quality Part 2

Ian C Evans, Principal Electrical Engineer, provides the second part of his overview of power quality issues, and looks at some of the solutions available to shipowners.

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FEBRUARY 2020 | 3

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Total_T

NEWS REVIEW

VIEWPOINT

NORWAY PLANS HYDROGEN NETWORK FOR SHIPS

NICK EDSTROM | Editor nedstrom@motorship.com

I was reminded of the story of King Canute’s failure to hold back the tide during discussions with technical specialists about the myriad obstacles to introducing different fuels into the maritime supply chain in the first weeks of January. The experts referred to difficulties in expanding supply of LNG to meet the demand of 60,000 vessels and noted that the most realistic and best fuel for the industry after 2030 was likely to remain VLSFO. The challenges of introducing alternative fuel supplies should not be underestimated. UMAS reiterated its view that investments of up to USD1 trillion would be required over the coming 30 years to achieve targets, and that over 85% of these investments would be needed in land-based infrastructure. We cover the first steps to the development of a national hydrogen bunkering network in Norway on page 4.

This issue also includes an interview with Martial Claudepierre of Bureau Veritas, who outlined the difficulties in introducing LNG, which was at the time an alternative fuel, and the years of work that had been required gaining acceptance from a range of industry stakeholders.

Other fuel types, such as LPG, biofuels and even ammonia are also attracting investment. Yet each replacement fuel has its own challenges that need to be overcome, ranging from volumetric density for the hydrogen vectors as well as toxicity for ammonia to supply and greenhouse gas emissions.

While discussions around the future focus for the international industry continue at IMO level, structural shifts in end-user demand are affecting the oil and products markets. Oil majors, refiners and lubricant producers are investing to amend their portfolios to respond to regulatory and shifting demand. Over the longer term, HSFO demand may be affected by upward price pressure in smaller ports, while supply may be affected by factors outside the control of the industry itself. Stevie Knight examines some of the short and long term issues in a feature.

We touch on the implications of shifting demand patterns in the tanker sector, covering prospect of further evolution of tanker design, in our focus feature this month. The recent preference for LR2 tankers may also reflect a preference for greater operational flexibility from shipowners.

Meanwhile, we publish a detailed feature on Teekay’s nextgeneration dual-fuel shuttle tanker Aurora Spirit in this month’s issue.

Similar fundamental changes are occurring in the dry bulk market: the OECD provided an overview of research developments at major European steelmakers Voestalpine, ThyssenKrupp, Tata Steel and SSAB in a late November 2019 paper ‘Low and zero-emission technologies in the steel and cement sector’. Some of the technologies, such as SSAB’s HYBRIT, offer the prospect of introducing direct reduction of iron ore in conventional blast furnaces, with implications for coking coal demand.

We have seen a marked increase in interest in more efficient vessel designs from the dry bulk segments in recent months. In just the last few weeks, we have seen the first order for a hybrid self-discharging bulker as well as the first LNG-fuelled Newcastlemax large coal carrier orders from MOL and NYK in Japan.

We feature both orders in our news section.

4 | FEBRUARY 2020

Motorship February 2020.indd 4

Picture courtesy of Westcon

Holding back the tide

A consortium of industry partners has been awarded a government grant of NOK 33.5 million (US$3.8m) towards the development of a liquid hydrogen fuel supply chain in Norway for marine applications, writes David Tinsley.

The aim of the project is the creation of a full-scale and reliable national hydrogen infrastructure to support the strategy of decarbonising Norwegian maritime transport. The participants in the initiative are looking towards making liquid hydrogen available for commercial shipping within the first quarter of 2024.

The consortium is led by Bergen-based power generator BKK, state-owned energy corporation Equinor (the former Statoil), and industrial gas supplier Air Liquide. Other partners are Norwegian ferry operator Norled, Viking Ocean Cruises, the Wilhelmsen Group, offshore supply base specialist NorSea, Norwegian Research Centre NORCE, and industrial cluster NCE Maritime Cleantech.

The project encompasses the entire value chain, from production and storage to transportation to end-users.

Liquefied hydrogen has already been selected for Norway's first hydrogen-powered car ferry, due to enter service with Norled in the Stavanger area during 2021. The consortium's goal is to kick-start the local market by delivering liquid hydrogen produced through electrolysis.

Wilhelmsen and NorSea have the remit of developing a new and flexible, liquid hydrogen

8 The LH2-fuelled vessel is being constructed at Westcon's shipyard

distribution concept, including zero-emission ships for transporting the fuel plus terminals for storage and bunkering at NorSea supply bases. Wilhelmsen and Viking Ocean Cruises, like Norled, also intend to become hydrogen fuel users. It is envisaged that the planned hydrogen terminals will additionally serve other forms of transport, including buses.

Norled's pioneering ferry will be installed with an energy system based on two 200kW Ballard fuel cell modules, and will store three tonnes of liquid hydrogen.

Arranged out for 80 cars and 299 passengers, the double-ender will be deployed between Hjelmeland, Nesvik and Skipavik, forming a connection on the country's western Highway 13.

Construction has been awarded to Norwegian contractor Westcon, using an 82-metre design from LMG Marin. Due to make her debut in the opening quarter of next year, the ferry will bunker liquid hydrogen every three weeks from road tankers.

Besides the newbuild at the Westcon yard in Norway, one of two double-enders ordered by Norled at Turkish shipbuilder Ada Shipyard, and initially designed for biodiesel operation, will also be adapted to run on hydrogen. Both vessels will have capacity for 199 passengers and 60 cars, and have been assigned to the Finnoysambandet route north of Stavanger on scheduled delivery from 2022 onwards.

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

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Total_Total 09/01/2020 13:54 Page 1

Navigating 2020 and beyond

Engage us, challenge us totallubmarine.com

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Infinium

NEWS REVIEW

BRIEFS

HURTIGRUTEN TO SELL KLEVEN VERFT

The world’s first dualfuel shuttle tanker was delivered from Samsung Heavy Industries’ (SHI) Geoje shipyard in South Korea on 20 January to shipowner and operator Teekay Offshore. The nextgeneration 130,000dwt tanker, Aurora Spirit, is the first of six E-Shuttle tankers and is expected to reduce annual emissions of CO2 equivalents by 50 percent compared with conventional shuttle tankers. The vessel also features a Wärtsilä VOC system which recovers and liquifies volatile organic compounds (VOC) that evaporate from the oil cargo tanks during operation.

DF-ready order

Copenhagen-based tanker operator TORM is to order its first dualfuel ready engines as part of an order for two newbuild 114,000dwt LR2 product/crude oil tankers. The orders are the first to be ordered by TORM that are ready for dual-fuel conversion. The dual-fuel ready engines will have the potential to be converted to operate on LNG fuel at a later stage. The two vessels are expected to be delivered from longstanding partner Guangzhou Shipyard International (GSI) in Q4 2021.

LNG bunker

Public Gas Corporation of Greece SA (DEPA) and the European Investment Bank (EIB) have signed an agreement worth up to €20m for the construction of a new LNG bunkering vessel that will operate in Greece. The 3,000 cbm bunker vessel will be the first of its kind in Greece and the eastern Mediterranean, and will refuel ships both in its home port of Piraeus and the wider region.

6 | FEBRUARY 2020

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Courtesy of Kleven Verft. Credit: Per Eide

First DF DPST

Norway's Hurtigruten has agreed to sell Norwegian shipyard Kleven Verft to Croatia's DIV Group, owner of Brodosplit. The companies expect to finalise the deal in the next few weeks.

“We are very pleased to have signed this agreement which opens up the opportunity for cooperation between two long and successful shipbuilding traditions. Kleven is recognized throughout the world as a Norwegian shipyard with first-class references and design knowledge, especially when it comes to equipment for complex ships. I am most pleased that Brodosplit,

which we managed to place extremely well in the segment for the construction of medium-sized and expeditionary ships, has found a business partner with whom they will be able to achieve top results,” said Tomislav Debeljak, owner and CEO of DIV Group.

Kleven Verft's workforce has also developed considerable experience in the construction of complex medium sized ships during the construction of Hurtigruten's hybrid batterypowered cruise vessels.

Kleven's CFO, Ola Beinnes Fosse, identified complementary skills between the shipyards, as

8 Kleven Verft in 2018

well as DIV Group's financial resources and pipeline of potential projects as advantages for the combined group.

Mr Debeljak expects the new group to achieve reduced construction costs and significantly lower costs to finance new projects. “The total savings could amount to 5%, which will not only improve our profitability, but also our competitiveness when we contract and build complex medium-sized vessels.

FIRST HYBRID SELF-DISCHARGING BULKERS Norwegian shipowner Aasen Shipping has ordered a pair of self-discharging bulk carriers featuring hybrid propulsion from the Royal Bodewes shipyard in the Netherlands. The vessels will be the first of their kind to feature a hybrid propulsion solution.

Technology group Wärtsilä has been selected to design and supply the equipment for the hybrid system.

The vessels are bulk carriers fitted with excavators for loading and unloading. By introducing hybrid power for the selfdischarging bulkers and electric excavators, loading and discharging the cargo will be emission-free, using the onboard

battery power and a shore power connection.

The hybrid installation will also offer wider fuel efficiencies, including peak shaving and propulsion and manoeuvring in port without the main engine.

Aasen Shipping contacted Wärtsilä to determine whether a hybrid installation would be beneficial for these new ships.

Wärtsilä carried out a detailed study with Aasen Shipping, which concluded the extra initial investment required for the battery installation would be more than offset by the high level of achievable fuel cost savings. The shipowner estimates the installation will achieve annual fuel

savings of 400t.

“We approached Wärtsilä because of their capabilities in delivering hybrid propulsion systems. We appreciate their support throughout the planning and design processes, which has resulted in the best possible solution for these vessels,” says Torbørn Torkelsen, CEO at Aasen Shipping.

Each ship will be fitted with a Wärtsilä 26 main engine with gearbox and controlled pitch propeller (CPP), a DC switchboard, a battery pack, and a power management system. The equipment is scheduled to be delivered to the yard commencing in mid-2021.

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

11/02/2020 08:16

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Tecno V

LEADER BRIEFING

LEARNING FROM THE EXPERIENCE OF INTRODUCING NEW FUELS Martial Claudepierre, regional general manager of sustainable shipping at Bureau Veritas, tells The Motorship that LNG is likely to remain the solution for sustainable deep sea shipping after 2030

THE ONLY GAME IN TOWN Mr Claudepierre noted that LNG was the best of the current fuels that currently meet the IMO's global 2020 0.50% sulphur cap targets.

While methane slip has been identified as a potential barrier, engine manufacturers and ship designers are continuing to improve the operational performance of their latest engines.

However, the introduction of LNG has required work to ensure that the fuel is both available and that the costs - both for the fuel and Capex - were acceptable to shipowners.

Looking further ahead, Mr. Claudepierre noted that a number of fuel producers were looking at blending 'carbon neutral' synthetic LNG with fossil-fuel LNG to further improve the emissions profile of the fuel.

“I think it would be the pragmatic approach to progressively decarbonise LNG in order to meet 2030 or 2040 targets,” Mr. Claudepierre said.

DUPLICATING INFRASTRUCTURE The development of infrastructure in a number of ports has been an achievement for the LNG industry. “The development of LNG as a fuel would have been meaningless without the development of LNG bunkering across the world.”

Mr. Claudepierre noted that the lifespan of existing LNG infrastructure could be extended if LNG production was decarbonised after 2030 or 2040, offering important cost efficiencies compared with new fuels such as hydrogen.

By comparison, the introduction of other alternative fuels would require the development of a worldwide network of ports equipped with the necessary bunkering infrastructure.

It is unfeasible that such a global network could be developed in time for an alternative fuel to be introduced to fuel the deep-sea fleet within the next 15 or 20 years, Mr. Claudepierre noted.

DIVERTING EMISSIONS UPSTREAM Mr. Claudepierre also noted that the industry needs to take a wider view on where emissions are produced during the

8 | FEBRUARY 2020

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Credit: Bureau Veritas

A wide range of alternative fuels are being discussed as potential solutions to the challenge of decarbonising the fleet, ranging from hydrogen and ammonia through to methanol or other fuels, Martial Claudepierre told The Motorship during an interview at Marintec in Shanghai in December.

Some of the discussion around the options has been complicated because the industry has not been specific about the issues. Some of the solutions being discussed are not yet commercially available, while others are not available in sufficient volumes or are not yet economically viable.

This is not to say that some solutions may not be applicable to short-sea vessels operating within one jurisdiction, but the majority of emissions from the shipping industry are produced by the deep-sea fleet. In order to meet this challenge, we need to look at solutions that are applicable to large deepsea vessels operating under international conventions.

supply chain. “We should consider how we produce gaseous fuels as well as their operational profiles,” Mr. Claudepierre noted.

There was a risk that other fuels might not actually reduce the overall greenhouse gas emissions produced during the production and consumption of a fuel. Tank-to-propeller models would not identify the emissions generated during the production of ammonia or hydrogen from fossil fuels, for example.

