The Motorship January/February 2024

JANUARY/FEBRUARY 2024

Vol. 105 Issue 1219

Fuel flexibility:

Wärtsilä Marine’s Wideskog

EU fires CCS gun: Ambitious 2040 targets

MAN LOFT:

Miscibility first

Ammonia reformer: First on board test

ALSO IN THIS ISSUE: ABS’ view on CCS | EU SRR update | Subsea security | Alt fuel design

By pairing our technical knowledge with the latest digital technologies, ABS leads the maritime industry in providing customers with innovative, tailored sustainability solutions that deliver results.

Learn more today

www.eagle.org/sustainability

CONTENTS

JANUARY/FEBRUARY 2024

6 NEWS

34

18 F irst 4-stroke lube miscibility test

The world’s first miscibility test for two different lubricating oils for use on a 4-stroke engine was recently successfully concluded.

34 Ammonia cracker project

The $18.2m GAMMA project will see a 62,000dwt Ultramax bulker retrofitted with new technologies, including an ammonia cracker, a biomethanol reformer and a PEM fuel cell.

38 F irst on board ammonia cracker validated

In November 2023, H2SITE validated a first ammonia cracker to produce high-purity hydrogen for onboard power generation using a 30kW PEM fuel cell on board the Bertha B offshore supply vessel.

44 REGULARS 6 Leader Briefing

Mikael Wideskog, Director for Sustainable Fuels & Decarbonisation, Wärtsilä Marine, shares his thoughts on how shipowners and operators can build flexibility into their fuelling strategies.

42 Design for Performance

Elomatic and VSY will work together to help to develop a new generation of icebreakers,

44 Ship Description

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

Social Media Linkedin Facebook Twitter YouTube

A new breed of PCTC introduced to the transatlantic trade has been designed to marry high productivity and two-way utilisation with a much-reduced carbon footprint, writes David Tinsley.

Propulsion & Future Fuels Conference will 19 November 2020 in Hamburg, Germany. ropulsionconference.com Weekly E-News Sign up for FREE at: www.motorship.com/enews

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

7

FEATURES

17 D oubling down on carbon

The European Commission has published ambitious plans to develop a regional carbon capture market capable of transporting up to 280 million tonnes of carbon dioxide per year by 2040.

12 E U SRR review looms

The results of the European Commission’s review of its Ship Recycling Regulations are expected to be published in Q2 2024.

What it says and what changes may materialise remain to be seen.

20 C arbon-based value chains

Demand for carbon capture is set to grow and with it demand for the ships to carry it for storage or new applications, writes Tao Shen, Manager, ABS Global Sustainability Center - Shanghai.

28 C CS is part of the decarb journey

Maritime CCS is poised to play a crucial role in curbing shipping’s CO2 emissions, Sigurd Jenssen, Director, Wärtsilä Exhaust Treatment explains.

30 F uel choices are design choices Logistics and tonnage needs will influence design choices for both newbuildings and retrofits, Paul Gunton hears.

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

Stay Stayinintouch touchat atpropulsionconference.com propulsionconference.com

JANUARY/FEBRUARY 2024 | 3

NEWS REVIEW

VIEWPOINT NICK EDSTROM | Editor

BELGIAN MAKER LANDS METHANOL ENGINE DEAL

nedstrom@motorship.com

Carbon capture takes centre stage Welcome to the first issue of The Motorship in 2024. The good news is that there has been no shortage of technological developments in the international shipping market for us to share with you.

Regrettably, the news of these developments is being overshadowed by current political and military developments, which are directly affecting our readers’ vessels and, more importantly, crew members.

Let us hope that men and women of good will can find a way to resolve these issues speedily and sustainably, so that our attentions can return to the vital business of facilitating free trade.

One of my biggest regrets during my time editing The Motorship has been the regularity with which I have been drawn away from discussing important technological advances and sidetracked into discussing regulatory developments. Unfortunately, this issue will be no different.

On 6 February, the European Commission announced ambitious plans to develop a sizeable carbon capture market within the Single Market by 2030, and extended the planned extent of the carbon capture market by 2040. The EU explained how it plans to lower emissions by 90% by 2040 and reaching climate neutrality by 2050, in a Communication on Industrial Carbon Management.

The annual volumes of carbon dioxide that would need to be captured and sequestered (or reused) are eye-wateringly large. The Commission has proposed that 50 million tonnes of CO2 per year will need to be stored geologically by 2030, and has put forward higher targets of 280 million tonnes in 2040 and around 450 mtpa by 2050 in a recent modelling document.