8 Martial Claudepierre discussed how the introduction of LNG as a fuel for the maritime sector had required the time-consuming development of expertise across the sector

PERSONAL EXPERIENCE But Mr. Claudepierre also spoke from personal experience when he discussed how the successful introduction of LNG as an established fuel for the maritime sector had required the time-consuming development of expertise across the sector.

“I joined Bureau Veritas's LNG team in 2013 when we started from scratch, and have worked closely with ship owners, operators, designers and shipyards as well as suppliers since. It has been a long process to develop our expertise in LNG as a fuel, LNG containment technology and so on - safety is our number one priority”.

The process of convincing shipyards and designers to adopt other fuels would be time-consuming and costly, Mr. Claudepierre noted. LNG is likely to remain the most practical option for some time.

Bureau Veritas is heavily engaged in developing equivalent expertise in other alternative fuels and the final decision on which fuel or fuels the industry finally adopts is a choice for the industry itself, Mr. Claudepierre emphasised.

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

11/02/2020 08:16

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11/02/2020 08:16

DIGITAL-LED SERVICES

APPLYING A CUSTOMER FOCUS TO DIGITAL-ENABLED SERVICES Kashif Mahmood, Senior Vice President of Digital Solutions at American Bureau of Shipping, assesses how the coming wave of new digital-enabled services will help shipowners to optimise operations The arrival of digital-enabled services is going to transform how the marine industry operates and ABS is taking a lead in the development of data-led services for the industry, Kashif Mahmood told The Motorship in an interview in London in January.

“The emergence of cloud-based services, the evolution of enterprise systems and the evolution of big data analytics have transformed businesses' ability to process data,” Mahmood noted. The emergence of these solutions had coincided with the development of the internet and mobile telephony, which have transformed communications and data availability.

Looking ahead, Mahmood noted that this process will accelerate in the coming years: “the number of connected devices is expected to rise to 1 trillion by 2030”. This explosion in connectivity is expected to lead to a step change in data availability from the global fleet.

While the advent of devices with their own processing capabilities will remove cloud capacity as a bottleneck to the expansion of digital-enabled services, the transformation of the industry goes far beyond the emergence of the Internet of Things (IoT).

Advances in robotics and process automation will make semi-autonomous processes increasingly widely distributed across the fleet. The Motorship has reported recently on how semi-autonomous docking, or winch operation aboard trawlers, will lead to improvements in crew safety as well as reductions in lost working time. Further ahead, Mahmood expects to see autonomous vessels and functions enter the market. “These innovations will change the role of crew and captain aboard the vessel,” Mahmood noted.

3D printing will have wide ranging effects: if it leads to onshoring manufacturing, we may see alterations in trade flows, as semi-finished and finished goods are replaced by a resurgence in raw material imports. Blockchain, virtual or augmented reality and conversational computing are other technologies that will have significant effects within the current decade.

Turning to the uses of the data, Mahmood noted that “the data itself will become a source of competitive advantage for ship owners and ship operators.”

Declines in the cost of sensor technology will render data availability ubiquitous. “The quantity, the quality and the reliability of the data will be key drivers of operational insights.”

Mahmood identified other industries that have achieved significant operational efficiencies, such as the upstream oil and gas industry. The Motorship notes that shale gas operators in the US have radically lowered their overheads in recent years, in part by adopting digital twins and predictive maintenance approaches.

Turning his attention back to the shipping industry, and how ABS is addressing the challenges and opportunities of digitalisation, Mahmood distinguished between the application of digital-enabled tools to classification, and the application of digital tools to support operational efficiency.

Mahmood cited e-certification and remote surveys as

10 | FEBRUARY 2020

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8 Kashif Mahmood proudly noted that the ABS Metocean Hindcast Data application was developed in a fortnight in response to a client request

examples of the former. E-certification is accepted by over 50 flag states, streamlines administrative functions and ensures on-demand access for the latest documentation.

By accepting documentary evidence for Remote Surveys for a limited number of issues, including Tail Shaft Extension Surveys and Rectification of OSR and OSD cases, ABS helps minimise the operational impact of meeting class requirements. “In some cases, these eliminate operational downtime completely,” Mahmood noted.

ABS's client-led mentality can also be seen in the development of digital-enabled services for customers. “We apply a digital start-up approach, with fast iterations and a compressed product development cycle, including continuous customer feedback to improve our outcomes.”

Mahmood cited the development of a new data-led service as an example of ABS's client-led approach. The ABS Metocean Hindcast Data application, which combines accurate weather data with a vessel's operational tolerances to identify the impact of operational performance on the vessel's structure, was developed in response to a client request. “That service was developed in just a fortnight,” Mahmood said proudly. The solution was first deployed aboard Arista Shipping's vessels in late 2019.

Other services, such as Performance Monitor, combine operational, maintenance and sensor data with a ship-specific model of over 30 of the vessel's functions. The product allows real-time monitoring of a vessel or fleet, including the main engine and gensets, and includes an integrated user notification and alert system for failures or anomalies.

Mahmood noted that a particular focus for the team was delivering actionable insights for shipowners and operators.

Rather than providing retrospective insight into why a failure has occurred, we are also working to deliver higher-order actionable insight by providing early failure indications before such a failure occurs.

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FOUR-STROKE ENGINES

WÄRTSILÄ MARINE PRESIDENT SHARES LONG-TERM VISION

Credit: Wärtsilä

Confronting shipping's environmental challenges will demand new ways of operating as well as new fuels, according to Roger Holm

As the clock ticks over on a new decade, a monumental shift is occurring in shipping. For so long the silent enabler of world trade - responsible for moving energy, raw materials and consumer goods around the world as well as connecting coastal communities - the industry is coming under increasing focus as it confronts its impact on the environment and the planet.

Demonstrations outside the IMO's London headquarters last year showed that the world is watching. In April 2018 IMO unveiled its initial greenhouse gas reduction strategy, aiming to halve emissions from shipping by 2050. Now it is up to the industry to show that it can rise to those ambitions.

Roger Holm, President of the marine business at Finnish technology company Wärtsilä, notes a clear change in the market's direction last year. He points to concrete steps tackling the biggest question facing shipping this decade: which fuels and technologies will ships use to reduce and eventually eliminate emissions?

“Last year saw a quite considerable change in how environmental aspects are discussed within the maritime community,” Holm explains. “Shipping is involved in a huge amount of trade and is already the most environmentally friendly way of moving goods. But there is the opportunity to do even better. In 2019 a big part of the industry acknowledged that shipping needs to drive that change itself.”

A prime example is the proposal, unveiled in late 2019, to

12 | FEBRUARY 2020

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8 Roger Holm noted Wärtsilä’s ‘Smart Marine Ecosystem’ concept is about shipping stakeholders work together using cutting-edge technologies to drive inefficiency from the entire logistics chain

establish a research trust funded by a US$2 per tonne levy on ship fuel. Earlier in the year, several banks developed 'The Poseidon Principles', a set of criteria for financing green ship investments. And throughout the year many projects brought industry stakeholders together to explore how to meet IMO's targets. In one example, the Getting to Zero coalition, Wärtsilä is among 74 companies in an international cooperation to develop a zero-emission deep-sea merchant ship by 2030.

“The conversation has changed rapidly and I'm sure we will see discussions accelerating,” says Holm. “For me. the dream is that shipping has a 'green label' showing that it is highly efficient and environmentally responsible.”

COLLECTIVE SOLUTIONS TO COMMON PROBLEMS Continuing the conversation will be critical. Central to Wärtsilä's approach is the view that shipping's environmental challenges must be solved collectively rather than by each individual company. The vision is of a 'smart marine ecosystem', whereby shipping stakeholders work together using cutting-edge technologies to drive inefficiency from the entire logistics chain.

“It's about much more than the fuel,” says Holm, “it's about how you connect and collaborate with the whole ecosystem and make it more efficient by getting data moving in a different way.”

The concept of 'just in time' sailing highlights this approach.

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

11/02/2020 08:16

FOUR-STROKE ENGINES Cargo ships traditionally sail faster than necessary in order not to miss valuable port berthing slots or to avoid contractual penalties, but often end up having to wait at anchor for slots regardless. As ships consume more fuel at higher speeds, and because waiting at anchor means more emissions closer to populated areas, there is a huge environmental and efficiency benefit in cutting waiting time.

Just in time sailing relies on both connectivity and voyage planning technologies to facilitate the exchange of accurate arrival times between ports and ships. Wärtsilä is already working with ship operators to enable just in time sailing through its existing technologies.

Holm says that applying the concept globally today is a challenge due to lack of connectivity as well as varying approaches to data and communications, but he expects the industry to move in this direction. And with fuel efficiencies as well as emissions benefits, there is clear advantage in being an early adopter.

“Looking at data in different segments is where the big opportunity lies to reduce fuel consumption, but it also requires taking down silos in the maritime world and that will be one of the hurdles. To get it to work on a global scale requires quite a lot but that doesn't prevent us from starting to use these concepts in corners of the maritime world.”

One such corner - if that is an appropriate description for more than 600 vessels - is the fleet of ship manager Anglo Eastern. In November the company signed an agreement to roll out Wärtsilä's voyage planning and execution, engine performance and fuel efficiency monitoring systems across the fleet. The Fleet Operations Solution (FOS) integrates otherwise separate processes to optimise planning, weather routing, fuel consumption, and speed. This kind of functionality is a pre-requisite of just in time sailing.

“This is a huge step in the direction of connecting the ecosystem and we are proud to do this with one of the major players in the industry,” says Holm. “They have the same thinking as us - to use data to optimise their operations.”

But shipowners cannot maximise the efficiency of shipping on their own. As just-in-time sailing illustrates, ports must also play a role. The communities around ports also have a natural interest in a more profitable, sustainable and safer maritime business. Under the SEA20 initiative, Wärtsilä is organising high-level meetings between port cities to discuss these issues. The first took place in Helsinki in June.

“In big coastal cities the harbour plays a significant role and we believe these cities can be key players to push for broader cooperation in the marine ecosystem,” says Holm.

A CONTINUING ROLE FOR LNG Using data and an ecosystem approach to optimise operations will help ships use only the fuel they need. But that is just part of the solution to shipping's environmental challenges. The other element, which has arguably taken a bigger share of the industry discussion, is which fuel ships should use to eliminate emissions. At a time when no carbonfree fuels are available for shipping, there is much discussion about which fuels may emerge. As a market leader in marine engines, Wärtsilä is well placed to assess these fuels as they

It's about much more than the fuel, it's about how you connect and collaborate with the whole ecosystem and make it more efficient by getting data moving in a different way

emerge. But for now, says Holm, the watchword is flexibility.

“No-one knows exactly which way fuels will develop but we will see a greater mix of fuels than we do today,” he says.

“That's where you need fuel flexibility. And here the combustion engine is one of a kind. Today, for example, you have dual-fuel engines running on heavy fuel oil and liquefied natural gas (LNG). In the future it might be that you use a mix of hydrogen and LNG. You will need technology that is as future proof as possible and that can be converted if needed.”

Wärtsilä has supplied dual-fuel engines to the shipping and power generation markets for nearly 30 years, and its engines can all be converted to use many clean fuels, including blends of green ammonia, hydrogen and methanol.

But until zero-carbon fuels emerge at scale, one of the best fueling options for ships is a fuel that is already used - LNG. “We see an uptake of LNG as a fuel in all shipping segments,” confirms Holm. “It's also a bridge to the future in the sense that LNG will still play a big role in the market in 2050. But using LNG now also enables ship owners to use other new fuels as they emerge, such as synthetic LNG, or to mix fuels like hydrogen with LNG to reduce carbon content.”

OPTIMISATION AND DATA The need for flexibility also applies to the other side of equation - improving operations through data. With the rapid pace of development in both data use and fuels, there is a significant risk of selecting the wrong technologies for a vessel that must serve for 20 years or more. Future-proof systems as well as flexible powering are a necessity, says Holm.

“A combustion engine is one part of it. The other thing is to look at how you enable the use of data for your asset to the greatest extent. The vessel you have today and the ones we will have in 10 years will be very different in how they use data as well as the fuel they use. But to get where we need to go, we can't wait for three years until the path is clearer.”

One example of that rapid pace of change is the drive towards vessel autonomy. Holm explains that the pursuit of greater autonomy is driven by a desire to further optimise operations, rather than reduce crew numbers. One example of this approach is Wärtsilä's ongoing work with harbour and towage operator PSA Marine in Singapore to develop a smart tugboat that incorporates multiple systems to enhance safety and efficiency.

“For me the heart of this development is optimisation,” he says. “We see it in the car industry already, where data is used to optimise the usage of the battery and the engine in hybrid cars, and to help the driver to drive safely. It is similar in shipping and while there are segments where unmanned operation will be a target - in some coastal shipping for example - we see increased optimisation as the main goal of greater autonomy.”