As with merchant hydrogen, there are a number of obstacles to the development of a regional market for the product, ranging from inadequate pipeline transportation capacity through to the need for regional end-user markets to emerge. The Commission itself recognises the need to develop a CO2 transport regulatory package in order to optimise the market and cost structure, and to provide investment incentives for new infrastructure.

That said, the ambition that perhaps 93 mtpa of the captured CO2 will be used (rather than sequestered underground) by 2040 is likely to support the development of low cost regional LCO2 distribution networks.

From the maritime perspective, it is likely that the regulations will create demand for a sizeable fleet of medium-size specialist LCO2 carriers by the mid-2030s, particularly if ship owners and operators can demonstrate a sustainable path to lower operational costs (which currently favour pipelines).

However, the implications of the establishment of a Europe-wide CCS/CCUS scheme extend beyond direct vessel, transport infrastructure and logistics requirements.

The EU package envisages allocating a significant proportion of the captured CO2 for utilisation in the production of e-fuels for the maritime market. The Motorship has previously considered the potential for combining onboard CCS with methanol-fuelled engines as a means of lowering the emissions footprint of methanol-fuelled vessels.

While this is a technically feasible potential solution to the challenge of improving the emissions profile of methanol-fuelled engines, it will create challenges around “double counting”. Existing regulations will need to be updated to take into account the advances in technological solutions.

4 | JANUARY/FEBRUARY 2024

Belgian manufacturer ABC Engines has raised its game in the methanol-capable fourstroke market by winning the contract to power one of the largest cableships ever ordered.

The deal secured from construction and dredging group Jan De Nul encompasses the full shipset of five engines that will drive the 30,600kW primary genset installation in the company’s 215m newbuild cable-layer. The nascent Fleeming Jenkin, booked from China Merchants Heavy Industry(CMHI) Haimen and due to be delivered in 2026, will provide an unmatched cablecarrying capacity of 28,000t for assignments in the interconnector and offshore renewable energy sectors.

The entire medium-speed engine outfit will enable firing on methanol(ideally ‘green’ methanol), bio diesel or hydrotreated vegetable oil (HVO), as well as diesel, and will incorporate SCR and diesel particulate filter(DPF) technologies.

By adopting sustainable fuels in combination with ultra lowemission vesse (ULEv) technology, the next-generation cable-layer will ensure a significant reduction in emissions across-the-board, irrespective of operating mode, and spanning CO2, SOx, hydrocarbon s(HC), particulate matter(PM) and NOx. Running on ‘green’ methanol, for instance, will

n Jan De Nul Group ordered the extra-large cable-laying vessel at the CMHI Haimen shipyard in September 2023

also achieve compliance with the most exacting PM standard under Euro Stage V regulations, and nitrogen emission criteria under the Euro 6 edict.

The machinery package comprises four 12-cylinder models of the DV36MeOH design, plus an eight-cylinder unit of the latest DZDMeOH series released last year. With the vee-12 engines individually rated at 7,200kW, and the 8DZDMeOH producing 1,800kW, the power concentration of the shipset amounts to 30,600kW. The dynamic-positioning vessel will have four azimuthing propulsion units, a triple set of bow tunnel thrusters and two retractable thrusters. The ship’s main machinery will be supplemented by a 2.5MWhrated battery system.

The vessel’s scale, deadweight and power caters to market developments, whereby offshore wind farms are being constructed further offshore and in deeper waters, and electrical interconnectivity between countries and regions is assuming growing importance for both economic and energy security reasons. These factors shape a need for the capability to transport and handle longer, stronger and heavier cables.

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

NEWS REVIEW

CSET ORDERS MeOH-FUELLED TANKER SERIES COSCO Shipping Energy Transportation (CSET) placed an order for a series of six methanolfuelled tanker vessels with COSCO Shipping Heavy Industry on 29 December.

The order encompasses three 114,200 dwt methanol-fuelled Aframax crude oil tankers, two 64,900 dwt Panamax tankers and a 49,900 dwt MR tanker vessel.

The Aframax tankers will be constructed at COSCO Shipping’s Yangzhou shipyard, with the first vessel slated for delivery before the end of 2026. The two remaining vessels in the series will be constructed in tandem and will be delivered before the

end of September and November 2027, respectively. The Panamax tankers and the MR crude oil tanker will be constructed at COSCO Shipping Heavy Industry’s facility in Dalian. The tankers will be delivered before the end of October and December 2026, respectively. The MR tanker is expected to be delivered before the end of November 2026.

The Motorship notes that COSCO played an instrumental role in introducing LNG-fuelled propulsion into the VLCC segment of the tanker market, while COSCO Shipping Energy Transportation (CSET) has experience of operating dual-fuel tankers.