Reducing shipping's environmental impact will involve a combination of operational optimisation, improved connectivity and fuel choice. Facing such a complex challenge, it is little surprise that the industry is looking towards technology providers like Wärtsilä to take some responsibility for scouting the way ahead.

“There are few players that can look at this in a broader perspective,” says Holm. “We are one. In fact, this fits our purpose of enabling sustainable societies with smart technology extremely well. For us, to drive this development is to drive our business.”

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

Motorship February 2020.indd 13

8 Roger Holm believes a combination of operational optimisation, improved connectivity and fuel choice will help to reduce shipping's environmental impact

FEBRUARY 2020 | 13

11/02/2020 08:16

DECK MACHINERY

EUROPEAN SHIPYARDS SPECIFY GREASE-FREE BEARING SYSTEM European shipyards and owners are frequently specifying a grease-free bearing system, Thordon Bearings' ThorPlas-Blue, as standard for vessels' winches, fairleads, davits, capstans and windlasses Sweden's Falkvarv AB, Oresund Dry Docks, and the Oskarhamnsvarvet shipyard have been particularly strong proponents of the grease-free bearing, with these yards maintaining an inventory of ThorPlas-Blue stock with which to replace worn and costly bronze bearings and bushings when vessels drydock for repairs.

Tommy Holmgren, Sales Director, Duwel Group, Thordon's authorised distributor in Sweden, said: “The ThorPlas-Blue inventories these yards keep could be indicative of the number of vessels drydocking with bronze bearing problems since approximately 96% of the inventory is used to replace the greased bearings in mooring winches.

“Since Falkvarv first retrofitted ThorPlas-Blue bearings to the mooring winches aboard two coastal tankers the yard has always recommended that ship owners retrofit the nonmetallic bearing to their vessels. It is the same with the Oresund and Oskarshamnsvarvet yards.”

ThorPlas-Blue is a simple-to-machine-and-install selflubricating bearing so does not require any lubricating grease.

The economically and environmentally acceptable solution is especially pertinent to sensitive areas like the Baltic Sea. Outside the Baltic area, Romania's Constanta Shipyard has just completed the retrofit installation of ThorPlas-Blue bearings to deck winches and windlasses aboard a 105,042dwt Aframax tanker operated by a Greece-based ship manager.

This project followed a similar retrofit in July 2018 to a sistership at a Piraeus drydock, where anchor and mooring winch bearings were replaced with the Thordon solution.

The 105,459dwt tanker reported pieces of metal on deck and excessive bearing clearances in bronze rope drum bearings. The biggest clearances were recorded in the port and starboard anchor winches and the forward starboard mooring winch. Five shafts were dismantled and inspected, with excessive wear and corrosion recorded on the shaft journals, reaching up to 4.50mm (0.18 in) in diameter.

All in all, twelve bronze bushings were replaced with the selflubricating ThorPlas-Blue bearing, each of which was machined to achieve 0.3mm (0.01in) final interference (running) and shrunk to fit housings using solid carbon dioxide (dry ice).

Commenting on the project, George Morrison, Thordon Bearings' Regional Manager, said: “We have been steadily replacing the bronze bushes in deck machinery across this ship manager's fleet over the past five years and now have the Thordon solution installed aboard in over 30 vessels.

“The bronze bushes created problems when they came in contact with seawater - a chemical reaction resulting in oxidization. They were becoming too costly to repair and maintain. The ship manager has had very good results with the Thordon system, with no wear or damage. They have also proven very easy to maintain.”

Morrison intimated that the Thordon system could soon be specified for vessels' steering gear. “We are currently carrying out load analysis of the steering gear on a number of vessels,” he said.

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Minerva Marine is another Greek owner to frequently specify the Thordon technology. Since 2016, when ThorPlas-Blue replaced the greased bronze mooring winch bearing aboard the crude oil tanker Minerva Hellen, the owner has eliminated the costs and maintenance associated with the constant application of grease and has now installed the bearing on other assets.

John Kostalas, Spare Parts Manager at Thordon's Greece distributor Technava, said: “Aside from the environmental advantages, yards and owners in the region are opting for ThorPlas-Blue as standard due to their distinct commercial advantages. Since they don't wear out, maintenance is negligible, leaving yard workers and crew to get on with other jobs. Retrofitting these bearings saves shipyard workers and ships' crew a considerable amount of time compared to repairing greased bronze bearings.”

Michael Haraldsson, Business Development Manager Europe, Thordon Bearings, said: “There is increasing global awareness of the impact oil and grease lubricated bearing systems can have on the surrounding marine environment, and while ThorPlas-Blue alleviates these concerns, the bearing facilitates a smoother, more reliable operation of deck machinery since seized bearings from inadequate greasing is no longer an issue.”

The bearing can be machined and installed quickly into a variety of applications where greased bronze bearings are traditionally installed, including lifeboat and tender davit systems; fairleads, which can have a huge impact on mooring ropes that wear quickly; tiller arms and jockey bars; cranes and hoists; pivot point bushings; winches, capstans, watertight doors and hatches. They can also be supplied as a SelfAligning Bearing (SAB) for use in rudder and steering gear systems to counter the alignment problems typical of hydraulic steering systems.

8 Thordon's ThorPlas-Blue retrofitted to winches aboard a tanker. Inset: ThorPlas-Blue can be machined and installed quickly into a variety of applications where greased bronze bearings are traditionally installed

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11/02/2020 08:16

FUELS & LUBRICATION

A NEW 200BN SOLUTION FOR ENGINES RUNNING ON HSFO In preparation for IMO 2020, Chevron Oronite has developed and marketed additive technology for the formulation of 200BN marine cylinder lubricants as an extension to their marine additive portfolio Test results demonstrate 200BN marine cylinder lubricant was as effective as 100BN marine cylinder lubricant at controlling engine liner wear, at half the lubricant feed rate compared with 100BN marine cylinder lubricant commercial references, writes Alex Cole, consultant and former product line manager, Marine, Chevron Oronite.

After January 1, 2020, marine vessels, which have installed an exhaust cleaning system (i.e. scrubber), will continue to bunker and burn heavy fuel oil (HSFO) requiring high BN marine cylinder lubricant for proper lubrication and the control of cold corrosion. Currently in the marine cylinder lubricant market, 100BN is the most commonly used level of high BN. However, Oronite has developed an additive solution for 200BN marine cylinder lubricant that has been extensively tested in the laboratory and in the field. Test results demonstrated that engine liner wear, evaluated in an application with severe cold corrosion, was equally well controlled by the 200BN marine cylinder lubricant at half the lubricant feed rate compared to 100BN marine cylinder lubricant commercial references. The test furthermore showed the use of 200BN oil at such a reduced feed rate did not negatively affect piston cleanliness compared to the 100BN reference lubricants tested. A letter of no objection (NOL) has been granted by MAN ES for Oronite's 200 BN MCL additive technology.

IMO 2020 Preparation for IMO 2020 by vessel operators and owners was the subject of much debate and discussion through 2019.

IMO 2020 refers to Regulation 14.1.3 of MARPOL Annex VI which states the global fuel sulfur limit was reduced from ≤3.50% to ≤0.50% outside Emission Control Areas (ECAs) effective January 1, 2020.

Instead of using a fuel with a sulfur content ≤0.50%, it is also permitted to use exhaust gas cleaning (e.g. scrubbers) to reduce SOx emissions to a level that corresponds with the use of ≤0.50% sulfur fuel. Predictions of the rate of future growth in scrubber installation depend upon the view of the evolution of the price differential or spread between High Sulfur Fuel Oil (HSFO) with ~3.50%S fuel and Very Low Sulfur Fuel Oil (VLSFO) with ≤0.50%S fuel.

A key piece of advice from the Original Equipment Manufacturers (OEMs) and engine lubricant suppliers is to match the lubricant used to the engine, application, operation and fuel used. The composition of available HSFO may well be affected by the supply and composition of the new VLSFO in 2020. Furthermore, the sulfur content of HSFO is no longer required to be <3.5%. With an excess of residual oil from refineries it may well be that HSFO with >3.5%S becomes available. Such high sulfur HSFO can be used if the vessels are equipped with scrubbers that can reduce the sulfur emission to the equivalent of operation on ≤0.50% sulfur fuel.

LUBRICATION OF LOW SPEED TWO STROKE ENGINES Low speed two-stroke crosshead diesel engines operated either on HSFO or VLSFO are lubricated by once-through

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lubricants designed to protect piston, rings and liners. These marine cylinder lubricants (MCLs) must provide wear protection and detergency to prevent piston deposit formation. MCLs also deliver basicity (BN) to neutralize acids formed from the combustion of sulfur-containing fuels.

8 Figure 4: Cleanliness performance of 200BN and 100BN MCL

COLD CORROSION Cold corrosion results from condensation on the liner walls of sulfuric acid that is formed upon combustion of sulfur containing fuels.

Cold corrosion is the most serious in modern engine designs, and engines that work under low-load operation known as “slow steaming” where vessels may operate as low as 10-20 percent load.[1] The sensitivity of two stroke engines to cold corrosion is expected to continue with the requirement of new engines to meet efficiency and emission criteria. At the same time the potential increase in the actual sulfur level of HSFO (used in combination with scrubbers) may lead to even more corrosion. It is important to note that it is these larger modern engines, with the potential to be sensitive to cold corrosion, that are also most likely to be fitted in vessels for which the installation of a scrubber would result in a positive business case under certain HSFO - VLSFO price spread scenarios.

BASICITY OF MARINE CYLINDER LUBRICANTS Marine cylinder lubricants can be characterised by their base number (BN), which is the basicity according to ASTM 2896 measured in mgKOH/g. For highly corrosive situations with HSFO, OEMs (MAN ES and WinGD) recommend MCLs of 100BN or greater. Chevron Oronite identified the need for an ultra-high BN marine cylinder lubricant for engines running on high sulfur heavy fuel oil (HSFO) and consequently developed a new 200BN MCL additive package.

INTRODUCING 200BN MCL Chevron Oronite's 200BN technology was selected from a screening programme including laboratory bench tests designed to mimic engine and field conditions, followed by engine testing of candidates

8 Alex Cole has worked in additive technology since the late 1980s acting as a consultant and former marine product line specialist at Chevron Oronite since 2006

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11/02/2020 08:16

FUELS & LUBRICATION in test stands and finally to blending quantities of lubricant test candidates to be used in the operation of a commercial vessel. Since the basicity of a 200BN MCL is beyond the BN of previous MCL development, this new technology posed new challenges to interpret results and to gain knowledge of the characteristics of 200BN MCLs. Once the formulation was decided upon, Chevron Oronite's 200BN marine cylinder lubricant was proven in real-world conditions for over 7,000 hours during a closely monitored operation in the field.

NOL FIELD TESTING In order to obtain a no objections letter from MAN ES, the new 200BN MCL was tested in the field using a propulsion unit of a VLCC, a MAN B&W 7G80 ME-C Mk 9.2 engine. This specific engine was equipped with a split lubrication system, allowing for side-by-side testing of three lubricating oils. The 200BN MCL was tested in the field and compared to two 100BN MCL reference oils.

It is important to determine the correct lubricating oil feed rate for a given engine operating on a fuel with a certain sulfur level.

When operating on HSFO, the MANB&W 7G80 ME-C Mk 9.2 engine required a high BN MCL and/or a high lubricating oil feed rate to control cold corrosion of the liner surface. A feed rate of 0.8 g/kWh was selected for the 200BN MCL to keep drain oil iron below 200 ppm.

The feed rate of 100BN MCL is required to be twice the level of 200BN. For example, 1.6g/kWh feed rate of the 100BN MCL was required in order to inject the same amount of base to control corrosion and keep residual BN and iron in the drain oil below the warning limits advised by MAN ES. The feed rate ratio of 100BN MCL was maintained at twice the level of 200BN MCL throughout the test.

Drain oil samples were taken regularly during the test and sent to an external laboratory for analysis. Results are shown in Figure 2. Analysis shows acceptable values for the drain oil, with iron typically in the 50-100 ppm range. Similarly, the remaining BN was monitored and was typically in the 30-60 mgKOH/g range.

At the end of the test, the engine was rated according to MAN ES standards to assess piston cleanliness, liner and ring conditions and liner wear.

Liner wear data results are shown in Figure 3. For all cylinders, the liner wear is well below 0.1 mm per 1,000 hours (the maximum level of liner wear acceptable by MAN ES).

Scavenge port inspections were done at start and end of test.

Picture shown in Figure 4 shows that 200BN MCL maintained cleanliness at half the feed rate compared to 100BN MCL. OPERATOR BENEFITS OF USING 200BN MCL For owners and operators of vessels equipped with scrubbers, 200BN MCL is an exciting development. Highly corrosive engines operating on HSFO no longer need to use high feed rates well above the minimum feed rate for adequate control of cold corrosion. Indeed, 200BN MCL allows the minimum recommended feed rate to be approached, depending on the actual sensitivity of each individual engine and halves the requirement of lubricant compared to 100BN MCL. The potential savings from this reduced consumption of lubricant are evident and should be welcomed as an opportunity by the marine lubricants market which continues to be very focussed on end user cost and value.