Babcock LGE has been awarded the contract to supply the cargo handling system and the fuel supply system for a series of six Very Large Ammonia Carriers (VLAC) on order at an unnamed shipyard in China. The contract relates to an order for a VLAC series for an Asian shipowner.

Babcock LGE added that the company has also been awarded a contract to supply the cargo handling system and fuel supply system for a pair of mid-size LPG carriers at a Chinese shipyard.

The LPG newbuildings are being built on behalf of a European owner. The new vessels will be delivered during 2026 and 2027.

The first orders for VLACs to feature Babcock LGE’s ammonia cargo handling and fuel gas supply system were placed in 2023.

The latest awards follow a successful 2023 for Babcock’s

Cargo handling and FSS contract for VLAC series

LGE business after winning more than 40 and delivering more than 50 projects. The business secured this record number of new contracts for the design and supply of cargo handling and fuel gas supply systems for marine transportation of LNG,

LPG, ethane, ammonia and CO2, all using in-house developed and patented or patent-pending technology.

Neale Campbell, Managing Director of Babcock’s LGE business, said: “We’re committed to providing environmental

Alfa Laval NH3 tie-up

J-ENG inks NH3 order

DOC for Norse project

Alfa Laval announced in December that it would provide two ammonia fuel supply systems to WinGD for its Engine Research and Innovation Centre in Winterthur, Switzerland. Alfa Laval will deliver the FSS for the injector test system and FSS for the engine test bench in early 2024. The project is in the framework of WinGD’s and Alfa Laval's earlier agreement for cooperation on methanol and ammonia, signed in 2022.

‘‘

n COSCO Shipping Energy

Transportation (CSET) was among the first ship operators to operate a dual-fuel VLCC.

n CThe first orders for VLACs to

feature Babcock LGE’s ammonia cargo handling and fuel gas supply system were placed in 2023

Japan Engine Corporation (J-ENG) will provide a dual-fuel two-stroke ammonia engine for an ammonia-fuelled medium-sized gas carrier. A series of contracts relating to the construction of the 40,000 cbm ammonia carrier were signed in December 2023 by J-ENG, Nihon Shipyard Co., Ltd. and NYK. The vessel, which will be completed by November 2026, is expected to be the first NH3-fuelled medium sized ammonia carrier to be delivered.

Ports must be able to check the background of all vessels and show bodies such as OFAC that they have the technology to screen ships for suspected sanctions evasion

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

Captura, a US-based carbon removal company, has partnered with Equinor to build a 1,000-ton/year CO2 capture pilot system at Equinor’s processing facility in Kårstø, in Norway. The pilot will use Captura’s Direct Ocean Capture (DOC) technology to capture CO2 from seawater.

Once captured, the CO2 will be liquefied and purified. The liquefied CO2 will then be used to commission the Northern Lights CO2 facilities.

and economic solutions for our customers’ assets and investing in pioneering technology for the future.

“These latest contract wins further build on the existing developments, especially in ammonia shipping, for Babcock’s LGE business and mark an important milestone in our technological approach to fully support the industry’s transition to net zero.” Babcock’s LGE business provides cargo handling and fuel gas supply systems for the liquefied gas markets.

BRIEFS QE orders for WinGD

WinGD is expecting to secure the majority of dualfuel engine orders for LNG carriers QatarEnergy’s latest newbuilding round. Based on initial specifications confirmed for early orders in the second round, WinGD’s X-DF2.0 engines are already the preferred choice to be installed on most vessels. WinGD was often specified in the initial phase, when shipowners chartering to QatarEnergy ordered 25 vessels powered by X-DF engines.

JANUARY/FEBRUARY 2024 | 5

LEADER BRIEFING

FUTURE-PROOFING VESSELS THROUGH FUEL FLEXIBILITY Mikael Wideskog, Director for Sustainable Fuels & Decarbonisation - Wärtsilä Marine, shares his thoughts on how shipowners and operators can hedge their bets on future fuels by building flexibility into their fuelling strategies Decarbonisation is a pressing challenge for the maritime industry, spurred by ambitious targets set by the International Maritime Organization (IMO). For those of us in the sector, the bold aims from global regulators have become all too familiar – 40% carbon emissions reductions against 2008 baselines by 2030, and net zero by or around 2050 Pressure will further mount with the extension of the EU Emissions Trading System (ETS) in 2024, followed

by FuelEU Maritime from 2025, which will push fuels to become less greenhouse gas (GHG) intensive.