There is also the consequent benefit of extended range of operation between resupply of lubricant The same amount of 200 BN lubricant will cover up twice the operational period as 100BN MCL. Less frequent port calls for lubricant supply or more judicious choice of supply ports are possible.

8 Figure 2. Iron levels in drain oil analysis of 200BN and 100BN MCL

SUMMARY For engines running on HSFO in 2020 and beyond, Chevron Oronite has developed additive technology for the formulation of 200BN marine cylinder lubricant. The 200BN MCL has been extensively tested and shown to perform as well as two commercial reference 100BN MCLs, 100BN MCL being the current usual high BN MCL available. Additionally, 200BN has proven to lubricate successfully at half the feed rate to 100BN MCL, thus offering the potential for savings in lubricant consumption. The additive package is now available to marine lubricant suppliers from Chevron Oronite's global supply points.

8 Chevron Oronite is a leading developer, manufacturer and marketer of fuel and lubricant additives, helping provide solutions to customers globally. Headquartered in San Ramon, California (USA), Chevron Oronite maintains regional offices in Houston (Americas Region), Paris (Europe-Africa-Middle East Region), and Singapore (Asia-Pacific Region); operates manufacturing sites in Belle Chasse, Louisiana (USA), Gonfreville (France), Singapore, and Mauá (Brazil); an affiliated blending and shipping plant in Omaezaki, Japan; technology centers in the USA, France, The Netherlands, Japan and China and has interests in additive companies operating in other locations, including India.

Chevron Oronite is comprised of numerous affiliates that are indirect, wholly-owned subsidiaries of Chevron Corporation. For simplicity in this news release, the terms “Chevron Oronite” and/ or “Oronite” are used as abbreviated references to Chevron Corporation affiliates that are part of the Chevron Oronite business unit. Nothing in this document is intended to override or supersede the corporate separateness of these entities.

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

Motorship February 2020.indd 17

8 Figure 3.

Liner wear measurements of 200BN and 100BN MCL

FEBRUARY 2020 | 17

11/02/2020 08:16

Torsion

FUELS & LUBRICATION

2020 FUELS: VIGILANCE STILL NECESSARY

Photo: IMO

The industry should anticipate an extended period of vigilance - long after it might reasonably have expected the 2020-compliant fuel teething troubles to be over

Adrian Tolson of Blue Insight said: “There's been quite a pressure not to screw up, so apart from a few, fairly isolated incidents, the vast majority is coming in on spec and most problems are being resolved before the fuel gets onboard but whether that persists is a different story”.

He added: “These first streams into the market have been from sources worked on since at least midway last year... so I think if we are going to see problems, it will be later on, when there's more likelihood of pressure on feedstock.”

Certainly, the number of off-spec fuel test results processed by Lloyd's Register's FOBAS fuel testing service has doubled, senior analyst Naeem Javaid told MS. “Historically, we've seen around 4% of fuel tests failing the ISO fuel standard specification, but with VLSFO it's doubled, to 8%”. That might not be a concern in itself, but Javaid added: “Before, the fuels were off-spec on comparatively minor issues, such as high water content or viscosity.” However, now “sulphur and sediment are responsible for over 80% of the total off-spec results”.

Looking first at the sulphur limits, the problem is that test results from different samples are “naturally variable” says Paul Collier of Clyde & Co: “While the result stated on the Bunker Delivery Note could be just within spec, another test carried out by a Port State Control officer on fuel onboard could fall outside it,” he said. This has the potential for resulting in detention and maybe even a debunkering demand.

Moreover, Collier believes we might yet see a rise in sulphur-content troubles in the spring: “when the 1 March 2020 carriage ban on HSFO comes into force, there is the potential that Port State Control Officers might become more interventionist,” he said. After this, if there is HSFO carried onboard a vessel without scrubbers “it will be an obvious and identifiable breach of MARPOL Annex VI”. Further, as PSCOs will most likely have found their feet in the new low-sulphur regime by then, there may be a consequent rise in tests especially if the PSCOs suspect something amiss.

Added to this are stability issues which, for some, are just as worrying.

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8 "I think if we are going to see problems, it will be later on, when there's more likelihood of pressure on feedstock" Adrian Tolson

In fact, the several thousand VLSFO samples analysed by FOBAS have indicated a distinct rise in these concerns “especially with lower viscosity VLSFO” said Javaid. He added: “When it comes to fuel stability, I think that a lot of the industry is learning fairly fast.”

However, longer term issues with the potential to cause trouble still lurk beneath the surface.

While most of the industry is currently exercising diligence in the supply of these fuels, Javaid pointed to a central issue within the bunker industry itself: “We still have a problem with control of the upstream supply chain. There are many, many sources of feedstock... but until it gets to the last few hands, most of the suppliers don't know where or how it's to be used.” Therefore, while there's a lack of consistency around the exact nature of the component sources and how they have been treated, there's still the potential for compatibility issues to arise further down the line.

Moreover, the issues don't end with sulphur and stability.

According to Javaid “We've already started to see some problems around onboard VLSFO handling.” He explained that in lower temperatures, more paraffinic blends may cause wax deposition: “There have already been cases where ships were unable to keep enough heat in the fuel storage tank in cold ambient conditions, resulting in fuel solidification.”

He underlined while the advice is to keep the fuel 10°C above the pour point, overall, this temperature is higher with the new fuels. He added: “Realistically, ships that don't plan well might find it's not easy for them to heat fuels appropriately for cold conditions.”

Those with scrubbers don't altogether avoid the fuel issues: it seems there's pressure on availability, not just on VLSO but HSFO according to Svend Stenberg Mølhol, COO of Monjasa. As a result “infrequent supply issues” are beginning to push up the cost of HSFO in smaller bunker ports. Although it's been expected, it's also exacerbated by ship owners increasing the size of their bunker parcels (up 32% year-onyear), resulting in some smaller ports raising and even doubling their HSFO delivery premium.

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

11/02/2020 08:16

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11/02/2020 08:16

MS100 TANKER FOCUS

TANKER SERIES DENOTES BOLD RUSSIAN OUTLOOK

Credit: SCF Sovcomflot

The Gagarin Prospect generation of crude oil carriers signifies a milestone in the development of the Russian-owned mercantile marine, writes David Tinsley

Russian shipowner SCF Sovcomflot put down a new marker for tanker shipping when it specified an LNG dual-fuel solution to power a series of ice-strengthened Aframax crude carriers contracted from Hyundai Heavy Industries(HHI) in South Korea.

The sextet of newbuilds, delivered between July 2018 and April 2019, has strengthened the company's hand in oil transportation as a whole, given the trading versatility of Aframax-size tonnage, while specifically boosting the capability for all-year liftings of crude oil from Russian Arctic and eastern Baltic outlets.

The new generation of 113,170dwt tankers, constructed by HHI subsidiary Hyundai Samho Heavy Industries at Mokpo, is distinguished by a high environmental standard attributable in no small part to Sovcomflot's decision to adopt LNG as the primary fuel, a pioneering step in application to large tankers.

At the time of ordering, the LNG fuelling infrastructure was still in its infancy. The scope to use cleaner-burning fuel was a vital consideration given the ships' intended operating profile encompassing Baltic and North Sea Emission Control Areas (ECAs).

Series-opener Gagarin Prospect and sixth-of-class Samuel Prospect have been fixed on long-term charter to Shell, for up to 10 years, affording 'blue-chip' international endorsement of the design's attributes. In fact, the new class had its genesis in the technical design work implemented by Sovcomflot in collaboration with Shell, HHI and DNV GL during 2015. The resources offered by the Russian company's dedicated engineering school were brought to bear on the project.

Sovcomflot is already set to augment the new Liberianregistered flotilla, dubbed its 'Green Funnel' tankers. The next

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8 Sovcomflot's Aframax class marked a new technical milestone for the Russianowned fleet

additions will be two further vessels of the type ordered for completion in 2022 by Zvezda Shipbuilding Complex, the new development in the Russian Far East at Bolshoi Kamen.

The environmental credentials of the class can be expected to increasingly favour the Green Funnel fleet as time goes on, given growing tonnage selectivity by shippers and charterers, against the backcloth of the march of emissions legislation and wider societal concerns over the impact of tanker shipping in ice-prone waters.

The dual-fuel two-stroke main engine specified for each ship ensures compliance with IMO's stringent sulphur controls and Tier III NOx emission limits when running in gas mode, and the adoption of selective catalytic reduction (SCR) plant also achieves Tier III compatibility when burning heavy fuel oil(HFO).

Data accumulated over the first 12 months from the ships in service, using LNG as the primary fuel, showed a 30% reduction in CO2 emissions relative to similar vessels powered

by HFO, a finding that exceeded the original design target values. Running on LNG, the machinery produces at least 90% less SOx and some 80% less NOx compared to engines fired on standard marine fuels.

Propulsive power is delivered by a low-speed, dual-fuel engine from the X-DF range of Winterthur Gas & Diesel (WinGD), featuring low-pressure gas admission. The sevencylinder X62DF engine is rated for 13,800kW at 86rpm, and was manufactured under licence by HHI's Engine & Machinery Division (EMD) in Ulsan. The 620mm-bore unit confers the flexibility to burn LNG, HFO, distillate or hybrid liquid fuels, with Tier III compatibility attainable across the fuel spectrum, and assures direct drive to a single, fourbladed fixed-pitch propeller.

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11/02/2020 08:16

The low-pressure SCR technology also emanates from WinGD, as does the proprietary Engine Diagnostic System.

The latter targets increased availability via monitoring, lower fuel costs via engine performance optimisation, and extended times between overhaul (TBO) for components.

X-DF engines employ a lean air-gas mixture ignited by injection of a small amount of liquid fuel, to achieve the requisite fuel efficiency, stable combustion and inherently low NOx formation in gas mode, securing Tier III compliance in ECAs without extra onboard measures. In contrast to engines with high-pressure gas injection, the gas fuelling system on X-DF two-strokes does not require high-pressure electricallydriven cryogenic pumps, thereby reducing costs.

The auxiliary outfit is based on three gensets driven by eight-cylinder, Wartsila 200mm-bore engines prepared for dual-fuel operation. Oil- or gas-firing is also incorporated in the boiler plant supplied by Kangrim Heavy Industries of South Korea.

The lessened emissions impact from burning LNG, or by applying SCR to the exhaust stream when fuelled by HFO, has the added operational, pecuniary benefit of allowing the tankers to qualify for discounts on port charges in major European harbours. The average discount obtainable is understood to amount to about 9%.

The initial LNG bunkering took place at Rotterdam in October 2018, when Gagarin Prospect was fuelled by Shell's bunker tanker Cardissa. The operation constituted a procedural and technological milestone, laying the foundation of a system for LNG bunkering of tankers and other large merchant vessels not tied to fixed routes or set timetables.

The hull is divided by eight transverse bulkheads and a centreline bulkhead into 14 cargo tanks, giving 129,400m3 of oil cargo containment. The Ice-1B class notation and Ice-1A certificated hull meet the requisite criteria for seasonal voyaging of Russia's Arctic seaway, the Northern Sea Route (NSR), and for conveying exports from terminals in the Gulf of Finland and the Russian Far East, as well as for trade in other areas subject to harsh winter conditions.

The ships are equipped with ice radars and spotlights and other features ensuring compliance with the Polar Code. The class showed its mettle early on, when the Lomonosov Prospect completed a full transit of the NSR in October 2018, delivering a cargo of petroleum products from South Korea to northern Europe.

During 2019, another representative of the class made a westbound passage, while the Korolev Prospect crossed the NSR eastbound in September, followed in October by eastbound voyages of the Mendeleev Prospect and Lomonosov Prospect. Both the latter vessels carried cargoes of crude from the Russian Baltic port of Primorsk to China. With favourable ice conditions and precise route planning, the ships travelled the entire NSR seaway without icebreaker escort and using LNG fuel.

Sovcomflot's Green Funnel initiative, to introduce LNG as the main fuel for large oil tankers, led to a succession of international environmental and design concept awards through 2018 and 2019.

While commercial management is undertaken by Sovcomflot's UK arm in London, technical husbandry of the series is conducted from the Dubai headquarters of SCF Management Services, which has branch offices in Limassol, Novorossiysk, St Petersburg, and Yuzhno-Sakhalinsk.

Rather than source its further Aframax tonnage requirements overseas, Sovcomflot has looked to the Russian shipbuilding industry for more vessels of similar design to the Gagarin Prospect type. Two 114,000dwt dual-fuel newbuilds scheduled to join the fleet by the end of 2022 have been entrusted to

Credit: Shell

MS100 TANKER FOCUS

Zvezda Shipbuilding Complex, a major development project taking shape under the auspices of the Far Eastern Shipbuilding & Ship Repair Centre (FESRC) of Vladivostock.