Vessels are already tracking against tighter emissions standards, thanks to the introduction of the Carbon Intensity Indicator (CII) and Energy Efficiency Existing Ship Index (EEXI), together prompting operators to look at more fuel-efficient ways of operating. But the longer-term existential question remains: how do we ensure vessels are fit for the future?

For the majority, uncertainty around which future fuelling solution(s) are going to be most viable for their vessels is leading to inaction and delay. This watch-and-wait approach will make achieving interim IMO GHG emissions targets hard to achieve. So how do we move the dial forward?

Future-proofing the global fleet Wärtsilä’s approach to decarbonisation is to explore future fuel opportunities as well as methods to improve efficiency through digitalisation – while also offering solutions that immediately increase fuel flexibility and efficiency. The reasoning behind this approach is simple - given the current lack of clarity around which technologies and fuels will become dominant, investing in fuel flexibility is the most financially viable way to avoid the risk of stranded assets.

To understand why fuel-flexible vessels offer such a compelling option for achieving 2030+ GHG targets, it is important to look first at the current fuelling landscape.

Rightly, industry needs to be able to access fuelling solutions that offer the highest possible efficiency with the lowest operational costs and emissions output. As it stands today, there is no single method for achieving net-zero – there is not a zero-carbon fuelling solution suitable for all vessel classes and available globally in significant enough quantities.

Alternative fuels and transition fuels all offer options for significantly reducing emissions - notably LNG, biofuels, methanol and ammonia – and it is uplifting to see the orderbook for vessels adopting these fuels increasing. However, upscaling of infrastructure and supply for these cleaner fuels are needed for widespread adoption to become feasible, and that’s before costparity with traditional fuels are brought into the equation.

Investing in ‘fuel-flexible’

6 | JANUARY/FEBRUARY 2024

engines and fuel tanks that can operate on more than one fuel, however, offers an option for hedging against fastchanging legislation, global disruptions, and costs. It reduces the risk of potentially ‘backing the wrong horse’.

Providing practical solutions In 2023, Wärtsilä announced the introduction of a range of methanol and ammonia-ready engines – the current front runners as clean alternatives.

No energy converter is more flexible than the internal combustion engine. With a limited exchange of components, today’s marine engines can burn any of the clean fuels expected to become available over the coming years.

Storage, handling and fuel supply can be more complicated given the properties of new fuels, but the challenges are manageable, especially if vessels are built with future conversions in mind.

Utilising ‘green’ methanol, for example – a fuel produced using renewable energy and carbon capture - means both the production and propulsion stages are completely carbon neutral. It can also be stored using existing onboard infrastructure meant for conventional fuels, with conversion to methanol also being relatively straightforward and unobtrusive for a newbuild.

Moving the dial forward With dual-fuel capability, these engines can run on diesel fuels as well as low-carbon or no-carbon future fuels. This adjustment gives ship owners the resilience needed to adapt to evolving market dynamics and regulatory frameworks.

Crucially, dual-fuel options enable vessels to switch from one fuel, such as conventional diesel, to LNG or ammonia without any interruption in power, and with fuel conversion technology also increasing the benefits further.

The key point here is that given the modularity of modern engines, as long as ship owners consider storage requirements, they can already be planning to use new fuels on vessels being built today.

Although vessels currently on order that are alternative fuel capable are increasing as an overall percentage – 45% of newbuildings by gross tonnage in 2023, according to Clarkson’s latest Green Technology Tracker – they are a minority in proportion to the overall fleet size. These vessels, however, have the best chance of being competitive in the decades to come over their whole lifecycle.

Vessels on order today that lack fuel flexibility may find themselves uncompetitive against their more resilient counterparts in 10 to 15 years. That sounds like a pretty safe bet.

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

REGULATION

EU DOUBLES DOWN ON CARBON CAPTURE STRATEGY The announcement was made as part of the EU’s Industrial Carbon Management Strategy, which was launched alongside wider plans to establish a 90 percent net zero reduction target by 2040. The latter plan introduces an intermediate target between the bloc’s 55 percent reduction target by 2040 and the net zero target by 2050.

The strategy envisages expanding CO2 capture targets from 50 million tonnes per year (mtpa) to 280 mtpa by 2040 to 450 mtpa by 2050.

The strategy encompasses three main approaches: • Capture of CO2 for storage (CCS): where CO2 emissions of fossil, biogenic or atmospheric origin are captured for permanent and safe geological storage (sequestration); • Capture of CO2 for utilisation (CCU): where captured CO2 is used to substitute fossil-based carbon in synthetic products, chemicals or fuels (such as conversion into e-methanol); • Removal of CO2 from the atmosphere: where biogenic or atmospheric CO2 is captured by technological means and put into permanent storage.