Zvezda started production in 2016 and the shipyard is due to be fully completed in 2024. Established by an all-Russian consortium comprised of Rosneft Oil Company, Rosneftegaz, and Gazprombank, its initial tranche of work has emanated from Rosnefteflot. The 10 Aframax crude carriers of 114,000dwt ordered to Rosnefteflot's account, plus two such vessels for Sovcomflot, mean that Zvezda can look to a long serial production run of deepsea vessels unequalled in recent times in Russia. The Sovcomflot pair is being built with financing from Vneshekonombank (VEB) and against the security of 20year timecharters to Rosneft.

Hyundai Heavy Industries is providing Zvezda with design input and technical assistance for the Aframax programme.

Sovcomflot's involvement also encompasses newbuild supervision and subsequent technical shipmanagement services for three of the Rosnefteflot vessels.

PRINCIPAL PARTICULARS - Gagarin Prospect class Length overalll 249.99m Length bp 241.10m Breadth 44.00m Depth 21.10m Draught 15.02m Cargo tanks 14 Cargo capacity 129,405m3 Deadweight 113,170t Gross tonnage 64,909t Displacement 136,724t Propulsion system Dual-fuel 2-stroke direct-driveW Main engine power 13,800kW Genset engines 3 x 1,340kW Speed 14.6kts Class DNV GL/RS Class notations +1A1 Tanker for Oil, BIS, BMON, BWM(T), CCO, Clean(Design, Tier III), COAT-PSPC(B, C), COMF(C-2), CSR, E0, ECA(SOx-A), ESP, Gas-fuelled, Ice(1B), LCS, NAUT(AW), Recyclable, SPM, TMON(oil lubricated), VCS(2) RS Class notations KM(*), 1B, 1A(hull), AUT1-ICS, OMBO, L1, VCS, CCO, ECO-S, BWM(T), SPM, GFS, TMS, IWS, DE-Tier III, Oil tanker(ESP), CSR Flag Liberia

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

Motorship February 2020.indd 21

8 Gagarin Prospect receiving LNG bunkers from the Shell barge Cardissa in Rotterdam

FEBRUARY 2020 | 21

11/02/2020 08:17

MS100 TANKER FOCUS

SIZE AND SAFETY SET TANKER TRENDS To chart the history of oil tankers is to put a mirror to more than a century of technical evolution, disaster, politics and regulation

22 | FEBRUARY 2020

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single-hulled tankers in US waters, and was followed by amendments to MARPOL and new European regulations that extended the requirement worldwide.

Looking ahead, crude oil tankers may give way to more flexible concepts, according to DNV GL vice president and tanker expert, Olav Tveit.

In September 2019, he described a trend among operators to prefer LR2-type tankers, which have coated tanks and can therefore carry both dirty and clean cargoes. This requires more efficient tank cleaning than is normal so that tanks can be cleaned during ballast voyages, which requires both a new approach to tank cleaning machinery and tank design.

DNV GL has developed a new class notation for such ships, which were published in July 2019 and came into effect on 1 January 2020.

But some uncertainty surrounds the medium term outlook for tankers, as structural shifts in the transportation sector could impact a significant proportion of end-user demand.

The UK consultant Maritime Strategies International warned in a 2019 report that, under one of its scenarios, â&#x20AC;&#x153;tanker demand would fall by slightly more than a thirdâ&#x20AC;? by 2050. It makes no forecast about resulting design changes, but these would appear to be inevitable under such a scenario.

Tanker design has come a long way in the past 170 years. It seems set to go a long way again in a fraction of that time.

8 Exxon Valdez grounding in Prince William Sound, Alaska, in 1989, changed tanker design worldwide

8 The number of oil spills per year has steadily reduced since 1970

Source: ITOPF

Ships able to carry oil were first developed in the 1860s but it was the 1870s when designers developed what many recognise as the first proper oil tanker, Zoroaster, which was delivered in 1878 and carried 245 tonnes of kerosene for Branobel, which was founded by Ludvig and Robert Nobel.

The Nobel brothers were also responsible, in 1903, for the first tankers to use internal combustion engines. The first seagoing diesel-powered tanker, the 4,570dwt Mysl, was built by their competitors, the Merkulyev Brothers in 1908.

By the time The Motorship appeared, tankers were an established part of the world fleet but they were small by modern standards. A record was set in 1928 when Bremer Vulkan delivered the 24,185dwt C O Stillman; it remained the largest tanker for 14 years.

Since the 1960s, tanker development has revolved around size and safety. With the closure in 1956 of the Suez Canal, the size restriction it imposed was gone and larger ships were needed to achieve the economies of scale necessary to offset the route round the Cape. This culminated in the 564,763dwt Seawise Giant, delivered to CY Tung in 1979 by Sumitomo Heavy Industries. The largest tanker ever built was eventually converted for floating storage in 2004 and scrapped in 2009.

For much of their history, tankers were associated with oil spills. The International Tanker Owners Pollution Federation (ITOPF) has kept statistics since 1970 and, for each decade, the average number of spills per year has reduced. In the 1970s, there was an average of 78.8 spills per year, peaking at nearly 120 in both 1974 and 1975. Since 2010, the average has been 6.2 spills per year.

ITOPF owes its existence to the 1967 110,000dwt Torrey Canyon oil spill. MARPOL was also born out of the Torrey Canyon disaster. At that time, oil pollution was governed by the OILPOL Convention, which did not address accidental spillages, and the IMO Council met in 1969 to consider Torrey Canyon's implications. This led, in 1973, to the International Convention for the Prevention of Pollution from Ships, which incorporated OILPOL. In 1978 a protocol was added, creating the International Convention for the Prevention of Marine Pollution (MARPOL 73/78).

Another safety concern with tankers stemmed from the number of explosions during tank cleaning, especially as ship sizes grew. It came to a head in December 1969 when three tankers exploded during tank cleaning: the 207,000dwt tankers Marpessa and Mactra and the 219,000 dwt Kong Haakon.

Shell, which operated Marpassa, found that droplets of washwater create static electricity when they hit steel tank sides, potentially causing explosions in large tanks. One solution was to fill tanks with inert gas but another, developed

by BP, was crude oil washing (COW), which involves circulating heated cargo at high pressure to remove oil from tank sides. In 1978, COW equipment was made mandatory for newbuilding tankers of 20,000dwt or more through a protocol to MARPOL. A number of other important tanker design developments have stemmed from accidents: the Exxon Valdez grounding in 1989 led to the US OPA 90 legislation, which phased out

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

11/02/2020 08:17

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Motorship February 2020.indd 23

11/02/2020 08:17

DIGITALISATION AND DECK MACHINERY

1

NAVIGATING A WORLD OF CHANGING FUELS Dennis Mol, Vice President, Digital and Business Transformation at MacGregor, discussed how MacGregor was deploying digital-enabled services to cargo handling cranes Speaking in December, following the recent introduction of MacGregor's OnWatch Scout condition monitoring service for cargo handling cranes, Dennis Mol was very happy to discuss the transformative possibilities offered by digitalisation and other technological innovations for the shipping industry.

“Digitalisation will shape the industry. We will have a new toolbox of technologies including AI, robotics, drone technology and machine learning,” Mol continued.

The new areas of technology are matched by MacGregor's own digital agenda, which is concentrated in four main areas: predict, safeguard, optimise and automate.

Mol emphasised that such a vision was all well and good, but delivery is the key. “These services need to offer tangible benefits for the customer. That is the MacGregor way,” Mol added.

The development of a predictive maintenance solution for cargo handling cranes was just one of three development priorities for MacGregor in 2019. The other solutions were the Breakbulk Optimiser, which tailors optimisation algorithms for breakbulk stowage on ships, and C-How simulation services, which seek to use simulation software in a training and advice applications.

The OnWatch Scout solution applies machine learning to sensor data to support a predictive maintenance solution.

Cargo handling cranes represent a high-value, complex set of machinery in which machine learning could be deployed.

The cranes feature over 500 mission-critical alarms, with over 290 individual related spare parts. The complexity of performing 'time-based' service on an individual crane - which requires up to 270 separate sets of retrievable documentation, and up to 540 'fix-me' steps and visuals - means that shifting to a use and condition based monitoring schedule offers immediate efficiencies via the 'myMacGregor' customer portal.

Mol noted that by developing algorithms that can predict when certain machinery requires maintenance, using condition and use data with monitoring performance, the OnWatch Scout solution was expected to reduce unscheduled downtime. “Research has shown that estimated 40-50% of expected outages could be avoided simply by applying predictive maintenance techniques,” Mol noted.

The service will be offered in new sales of cranes and can also be easily retrofitted to MacGregor's 5,000 cranes already in service. The data is always owned by the customer and protocols are tested and approved according to the latest data security standards.

While the OnWatch Scout solution was available as a standalone solution, MacGregor is also working on a second stage of the digital-led service.

MacGregor has signed a collaboration agreement with Kongsberg Digital for the data from OnWatch Scout to be transmitted to the Kognifai platform, in a cost-effective and secure way. Trials of this service will be conducted on cargo and load handling cranes installed on a number of pilot merchant and offshore vessels.

“This represents a deepening of our existing relationship.

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Next to our own data solution on board, we will work with Kongsberg to ensure that customers using the Kognifai platform are seamlessly connected to OnWatchScout crane information.

Besides OnWatchScout, Mol noted that the company itself had a full pipeline of new product development ideas that could be developed. However, Mol preferred to take a highly focused customer led development approach. One of the key criteria was that it had deliver actionable insight for customers.

MacGregor was also working on two other digital solutions during the course of 2019. C-How simulation services are a digital twin suite able to rise to the challenge of how to manage crew training for maintenance without occupying equipment or travelling on board.

“We know that the safety requirement to deliver and document crew training is a growing challenge facing ship operators in many segments of the market,” Mol said.

We had developed a similar training package for offshore operators, and it was a relatively straightforward process to extend the digital training concept to the merchant and roro sectors.

The training simulation environment is provided as part of MacGregor's maintenance package and enables crew members to learn how to solve problems as much as possible themselves.

The third product launched is the Breakbulk Optimiser, to help customers improve efficiency by optimising carrying capacity by 5-15% using stowage algorithms which take size, weights, construction and route into the calculation. More importantly, the commercial window has been expanded to take in extra cargo loading.

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8 The OnWatch Scout solution was expected to reduce unscheduled downtime

8 Dennis Mol noted that "we have a pipeline of 60 further ideas to select from in 2020

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

11/02/2020 08:17

PFF 2020 090120

100

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YEARS

2020

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CALL FOR PAPERS – SUBMIT YOUR ABSTRACT NOW! Submissions are now open for the 2020 Propulsion & Future Fuels Conference, entitled ‘Setting the Pace for Technological Innovation in Transoceanic Zero-Emission Shipping’

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Abstracts should be no more than 200 words and should be sent, with a biography of the speaker, headshot photo and logo, to jgwynn@mercatormedia.com The deadline to submit a paper for the 2020 Motorship Propulsion & Future Fuels Conference will be 28 February 2020 For more information please visit: propulsionconference.com Contact: +44 1329 825 335 Or email: conferences@propulsionconference.com

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INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

05/02/2020 08:21

11/02/2020 08:17

MS100 FOCUS: EXXONMOBIL

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NAVIGATING A WORLD OF EVOLVING FORMULATION AND FUELS The Motorship magazine is celebrating its centenary in 2020, and is marking the occasion with a series of interviews with landmark companies that have grown and thrived

B

Bu Luca Volta, of energy major ExxonMobil, takes stock of the past hundred years, and assesses ExxonMobil’s response to the current market.

Turning to the supply of fuel to the market and modern lubricants, what do you consider the most important technological innovation during your professional career, Luca?

R&D has been part of ExxonMobil’s DNA since our company began more than 135 years ago. Our innovations have helped provide the energy fundamental to modern life – from the more efficient fuels that power today’s transportation, to the natural gas that provides light and heat to homes and businesses. However, looking at the industry closest to our hearts, international shipping has seen a seismic shift with this year’s introduction of the 0.50% sulphur cap. This is just the latest in a line of regulation changes I’ve seen throughout my career, which have all called for innovation.

We have developed a number of new products and services in relation to these shifts, including Mobil Serv℠ Cylinder Condition Monitoring, ExxonMobil Premium HDME 50™ for use in Emission Control Areas, EMF.5™ - our 0.50% range of sulphur fuels, and the associated lubricants, such as Mobilgard™ 540 and Mobilgard™ 5100. However, I should explain how we’ve done that. It’s not just through technology, it’s also in partnership with our customers. We respond to, and some instances anticipating, industry trends – it’s not just what ship owners’ want, it’s also about what they need.

Q A

As a chemist by training, with a strong record in technological innovation, how will the industry be affected by the transformation of fuel production from refining to formulation?