The Motorship has focused its editorial coverage on CCS, such as the Norwegian-led Northern Lights offshore sequestration project, and the technical possibilities of CCU, owing to its relevance to the production of e-fuels, in recent years.

The strategy envisages that CO2 should become a tradable commodity for storage or use within the EU's single market by 2040, with the creation of economically viable regional value chains by 2040.

Further, the strategy proposes that up to a third of the captured CO2 (over 90mtpa) will be used for utilisation purposes within the EU by 2040, rising to around 200mtpa by 2050.

This in turn will require the development of a CO2 transportation network, including new and repurposed natural gas pipelines, as well as specialist ships, and gas transportation by road or rail.

The European Commission's Joint Research Centre (JRC) has produced very high-level estimates of the cost of developing CO2 transport infrastructure, estimating that the length of CO2 pipeline required could reach 7,300 km by 2030 (at a cost of EUR12.2 billion), rising to around 19,000 km and EUR16 billion in 2040.

The estimates do not distinguish between the costs of installing and operating offshore pipelines and a network of liquefied CO2 carriers. The Motorship notes that recent advances in liquefied CO2 storage technology, as well as the possibility of lowering transportation costs per tonne of CO2 by deploying larger-capacity LCO2 carriers, may well improve total cost of ownership (TCO) comparisons against subsea CO2 pipelines, until CO2 sequestration volumes ramp up.

The sequestration plans will require the development of a fleet of medium-sized LCO2 carriers to transport captured CO2 away from the Mediterranean and the Baltic towards the

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

Credit: Equinor

The European Commission published ambitious plans to develop a regional carbon capture market capable of transporting up to 280 million tonnes of carbon dioxide per year by 2040 on 6 February

North Sea, where the EU envisages utilising offshore subsea storage located in EU member state and Norwegian waters.

However, the European Commission’s plans openly recognise that issues surrounding market and cost structure, investment incentives for new infrastructure, tariff regulation for transport assets and ownership models remain to be resolved. The Commission plans to begin preparatory work on a future CO2 transport regulatory package in order to provide more certainty for investors.

There remain a number of regulatory obstacles to overcome before carbon capture can be introduced successfully, both in terms of consistency with existing EU rules, such as the ETS scheme, as well as the EU taxonomy, as well as with future interactions with the electricity, gas and hydrogen sectors.

International ship owners and vessel operators who are monitoring the European CO2 market may well be keen to minimise the divergence between the different regulatory systems being introduced or consulted upon in different jurisdictions.

n The Northern

Lights facility under construction at Øygarden in Norway

Motorship view The announcement that carbon capture will play a role in Europe’s decarbonisation journey is likely to provide welcome clarity for suppliers and participants in Europe’s energy supply chains.

It also provides useful certainty that conventional fuel sources are likely to continue to play an important part in supplying fuels for Europe’s energy security until the late 2040s.

It is worth noting that the market economics of using captured CO2 for industrial processes as a substitute for methanol produced via natural gas is unlikely to be supportive without a realistic approach towards the cost competitiveness of such technologies.

JANUARY/FEBRUARY 2024 | 7

REGULATION

AN ILL WIND: EU PUSHES WIND POWER ACTION PLAN AHEAD On 24 October, the European Commission published its European Wind Power Action Plan, which calls for breathing new life into the use of wind for power generation in the 27 nation bloc as the recent past has included serious challenges

n NSEC meeting Consequently, the output of new installations has fallen well behind what earlier stated targets for the future would need and the Commission has presented an action plan to accelerate matters.

However, as there is considerable interest in the use of wind power in other parts of the world as well, which raises questions like would there be enough installation capacity to meet the ambitious targets that have been presented.

The Commission said that the union’s target of at least 42.5% of renewables by 2030 would require the installed capacity to grow from 204 GW in 2022 - of which 92% was onshore - to more than 500 GW in 2030. “Globally, annual wind capacity additions should reach at least 329 GW per year until 2030 to achieve net-zero emissions by 2050, more than quadrupling today’s deployment levels (75 GW), it stated.

Meeting the union’s 2030 target would require that 37 GW of new capacity be built each year, but the future for 2022 was less than half of that, a mere 16 GW. There are several reasons for this. Supply chain problems have hurt the wind industry as well as have higher interest rates, which have contributed to the fact that all major wind turbine manufacturers reported losses for 2022.

“This situation calls for immediate action. The EU cannot double the pace of wind energy deployment without a healthy, sustainable and competitive wind supply chain. And the wind industry cannot be healthy without a clear and

8 | JANUARY/FEBRUARY 2024

secure pipeline of projects, attracting the necessary financing and competing on a level playing field globally,” the Commission said.

Its action plan consists of six pillars that require concerted action by the European Commission, member states and the industry. The first one of these calls for the acceleration of deployment through increased predictability and faster permitting of projects. The second pillar focuses on improved auction design followed by access to finance as the third pillar and creating a fair and competitive international environment as the fourth one. Ensuring that that the required skills and industry engagement plus member state commitments form the two final pillars of the plan.

Various challenges for developers Rebecca Williams, head of Global Wind Energy Council (GWEC) in Brussels, said in its 2023 report on the state of the industry that the industry was dealing with acute growing pains. “Challenges such as inflation, increased capital cost and the supply chain crunch have been brought into sharp relief in markets that have prioritised race-to-the-bottom pricing schemes."

“Meanwhile, offshore wind projects have been delayed or indefinitely stalled by inadequate and inefficient permitting and licensing rules. These factors have created uncertainty and have forced developers to review the viability of their

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

REGULATION projects, in some cases even to stop developing,” she pointed out. However, she also pointed out that 380GW of offshore wind power is scheduled to be built between now and 2030 world wide. This compares with just 67GW of installed capacity at the moment.

The offshore wind industry relies on Wind Turbine Installation Vessels (WTIVs) to build the new infrastructure.

When it comes to the question whether there will be enough WTIV capacity in Europe to meet the EU’s ambitious building plans, it is not just the number of vessels that matters, but also their capacity. GWEC notes that there is a trend towards ever larger turbines: in China, which is the biggest market for wind power in the world, the average turbine size is now 7.4MW for new installations. However, this is expected to rise to 10MW in the short term.

GWEC says that run Europe - which also includes e.g. the UK that is a major market for offshore wind developers adequate WTIV numbers should be available in the short term, as installations are unlikely to reach 10MW before 2026.

Up till then, European owners could release jack up and heavy lift vessel capacity to Asia.

The organisation forecasts that turbines of 12MW capacity and with hub heights in excess of 150 m will be widely used in the near future in Europe. This means that WTIV operators should both upgrade their existing vessels and contract newbuildings to meet the demand for ever larger installations.

“However, based on our latest market growth projection, we foresee a likely shortage in Europe towards the end of this decade, unless investment in new WTIVs is made before 2026/2027 – assuming a lead time of three years for delivering a new WTIV, “ GWEC stated.

Strong market, but WTIV owners experience headwinds as well The market outlook for wind turbine installation vessels is positive, but some concerns have risen to the horizon due to rising costs, said Bonheur ASA, the listed parent company of Fred. Olsen group that operates wind farm installation vessels. At the end of August, the company had EUR 512 million in order backlog in the installation business, compared to EUR 473 million a years earlier. However, Bonheur also noted that some projects had already been cancelled due to rising costs and some auctions had failed to trigger any bids as subsidy levels from governments had not encouraged developers to put in bids.

However, concerns about the future health of the industry in Europe and at the same time for the wind power action plan are not just hypothetical. On 13 November, Cadeler, the Danish offshore wind farm installation vessel owner that merged with Eneti of Italy earlier this year, said that the Aflandshage wind farm project in Denmark had been cancelled. It was to comprise 26 turbines of 11MW each and had been scheduled to start in 2026. As Cadeler has

alternative work for the capacity that were to employed on the project and as Siemens - Gamesa that contracted the installation would pay Cadeler a termination fee, there would be no financial setback for the company.

It is not just new capacity that matters for the EU’s action plan targets. Wind turbines have an expected life span of at least 20 to 25 years and Wind Europe, ceiling organisation of the wind power sector, forecasts that some 13 MW of capacity will be decommissioned between now and 2030 in Europe.

This obviously has implications for the EU’s targets to double the wind power capacity in the region by the start of the new decade. However, turbines can be repowered yet at this point, only 9 MW of capacity has been earmarked for such an upgrade, delates at Wind Europe’s annual seminar on the end of life of installations were told.

n ECB key interest rates

n EU wind action plan pillars

n EU inflation

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

JANUARY/FEBRUARY 2024 | 9

REGULATION

SUBSEA INFRA OUTAGES RAISE SAFETY ISSUES TO MAINSTREAM Safety and security of undersea infrastructure - installations such as oil and gas pipelines, telecom cables and power cables from offshore wind farms - has become major news in light of events such as the damaging of the Nord Stream 2 and Balticconnector gas pipelines.