This is a complete shift. As regulations become more complex, the ability to meet their requirements needs an ever-deeper understanding of the physical and chemical properties and compositions of streams and products. A successful fuel needs to demonstrate fundamental features, ranging from affordability and technical readiness to scalability. Achieving all of this is reliant on one common factor: good research and development, in the short, medium and longer term.

Q A

Looking at the current bunker market shortly after the entry into force of the IMO global sulphur cap on 1 January 2020, the initial response has been cautiously positive. Have you had any feedback from customers following the changeover?

Currently, it does seem as if the response has been relatively positive but there have been a number of publicised issues, including five reported violations in China at the ports of Qingdao, Dalian, Ningbo, Xiamen and Weihai.

There have also been a number of alerts from testing agencies, mainly on sediment, across a number of ports such

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26 | FEBRUARY 2020

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as Singapore and Rotterdam. We continue to work with ship owners around the world and it’s fair to say that they have privately highlighted experiencing a number of additional issues. I would caution that it’s still very early days and I expect it will take at least three months to gather a clearer view of the post-IMO 2020 landscape. This is dependent of course on the vessels themselves and the rotations they are on.

8 Mr Volta noted it would take at least three months to gather a clearer view of the postIMO 2020 landscape

How do you see the effect of regulatory developments impacting lubricant production for the marine sector?

The last few years have seen also a tremendous change in the marine lubricants field. The switch to 0.50% sulphur fuel means that there needs to be a more balanced approach to the formulation of cylinder lubricant: they need to be able to combat deposits and scuffing, while still maintaining engine cleanliness in a wide range of operating conditions.

Lubricants and services also have a part to play in reducing emissions. For example, lowering cylinder oil feed rates can help a vessel cut CO2 production. Our Mobilgard™ 540 cylinder oil and Mobil Serv™ Cylinder Condition Monitoring can help vessel operators optimise cylinder oil feed rates while also improving engine protection.

Going forward, the industry is likely to move to a mix of 0.50% sulphur fuels, distillate and LNG. We therefore need to continue to closely work with our lubricants colleagues, and with our customers, in order to produce high-performance lubricants that are fit for use.

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

11/02/2020 08:17

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GREENPORT

BALANCING ENVIRONMENTAL CHALLENGES WITH ECONOMIC DEMANDS

06/02/2020 11/02/2020 09:27 08:17

MS100 FOCUS: EXXONMOBIL As a key supplier to the market, what is ExxonMobil’s perspective on discussions about short and medium term efficiency targets at the IMO’s MEPC? Let’s spell out the basics: There are very few challenges more important than meeting the world’s growing demands for energy while reducing environmental impacts and the risks of climate change. This is the task in front of us and at ExxonMobil we have a long-standing commitment to do our part, across all the industries and sectors we serve, including marine.

The technology and the products that will be required to meet the IMO’s ambition targets are not there yet and many new solutions will need to be developed. This will require a rigorous scientific approach; a methodology that considers and evaluates the lifecycle benefits and impacts related to activities and products across the value chain. In other words – a thorough and methodical life cycle analysis.

Q A

ExxonMobil has made a number of significant investments in LNG. What is your perspective about LNG’s medium term role as a fuel for the market?

ExxonMobil’s ‘The Outlook for Energy: A View to 2040’ report forecasts a significant increase in LNG demand, relative to today. We believe that LNG will be a growing part of the marine bunkering mix, augmenting rather than replacing the current fuels line-up. It will sit alongside scrubbers, distillates and other 0.50% sulphur compliant SomasasJan 18/12/2019 15:34 Page 1 fuels a 2020_Somas way of helping to comply with emissions

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regulations. Our report predicts that LNG will form 10% of the overall marine energy mix by 2040.

ExxonMobil is a founding signatory of the Society for Gas as a Marine Fuel and a member of the Society of Internal Gas Tanker and Terminal Operators. We have multiple projects in development to meet future demands.

Finally, taking a longer-term perspective on measures to help shipping meet the IMO’s decarbonisation objectives, can you talk about ExxonMobil’s wider research programme?

ExxonMobil is engaged in a number of research programmes, both internally and in cooperation with leading academic organisations and technology companies, that are aimed at tackling the ‘dual challenge’. This is clearly demonstrated by the significant amount of R&D investment that has been committed to the development of low emission solutions; more than $10 billion since 2000.

When I think about the marine industry, I specifically think about an ‘ecosystem’ made of a number of components: the engine, the ship, the operations and the fuel. Technology remains the key enabler across each and every one of these components as they are all required to drive this industry forward. Fuels of the future will need to play their part in this ecosystem. First and foremost, they will need to be safe.

They will also need to be scalable, from laboratory to deep sea, and reliable, as this is the industry that still moves the majority of the goods and product worldwide. Finally, last, but not least, these fuels will need to be economically viable.

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

11/02/2020 08:17

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ELECTRIC & HYBRID

IN SEARCH OF THE BETTER BATTERY But new developments promise to challenge what we thought we knew about their limitations, opening the door to installation onboard a far broader swathe of the world fleet.

So far, lithium-ion battery adoption in the marine industry “has been driven by widespread availability and large-scale manufacture of batteries for road vehicles”, says Duncan Duffy of Lloyd's Register, so pragmatically, development has crystallised around what's on offer rather than the ideal candidate.

However, while general battery storage prices have fallen sharply to US$156/kWh and energy density also rose to around 250kWh/kg, don't necessarily expect this trend to continue unabated: there are limits to the amount that current tech can reasonably deliver.

It's down to the physics. While present lithium-ion batteries still fall a little shy of its theoretical 350Wh/kg, “you're fighting harder and harder to get to these higher efficiencies”, points out Denis Pasero of energy storage specialist Ilika.

While it's possible to tweak li-ion's characteristics, there's always a flipside. “For example, silicon in the anode increases energy density... but it decreases lifetime,” says Henrik Helgesen, of DNV GL. Likewise, “lower cobalt, higher nickel chemistries reduce cost and increase energy density - but it decreases lifetime and thermal stability”.

So, what's next? Solid-state batteries are certainly a contender.

ENERGY & POWER DENSITY But when (not if) it does become commercially viable, solidstate battery technology should deliver quite a bit more for the marine industry to play with. According to Helgesen, despite predictions that are “still rather uncertain”, energy density figures fall somewhere between 300 and 600Wh/kg: Dyson partner Sakti3 has claimed its solid-state batteries already reached 400Wh/kg under tests. “It could raise the range of electric vessels two or three times,” adds Helgesen.

Further, Pasero explains that solid-state batteries will have a significantly increased cycle life - potentially four or five times that of liquid electrolyte li-ion. This should push down the investment cost and bring it closer to a ship's own lifetime - no five or ten-year cell replacement to factor into the investment.

Importantly, these batteries should also pack far more punch: “There's a potential for 3,000W/kg output, so weight for weight a solid-state battery may provide six times the power of standard li-ion cells,” says Pasero.

Likewise, charging time is reduced: that's down to 16% of the standard li-ion. He adds: “We think an installation that would normally take hour could be fully charged in 10mins.

So it's quick.”

This, in turn, could broaden onboard battery applications: a higher, faster power draw could allow batteries to pick up a worthwhile segment - if not all - of the regenerated charge from onboard cranes, potentially dropping the expense of supercapacitors on the cranes and bringing the harvested energy back into the primary power distribution grid.

30 | FEBRUARY 2020

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Photo: Ilika

We're growing more familiar with marine battery installations - even though so far they've only made it onto a relatively narrow segment of vessel types, writes Stevie Knight

It could also support the auxiliary gensets which provide substantial, megawatt-scale reefer draw onboard containerships.

The interest is already there: Maersk is installing a (standard) 600kWh battery pack to underpin reefer and thruster demand alongside providing emergency power onboard a 4,500teu, 150-plug feeder vessel.

Solid-state batteries may allow even more ambitious configurations, although as Duffy explains, “you have to be careful that if your battery source has multiple uses including emergency power, you protect that emergency capacity from critical depletion”. So, while higher in energy density, solid-state battery installations will still require designers to do the sums.

It could also move the business case forward: as Helgesen admits, “it can be hard to justify the expense of the batteries if peak-shaving does not enable running fewer engines, or more optimal average engine loading”.

According to Brent Perry of SPBES, it's not the size of the battery that makes the most significant difference to commercial viability, “it's how often you use it”. He adds: “You really need to utilise your energy storage in as many ways as possible to generate payback.” Duffy goes on to say that even “incremental gains”, like regenerated energy from a frequently used crane, will contribute to overall efficiency.

8 Looking for the better battery

CHEMISTRY Interestingly, the chemistry is not very different to standard lithium: “What's different is the solid electrolyte,” says Pasero.

There are many candidates including polymer bases, but Ilika's pursuing a robust, lithium oxide ceramic mixed with a smattering of other metals.

Overall, the key advantage is that instead of swamping the battery in liquid, the anode, cathode and electrolyte are sandwiched together without a separating membrane - and the physical layers can be really very fine. Ilika's medical implant batteries are manufactured by a thin-film vacuum deposition process and are under 3mm in each dimension.

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

11/02/2020 08:17

SAFETY This solid electrolyte also avoids the hazards of conventional lithium liquids. Duffy outlines how these can go into thermal runaway, releasing heat as well as giving off toxic and-or flammable gases which can build up to explosive conditions if not mitigated.

By comparison, “solids dissipate the temperature better across the current collectors”, says Pasero. It also provides a barrier against dendrite growth - pin-like alkali metal crystalline structures that can pierce through liquid electrolyte and create a short circuit. That doesn't mean it avoids them entirely, some may still form along the grain boundary and disrupt the contact, although the other metals in Ilika's mix should mitigate growth.

Despite this, solid-state cells still have a thermal issue, but as its conductivity is dependent on warmth, the challenge is reversed: “In colder conditions, they might need some slight heating,” says Helgesen, though “the normal ambient room temperature onboard” should be enough.

LI-AIR Current li-ion batteries utilise reactive metals to embed electrons in their oxygen matrix. However, it's possible to remove the metal elements and store electrons in the air itself.

The theoretical specific energy of li-air batteries is 11kWh/ kg, which is comparable with diesel (13kWh/kg). However, taking the passive material in the cell into account, the indications so far are that lithium-air batteries could potentially reach about 10 times the capacity of current offerings: although Helgesen notes that these numbers are even more uncertain than for solid state chemistries, “at the top end it could compete with diesel engines especially as they don't suffer from the same losses as combustion fuels, so connected with electrical drives they could have a 90% overall efficiency”.

But, again, there are a few problems that stand in the way: “They are still vulnerable to moisture and CO2. You have to purify the air, so as yet, they're not commercially produced,” he adds.

ZINC ION Here, Helgesen points to an entirely different chemistry that sidesteps both cost and environmental issues: aqueous zincion batteries (ZIBs) are beginning to grab attention as people are evaluating their characteristics, including electrochemical stability, little-to-no chance of thermal runaway or fire risk, plus environmental friendliness, and they can also be manufactured from non-toxic materials.

The search for the best zinc pairing is still on, with cathode candidates from manganese to vanadium oxide, tests coming out anywhere between 100Wh/l and around 450Wh/l on a test bench.

Image: Seagul/Pixabay

While scaling up to larger sizes requires 3D printing, it's still possible to manufacture a standard pouch cell with dozens of layers. This could significantly decrease the footprint: according to Pasero “it may result in a total package that's a third to half of present installations”.

There are a few hurdles to overcome, as sticking these layers together isn't so easy as with a liquid, he explains: “The main technical issue is making sure the components - anode, cathode and electrolyte - are in good contact on an atomic level so that the ions can migrate across.”

It's a tiny, persistent problem that a number of companies are racing to solve: grain boundary defects are simply the result of non-aligned atoms “but they're the largest cause of resistance and if we don't fix this, the batteries will be sluggish”, says Pasero.

However, this doesn't compete with the 670Wh/L top of liion's range, and as Hegesen adds: “At least at present, ZIB's energy density is not really a step up”. So, what's the attraction?

He points out there is an increasing demand for high safety but low-cost energy storage devices: zinc is plentiful and cheap as chips. Further, Helgesen explains “it's really a tradeoff. You need the same amount of stored energy, but if you can reduce part of the safety system and replace that with more batteries, the required volumetric energy density at system level might be adequate for some vessels, and it's far cheaper to install.”

COMBINED However, while we wait for the magic bullet, a mix'n'match approach could give marine batteries the best of all possible worlds - and help to drop the overall price.

“We already know that there are different types of chemistry for different types of operation,” says Helgesen. For example, a battery for redundancy might need high power maybe for half an hour or so - but it won't be used very often so it can afford for the demand to be a few times its usual C-rate. On the other hand, a battery for more regular utilisation will need far more in the way of energy density and cycle life.

He adds: “Maybe a hybrid battery is the answer.”

Pasero explains: “You could have two types of cells, triggered by different messages from the Battery Management System.

It'd be less expensive than separate systems, you'd end up with lower costs and a more efficient installation.” And as it's something already being researched by the high-end car and racing industry, it may cross over to shipping.