A senior naval officer said that seabed warfare should be included in the mix of new domains The challenges on the security side in particular vary: while many energy related installations manly lie in littoral waters, fibre optic cables that are used by the telecoms industries frequently connect continents and thousands of miles of them are located on the seabed far out at sea.

In the spring of 2023, Image Soft, which is based in Finland, which was affected by the Balticconnector pipeline case, launched the latest version of its Underwater Surveillance (UNWAS) product, which adds artificial intelligence and new algorithms, said Managing Director Matti Suuronen. “Our company Image Soft has developed undersea surveillance systems since 1990. At the beginning of the millennium, digital data transfer was included in them. It was then that UNWAS was launched as a product for undersea surveillance,” he told The Motorship.

The company has also developed a training simulator, which allows people to be trained on the basics of underwater surveillance, on how to use the system, tactics and the handling of vessels. Recent events have triggered considerable interest in the product, Suuronen said.

“There is not very much information available in the public domain about the underwater surveillance (of infrastructure) by various European countries. However, it is my understanding that underwater infrastructure has not been monitored very extensively,” he said. There are differences in the equipment that various countries use - some rely on fixed, passive or active installations, whereas some other countries have either passive or active mobile equipment.

Surveillance should be extensive and continuous Suuronen said that the surveillance of the underwater infrastructure should be extensive and continuous. “In addition, a warning should be received when a threat is approaching at an earliest opportunity and it should contain information about the nature of the threat and its location,” he continued. If there is a high risk for being caught, the threshold to damage underwater infrastructure will rise,” he pointed out.

The UNWAS system of Image Soft will detect divers, submarines and surface ships at an early stage, which will allow the countermeasures to be launched early. As the system is passive - it does not send any signals - which means that an intruder cannot be aware of where surveillance is being conducted. The data the system gathers and stores can be used as evidence. It shows the location of a vessel that is suspected for unlawful activity, how its engines have been run, possible sounds made by its anchors, if divers or drones have been launched from the ship, underwater communication and e.g. the use of active echo sounder and its pulses.

“While I am not exactly certain what the practise (regarding underwater surveillance) is in different countries, usually this is conducted by the naval forces and coast guards. In some cases private companies have been in touch with us regarding underwater surveillance,’ Suuronen said.

10 | JANUARY/FEBRUARY 2024

While oil and gas pipelines and power cables from offshore wind farms mainly run relatively short distances on the seabed, the picture is very different when int comes to fibre optic cables.

More than 97% of the traffic on the Internet uses these cables at some point, said the European Union Agency for Cybersecurity (ENISA).

“There is a lack of information about the resilience, redundancy and capacity of subsea cables and further analysis is needed. The European Commission recently launched a dedicated study for this,” the organisation says on its website.

n RFA Proteus

A new area that is not fully understood Admiral Sir Ben Key, head of the Royal Navy in the UK, agrees with the view that these matters pose new challenges. He said in a webcast interview in October: “So, I think we are exploring a whole area which we don’t fully understand at the mom ent in terms of the solutions space, because when we first put together the United Nations Convention for Law of the Sea (UNCLOS), for instance, it was very much focused on what happens on the surface of the sea.”

The picture is complicated further by the fact that data cables lie for an overwhelming majority in international waters, or as Sir Ben put it: ”in territory that is owned by everybody.”

The UK defence ministry has recently commissioned a vessel called Proteus that is “specifically designed and purchased to use modern and innovative technologies to better understand what is going on on the seabed, and then to give us a range of choices as to how we respond to that.”

“When I look at how Norway has developed some of its sort of both state and commercial intersections to better

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REGULATION understand what’s going on in its huge energy pipelines that are just off its coastline, a JEF member now sharing its thoughts with us, these sorts of exchanges are a really important part of developing the kind of economic security that is what is the new - you know, in many ways it’a the new economic dimension,” he pointed out. JEF - Joint Expeditionary Force - is a UK led group that includes the Scandinavian and Baltic countries and the Netherlands.

“Because when you consider some of the challenges we face, you’re going to be taken into the grey zone because the power of the Western nations acting as a collective in a traditional security sense is still really quite impressive. It’s a strong deterrent effect,” Sir Ben said, concluding: “I would add seabed warfare now very much in the mix of the new domains”.

Offshore wind farms and the infrastructure that links them to the shore has expanded rapidly in recent years and is anticipated to continue to do so in the future as well. This has raised the safety and security of these installations to the spotlight. As a result, Christian Bruger professor of Political Science at the University of Copenhagen and Timothy Edmunds, Professor of International Security at the University of Bristol, published a report called “Maritime Security and the Wind. Threats and Risks to renewable energy infrastructures offshore” in October of this year.