MARKET Duffy admits “it's difficult to predict the extent that these laboratory research projects will contribute to onboard CAPEX reductions... particularly until these batteries are available at scale”. However, he believes these “will become cost-competitive with systems using confined raw materials like cobalt” despite recycling and recovery initiatives.

And, it has to be said, even after these developments trickle through, something that might take five or more years according to Luke Gear of DTechEx, the overall cost benefits for the marine segment still stand to be slightly muted.

Helgesen points out that the price of new chemistries goes down if it's pushed by the automotive sector “but then you need to make a marine system and the costs go up again”.

Gear adds: “Most maritime battery prices at the pack level are currently stabilised between US$500 and US$700 per kWh, depending on chemistry and project sizes,” something he expects to remain the case for the next couple of years.

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8 Graphene, at just a molecule thick, may add a completely different dimension to both present and future battery designs

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INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

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DESIGN FOR PERFORMANCE

THE FUTURE IS ELECTRIC â&#x20AC;&#x201C; LET US SAFEGUARD IT Ian C Evans, Principal Electrical Engineer, Harmonic Solutions Marine presents an overview of some of the solutions to poor power quality in the second of his articles on the subject The fundamental role played by electrical power quality (PQ) and EMC in the operational integrity and safety of all vessels, irrespective of type or class, was discussed in the first article (High Frequency Harmonics and Marine Power Quality) in the December issue of The Motorship. This will not decrease in importance as more electric and hybrid vessels come into service in the future.

The number of PQ and EMC problems on vessels was mentioned previously and raises questions about how shipowners can mitigate some of the existing and new technical challenges. Questions about whether marine power quality and EMC should be an SOLAS (Safety of Life at Sea) issue lie outside the scope of this article, as they would require a separate article.

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CONTINUOUS PQ MONITORING Some five years after the 2011 MAIB report (cruise vessel 11kV harmonic filter capacitor explosion) IACS implemented harmonic voltage (Uthd) monitoring for vessels with electric propulsion and harmonic filters (UR E24). Passive harmonic filters (LV or MV) can be problematic if not monitored or maintained correctly. There is some uncertainty as to whether vessels with active filters must comply with this rule.

Figure 1 illustrates a comprehensive system providing cycle by cycle monitoring of all aspects of power quality. However, IACS UR E24 only stipulates harmonic voltage distortion (Uthd) monitoring at the point of common coupling (PCC); the main switchboard(s). Uthd monitoring alone is meaningless.

The PCC only approach is not valid for vessels which also have significant non-linear loads downstream (e.g. retrofitted multiple VFDs on cruise vessels) or on vessels with no electrical propulsion but significant non-linear loads. The vessels subjected to Harmonic Solutions Marine PQ surveys over the last 8-9 years, where the voltage distortion was well above the 8% Uthd rule limit (i.e. 32%-106% above), mainly utilised 24 pulse synchronous and cycloconverter drives. The excessive voltage distortions (Uthd) were due to i) the harmonic currents drawn by the converters ii) the switching voltage harmonics of the power devices and iii) the line notching. The frequency spectrums extended to over 10kHz on some vessels.

At present, vessels with multi-pulse main propulsion drives are exempt from UR E24. This illustrates that IACS are (rightly) concerned with preventing capacitor explosions.

Harmonics are one aspect of marine PQ. There are many others which can affect operational integrity and safety.

Continuous PQ monitoring plays a crucial part and should be installed or all vessels, irrespective of the type of electric propulsion and/or on conventional vessels with a significant auxiliary drive loads with monitoring both at the PCC and at switchboard level where auxiliary drives are fed from.

Conventional PQ recorders can be utilised or the more sophisticated cycle by cycle devices measuring harmonic voltages/currents to 30kHz (500th harmonic), capturing every cycle and over 5500 PQ parameters. Cycle by cycle

recorders are also an important aid to detecting impending failures (Fig 2).

Whether employed on PCC or distributed PQ monitoring, both conventional and cycle by cycle PQ systems offer the option of remote monitoring. Shipowners, for example, can monitor their vessels from anywhere in the world by their own staff or via contracted PQ expert third parties who can assume the responsibility for PQ. PQ ISSUES ON EXISTING VESSELS EXCESSIVE BACKGROUND UTHD On vessels with electrical propulsion and/or a large percentage of electric drive loads, the problem is often not the Uthd (total harmonic voltage distortion) produced by the loads downstream but the excessive Uthd due to the main propulsion (or other large) drive loads connected to the power system. This causes serious problems for operation and reliability of sensitive loads downstream, not only on

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10/02/2020 14:05

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8 Figure 1: Typical application of PQGuard Excel recorder compliant with IACS (UR E24) at PCC

8 Figure 2: Impending diode failure on PWM thruster drive detected using cycle by cycle PQ monitoring

FEBRUARY 2020 | 33

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Sea Jap

DESIGN FOR PERFORMANCE commercial vessels but also on warships. However, as with EMI, it is not always possible, financially, physically or technically, to treat the main propulsion Uthd at source.

Other more affordable fixes therefore must be applied.

One non-invasive method of resolving the problem is to utilise 'sensorless' active filters in parallel with the respective transformer secondaries to harmonically isolate the source Uthd from the sensitive loads as shown (Fig 3). This example, a luxury yacht, experienced severe problems on 440V supplies when the 24 pulse propulsion drives were running.

The installation of two 200A sensorless active filters reduced the Uthd at 440V from 13.4% to around 2% as shown. This solution has been applied successfully, including to warships, cruise vessels and drilling rigs.

GENERAL HARMONIC APPLICATIONS In applications for conventional active filters (e.g. mitigate large numbers retrofitted VFDs) it is important to optimise the rating and cost of active filter. Therefore at least 3% AC line or DC bus reactance is required in each VFD drive. Without the additional reactance, the harmonic current drawn from the filter will increase significantly (compared to without the filter), adversely affecting performance and possibility overloading the filter. Unfortunately, active filter suppliers rarely inform customers of this important requirement.

High quality, series passive filters can offer excellent performance (<5% Ithd) for individual LV drives up to 2500kW (e.g. thrusters). However, less expensive than active filters, passive filters are not always suitable for multi-drive applications, mainly due to reactive power issues. Active front end AFE VFDs at light load have similar issues due to the capacitors in the L-C-L filter.

The decision as to whether passive or active filters are the better solution depends on the application where performance, cost, physical size/weight and maintainability are all are considerations. Detailed PQ measurements should be always carried beforehand.

COMMON MODE VOLTAGE Common mode voltage (and current) is a clear and present danger to marine and offshore sectors. It is an unwanted byproduct of AC PWM VFDs, inadequately covered in marine classification societies rules or practices. It is usually not meaningful measured during sea trials or during the retrofitting of VFDs yet the use of PWM VFDs as main propulsion drives is increasing, as are the serious problems due to common mode voltage and accompanying current (CMC).

There are two aspects of CMV; one is the disruptive effect of the voltage (at high frequencies) on susceptible equipment connected to the same ground (i.e. the hull). The example in Fig 4 shows a marine fire alarm and suppression system. The lefthand trend, shows no VFDs running, while the righthand trend shows VFDs running and resultant spurious fire alarms.

CMV can similarly affect control, navigation, computers, measurement and communication systems. We have also evidence of CMV effecting IGBT firing and VFD failure on PWM main propulsion drives.

The other effect of CMV effects both VFD fed motors and fixed speed motors. In the previous editorial (December 2019), I highlighted fixed speed 6.6kV EExd motors on LNG carriers being destroyed by common mode voltage/current.

An NDE insulated bearing is often recommended as the only solution by marine classification societies. These do not resolve the problem; they just move it to the DE and/or load bearing if a metal coupling. High frequency current microarcing in bearings in a hazardous area is highly dangerous.

Common mode voltage (between each phase and ground) can occurs if VFDs are not installed in strict compliance with

34 | FEBRUARY 2020

Motorship February 2020.indd 34

CMV can similarly affect control, navigation, computers, measurement and communication systems. We have also evidence of CMV effecting IGBT firing and VFD failure on PWM main propulsion drives

8 Figure 3: Sensorless active filters isolated the main propulsion Uthd (13.4%) from sensitive loads

EMC recommendations (i.e. special VFD cables, EMC glanding and grounding). MV (3.3kV to 11kV) VFDs, increasingly used for main propulsion drives were supposed to drastically reduce CMV. Vessels, including the LNG carriers subject to EExd motor bearing failures mentioned, the Royal Navy's Type 45 destroyers and vessels which all have multi-level VFDs suggest otherwise.

At present, often the only viable solution is to isolate the affected equipment from the CMV. More guidance must be provided in the rules regarding the avoidance of CMV, including decelerations by manufacturers, the correct testing by a competent body during sea trails, after retrofitting on VFDs, or as part of a PQ audit.

Output LV VFD filters and other options are available to reduce the conducted emissions but are not a substitute for correct installation of VFDs and motors. Active common mode filters are being developed but demand from shipowners and others is lacking. Many consultants and designers are not necessarily fully competent on marine PQ and EMC. CONCLUSIONS There are many challenges ahead into the future to ensure safety and success. Education, training and equipment are required for ship's staff to allow them to recognise and resolve PQ issues. Specialist marine PQ consultants and experts can assist shipowners and others in these matters.

The marine electric future demands no less.

8 Figure 4: Effect of common mode voltage due to VFDs on fire alarm and suppression system

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SHIP DESCRIPTIONS

2 2

SEMINAL OFFSHORE LOADER FOR NORTH SEA Future-proofing has been taken to a new level in Teekay's E-Shuttle Tanker concept, making its market debut in the South Korean-built Aurora Spirit, writes David Tinsley

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Motorship February 2020.indd 36

S 2 o f g a Credit: Teekay

As the largest player in the shuttle tanker market, Teekay Offshore has commissioned the first of a new generation encapsulating an innovative blend of technologies and methodologies to significantly raise environmental and economic performance in the challenging business of loading and transporting oil from offshore installations.

Embodying the E-Shuttle Tanker concept, the 129,800dwt Aurora Spirit was handed over on 20 January this year at the Okpo complex of Samsung Heavy Industries. Four such DP2class, Suezmax-size crude carriers incorporating dual-fuel electric power and propulsion were ordered from the Korean yard at a combined price of just over US$600m, and all are expected to enter North Sea service this year under the management of Teekay Shipping Norway.

The design breaks new ground on several fronts, not least in introducing recovered volatile organic compound (VOC) gas emissions into the fuel mix, and implementing battery hybrid technology, bringing energy storage into the large tanker domain for the first time. The raft of energy-saving, emissions-related initiatives are reckoned to have accounted for US$30m of the investment in each ship.

The E-Shuttle Tanker signifies a step-change rather than an evolution in the design of offshore loaders, and the company explained the rationale behind the project as follows: â&#x20AC;&#x153;When Teekay Offshore embarked on a fleet renewal programme back in 2016, we saw the importance of building vessels which will maintain their relevance throughout their 20-plus year lifespan. The technological advances seen today are progressing at a rate many times faster than what we have seen over the last 20 years. Therefore, to safeguard the substantial investments newbuild shuttle tankers represent, we decided to turn every stone in coming up with the most future-proof design available.â&#x20AC;?

Two of the four ships in the Suezmax series will operate under Teekay's master agreement with Norwegian energy group Equinor covering direct shipments from North Sea fields, and two will be engaged serving the company's North Sea contract of affreightment (COA) portfolio as a whole. Stateowned Equinor has very high expectations of its contractors, and has recently underlined its strategic intent to cut greenhouse gas emissions from its fields and plants in Norway by 40% come 2030, 70% by 2040, and to near-zero by 2050.

Wartsila co-operated with Teekay in the development of the new breed of shuttle tanker, and the Finnish group's technological influence is all-pervading in the power and propulsion elements, with the project team having set the bar high as regards ecological protection, economics and transportation service dependability.

Through the adoption of an engineering solution based on dual-fuel, medium-speed prime movers, LNG will be the ship's primary energy source, complemented by an innovative set-up whereby the VOC can be recovered and mixed with LNG for burning in the engines as secondary fuel.

VOC is vaporised crude oil, formed and emitted during loading and transport, and has a deleterious effect on the

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environment due to the high methane content. On the Norwegian continental shelf, operators of offshore oil fields face stringent regulations relating to VOC. Oilfield licence holders are responsible for ensuring that shuttle tankers in their employ use appropriate VOC control equipment. The arrangements adopted in Aurora Spirit are therefore apposite to the ship's intended role in the North Sea, and are the culmination of many years' work by Teekay in exploring options addressing this particular sphere of atmospheric pollution.

Compared to existing shuttle tankers, the E-Shuttle is claimed to offer an annual emission reduction potential of 42%, and achieve fuel savings of up to 22%. Burning a mixture of LNG and recovered VOC is expected to reduce NOx by around 85%, cut particulates by some 95%, and virtually eliminate SOx. The VOC recovery plant has been engineered to ensure compliance with the more stringent government requirements expected to be implemented in 2030. The system converts the heavier hydrocarbons into liquid VOC using several compression and cooling phases, and effects storage in a deck-mounted tank. The lighter hydrocarbons, referred to as surplus VOC, in which the main component is methane, are not liquefied or vented but burnt in a gas turbine to generate electricity for the shipboard grid during the cargo loading phase.

From a representative 850,000-barrel crude oil cargo taken aboard at a North Sea loading point, up to 100t of recovered VOC of the heavier hydrocarbons can be collected and used on a single voyage, equivalent to some 30-35% of the ship's fuel requirement on that run.

The wherewithal fundamental to shuttle tankers includes state-of-the-art bow loading systems and DP2-class dynamic positioning, allowing safe transfers of crude in harsh weather and in close proximity to offshore installations.

A key driver in determining the final concept and technical specification of the newbuilds was the high electrical power

8 The Aurora Spirit's total mechanical installed power is 14% lower than previous vessels with a traditional power distribution concept

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SHIP DESCRIPTIONS demand when position-keeping and taking on cargo, and the need to ensure the flexibility as well as capacity and redundancy to efficiently and safely cope with an operating profile entailing regular and wide load changes. This involves regular periods in DP mode, short transits to shore terminals, and frequent loading and discharge. Companion aims related to the availability of condensed VOC, and the possibility to use VOC as fuel.

The power distribution arrangements are based on Wartsila's proprietary Low Loss Hybrid (LLH) system, whereby the stored energy of batteries can be used to handle dynamic load variations, enabling the prime movers to be run at optimal efficiency and obviating the start-up of additional gensets to buffer changes in load. The hybrid solution simultaneously confers added overall system redundancy. Wartsila acted as the integrator for the battery installation, which is of the Corvus Orca Energy type, giving an aggregate storage capacity of 610kWh. Adoption of electric propulsion and the LLH system has enabled total mechanical installed power to be reduced by 14% from the circa 26MW that would otherwise be sought in a more 'standard' vessel. As well as the adoption of batteries for peak load shaving and increased system redundancy, LLH is said to afford a superior capability to minimise the impact of a failure when in DP mode. This translates into heightened resilience in the event of unexpected incidents that might otherwise have severe consequences in the harsh environments in which the vessels operate.

While a more standard electric distribution system could lose more than 50% of installed power and several thrusters as a result of a failure, the hybrid system is designed to limit the loss to 25% of total power and a single thruster.

Dependent on their DP capabilities, shuttle tankers stand to benefit from a hybrid power system to a greater extent than most other cargo-carrying vessel types. While the DP system of a 'conventional' shuttle tanker typically consumes 60% of thruster power, this is expected to be brought down to only about 40% in the new ships, further improving fuel efficiency while ensuring exacting manoeuvring performance.

In a review of the E-Shuttle project, DNV GL calculated that total annual energy consumption could decrease from 110GWh to 75GWh compared to 'traditional' shuttle tankers.

The four gensets are based on Wartsila medium-speed, dual-fuel engines of the 340mm-bore 34DF series, comprising two 12-cylinder vee-form models and two ninecylinder, in-line units. Derived from the thoroughly-proven Wartsila 32 diesel engine platform, the 34DF was introduced in 2008 as the successor to Wartsila's first dual-fuel engine, the 32DF. In its latest iteration, the 34DF produces a maximum 500kW per cylinder at 750rpm. Waste heat recovery (WHR) technology from Alfa Laval Aalborg contributes to overall system efficiency.

Operating in gas mode, the engines ensure IMO Tier III compliance without any secondary exhaust gas purification equipment, curb SOx, reduce CO2 and attain virtually smokeless operation. The Wartsila LNGPac outfit supplied to the new ship includes an IMO Type C tank of 2,000m3 capacity.

The two reduction gearboxes and pair of controllable pitch propellers are from the Brunvoll Volda range. To meet the exacting manoeuvring requirements of the ship's operating profile and DP2 categorisation, a suite of powerful thrusters has been supplied by Brunvoll, comprising three model AR100 retractable azimuthing units and a single FU115 tunnel thruster.

The scope of W채rtsil채's delivery has included an Eniram vessel performance management system, providing a data collection platform to assist in the optimisation of vessel operations, with automatic data analysis for decision-making support, reporting and real-time adjustments.

38 | FEBRUARY 2020

Motorship February 2020.indd 38

Aurora Spirit features a machinery seawater cooling system delivered by Hydroniq Coolers, the former Sperre Coolers. The Norwegian firm's Rack cooling solution is integrated in the hull below the main engine room. As well as obviating use of invariably cramped machinery room space, the hull-integrated design means lower energy consumption by the seawater pumps. The system is intended to reduce overhaul time and facilitate maintenance by the crew.

Hydroniq Rack cooling has also been nominated for two Aframax-size shuttle tankers on Samsung's books for Teekay, besides all ships in the Aurora Spirit series.

The Aframax, DP2 newbuilds will be allocated to the North Sea fleet engaged in contract of affreightment work. The 103,500dwt offshore loaders have been specified with LNG dual-fuel electric propulsion and will apply key design tenets of the E-Shuttle programme.

Last year, Teekay awarded Samsung a contract for a further Suezmax shuttle tanker, costing US$130m. The vessel will deployed in Canadian waters, joining the three existing Heritage Class carriers bringing crude from fields off Newfoundland and Labrador.

8 New entrant to the North Sea offshore loader fleet, Aurora Spirit is a potential game-changer

PRINCIPAL PARTICULARS - Aurora Spirit Length overalll 276.7m Length bp 265.0m Breadth 46.0m Depth 23.4m Draught 15.4m Gross tonnage 85,329t Deadweight 129,800t Cargo capacity c.870,000bbls/137,500m3 Ballast capacity 62,144m3 Propulsion system Dual-fuel electric Main generators 2 x W채rtsil채 12V34DF + 2 x 9L34DF Total mechanical power c.21,000kW 610kWh Battery capacity Class DNV GL Class notations 1A Tanker for oil, BIS, BMON, Bow loading, Battery(Safety), BWM(E<s>, T), CCO, Clean(Design), COAT-SPC(B, C), COMF(C-3, V-3), CSA(FLS2), CSR, DYNPOS(AUTR), E0, ECA(SOx-A), ESP, ESV(DP[HIL-IS]), F(A, M, C), Gas fuelled, HELDK(S, H, CAA-N), HMON(A1, B, C, G4, O, W), LCS, NAUT(AW), Recyclable, RP(2, 50%), SPM, TMON(oil lubricated), VCS(2, 3, B) Stavanger/Norway Registry/flag

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COMING UP

IN THE NEXT TWO ISSUES MARCH News Review, Leader Briefing, Ship Description, Design for Performance Regional Focus - Asia Pacific, Turbochargers, Condition Based Monitoring, LNG & Alternative Fuels, 50 Years Ago APRIL News Review, Leader Briefing, Ship Description, Design for Performance Regional Focus - Scandinavia, Thrusters & Propulsion, Fuels & Lubes, Battery/Hybrid, 50 Years Ago Editorial content is welcomed and will be published at the Editorâ&#x20AC;&#x2122;s discretion

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__Motorship Nov 2019_MS

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NOVEMBER 2019

Vol. 100 Issue 1175

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FEBRUARY 2020 | 41

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50 YEARS AGO

MOTORSHIP

THE

A HISTORIC SELLER'S MARKET Shipping, and maybe to a lesser extent shipbuilding, are industries characterised by a cyclical 'boom and bust' pattern. The Motorship, February 1970, reported a situation that today's industry, hit by overcapacity and high costs, would envy.

“For the first time in more than 15 years it is a seller's market,” read the leading article. “No longer need shipbuilders construct at cost or at a loss.” The writer continued by stating that Scottish and German yards, which had both been experiencing difficult trading conditions, should benefit by being able to offer early deliveries at a good price. But as always there was a caution - the UK government's loan guarantee scheme was nearing its limit, so the yards may not be able to fully benefit from the turn-around in trade.

In the engines market, a review of the previous decade reflected on the fact that the low speed super-large bore engine was well established, and future growth prospects were centred around high power medium speed propulsion. 1969 had seen the introduction of several engines of 800 bhp/cylinder or more, with other builders poised to follow suit.

However, one feature of Sulzer's RND low-speed engine which was mentioned almost in passing, was its ability to operate in dual-fuel mode - using HFO and/ or methane obtained through LNG boil-off. Although we would have to wait many more years after the initial demonstration for this concept to be realised, it proves, yet again, that little is new in our industry.

Nuclear propulsion was among future options under consideration: a serious nuclear container ship/tanker study was conducted in the UK by Vickers MAN, Pielstick and the Swedish UDAB group had all introduced medium speed engines approaching 1,000 bhp/cylinder output, with Pielstick picking up some useful ferry orders. Similar units were anticipated from Akasaka, Fiat, B&W, Sulzer and Mirrlees Blackstone, so the future of the high power four-stroke looked secure.

Straying off the norm, a joint venture formed by Doxford and Hawthorne Leslie was said to be developing an opposed piston crosshead engine, which, rotating at 300 rpm would surely count among the medium speed units of the time, and capable of developing 2,500 bhp/cylinder. Gas turbines were still regarded as a future option - less so nuclear propulsion, although serious research projects were being undertaken, including a nuclear container ship/ tanker study by Vickers in the UK. The main ship report was devoted to the

42 | FEBRUARY 2020

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1 1

INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edstrom editor@mercatormedia.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tilsley, Tom Todd, Stevie Knight 8 The versatile product tanker Laurelwood

Laurelwood, a 25,000 dwt product tanker, built by Doxford in Sunderland and chartered to Mobil. Its most notable feature was the ability to discharge eight different cargoes simultaneously. Introduced to meet growing demand for bulk transport of a wide range of petrochemical and solvent products, it was equipped with 19 main cargo tanks and four smaller tanks. Four of the tanks were equipped with heating coils to maintain a constant 135 degrees F temperature, and all were coated with a special epoxy paint developed by International Paints and approved by Lloyd's Register to permit the adoption of reduced scantlings. The various pumps were all steam-driven, powered from an Aalborg boiler, supplemented by engine waste heat. Main propulsion was, naturally, a Doxford engine, model 67J6 rated at 12,000 bhp MCR running on HFO and giving a service speed of 15.25 knots. Three Allen diesel gensets provided auxiliary power. The dimensions of 169.5m length, 24.76m beam and 9.75m draught were chosen to allow access to almost any port requiring loading or discharge of liquid chemical cargoes.

Finally, a special survey looked at machinery automation, which, although the jury was still out as to what the actual impact would be on operating costs, and what other advantages were offered, was considered to be the most significant advance in marine engineering of the previous 10 years.

Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192 Brand manager: Toni-Rhiannon Sibley tsibley @mercatormedia.com Marketing marketing@mercatormedia.com EXECUTIVE Chief Executive: Andrew Webster awebster@mercatormedia.com TMS magazine is published monthly

by Mercator Media Limited Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK t +44 1329 825335 f +44 1329 550192 info@mercatormedia.com www.mercatormedia.com

C • • • • •

Subscriptions Subscriptions@motorship.com or subscribe online at www.motorship.com Also, sign up to the weekly TMS E-Newsletter 1 year’s magazine subscription £GBP178.50 UK & EURO Post area £GBP178.50 Rest of the World © Mercator Media Limited 2020. ISSN 0027-2000 (print) ISSN 2633-4488 (online). Established 1920. The Motorship is a trade mark of Mercator Media Ltd. All rights reserved. No part of this magazine can be reproduced without the written consent of Mercator Media Ltd. Registered in England Company Number 2427909. Registered office: Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK. Printed in the UK by Holbrooks Printers Ltd, Portsmouth, PO3 5HX. Distributed by Mail Options Ltd, Unit 41, Waterside Trading Centre, Trumpers Way, London W7 2QD, UK.

A s

T

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8 The Swedish-designed UDAB medium speed engine, producing 6,000bhp in Vee-6 format

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

11/02/2020 08:17

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Congress topics include: • The EU’s new climate plan ‘The Green Deal’ • Onshore power supply – financial and technical challenges • Ports getting ahead for new fuels – methane, ammonia, hydrogen • The latest in port equipment • Collaborative community projects • Achieving climate and sustainability goals through cross-industry partnerships and Cruise topics include: collaboration • Sustainable transport and logistics in • The multiple impacts of Cruise the hinterland connections of the port • Latest green terminal projects – short sea shipping, road, rail • Sustainable cruise projects • Biodiversity protection and • Sustainable cruise initiative enhancement in Europe • The latest on LNG advancements port-side cruise

Abstracts should be no more than 250 words and should be sent, with a biography of the speaker, headshot photo and logo, to congress@greenport.com The deadline to submit your paper will be 28 February 2020 visit: greenport.com/congress contact: +44 1329 825335 or email: congress@greenport.com

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