They note that comparable to other maritime activities, the legal regime governing offshore wind farms is complex.

“While these laws and how they differ across countries and regions require treatment in their own right, a series of common international principles are important to introduce since they set the parameters for understanding threats and solutions,” they write.

Avoid multi user conflicts, introduce surveillance by several parties UNCLOS has laid the basis for the legal foundations for wind energy installations since 1994. “Wind farms in territorial waters (up to 12 nautical miles from the coastline) are fully within the jurisdiction of coastal states. For those based in EEZs (up to 200 nautical miles from the coastline), or on the Extended Continental Shelf that states can declare under certain conditions, special provisions apply,” the two write.

They point out that within the territorial waters of a country wind farms are governed in different national sector-specific policies.

Under UNCLOS, coastal states are not allowed to close their territorial waters to foreign flag vessels. Instead, they must ensure freedom of navigation and marine safety.

“However, states have full jurisdiction over marine installations, including underwater cables and pipelines.

Within the EEZ and Extended Continental Shelf, the legal provisions are more complicated. In the EEZ, coastal states have all rights to economic resources, including wind, and obligations to protect the marine environment, for instance, from pollution,”the two authors write.

They point out that under UNCLOS, third party states have the right to lay infrastructure on the ocean floor without needing the permission of the coastal state. “UNCLOS is silent with regards to wind farm installations outside Exclusive Economic Zones, an issue that has become a frequent object of legal debate,” Burger and Edmunds note.

Ocean management that would aim at avoiding multi user conflicts in a space would be needed. This should be based on up to date charts that also show the location of undersea infrastructure, so that accidental damage could be avoided.

Surveillance in various forms would be “at the key resilience measure” and include remote controlled systems such as CCTV and drones, plus input from maritime safety and fishing

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protection organisations. AIS monitoring is an important element of the work that should have an aim to create maritime domain awareness.

Quick and concentrated action The authors also note that surveillance conducted by the military and coast guards would be needed and that cooperation between the industry that owns and operates undersea infrastructure on one hand and the state under whose jurisdiction the installations fall, would be crucial.

NATO should carry out hot pursuit of anyone causing intentional damage to undersea infrastructure, said Jukka Savolainen, COI Director, Vulnerabilities and Resilience, at the European Centre of Excellence for Countering Hybrid Threats.

Once damage to an installation would be detected, it should be reported to a NATO command centre that would send ships and aircraft and target satellites to monitor the location of the damage. A vessel suspected to have caused the damage would be requested to stop and boarded by NATO forces to e.g. inspect the anchor and its windlass as quickly as possible, he said in an interview with a Finnish daily.

Quite obviously, these matters are high on the agenda at various governments as naval forces around the world are investing significant sums in unmanned underwater technologies. However, there is not much information in the public domain about the capabilities that these will have, although mine countermeasures and protection of undersea infrastructure are often mentioned as ones.

Another example of the growing importance of the safety and security of the undersea infrastructure in the eyes of governments and naval commanders are the various exercises also focus on this - and not just in Europe. In the autumn, the UK, US and Australia conducted naval exercises to protect undersea installations under the AUKUS cooperation that was unveiled in the spring, the British defence ministry said on 13 November in a statement.

n Admiral

Sir Ben Key

n Jukka Savolainen

JANUARY/FEBRUARY 2024 | 11

REGULATION

WILL EU SHIP RECYCLING REVIEW MEAN CHANGES?

November this year saw the tenth anniversary of the adoption of the EU Ship Recycling Regulations (EUSRR) launched as a response to the poor uptake of the IMO’s Hong Kong Convention adopted in 2009 but not then entered into force. Under EUSRR provisions, end of life EU-flagged ships above 500gt have been required to be recycled in one of the facilities approved by the EU. In addition, there has been a mandatory requirement since December 2020 for an Inventory of Hazardous Materials for all existing EU flagged ships and non-EU ships calling at an EU port or anchorage.

With the main requirements having been in place for five years, the EU implemented a review of the regulation and its effectiveness earlier in 2023. A public consultation period ended in June with 16 documents and comments having been submitted.

Shortly after the consultation closed, the IMO announced that with ratification by Bangladesh and Liberia, the capacity requirements for the Hong Kong Convention had finally been met and that the convention would enter into full effect on 26 June 2025. At the end of November, Pakistan also ratified the convention meaning all three of the world’s largest recycling nations were on board. India had ratified in November 2019 as the first of the big three.

Between them these three countries where ships are broken on beaches account for over 90% of all ships recycled annually. Turkey and China account for another 5% or so.

Turkey ratified the convention in January 2019, but China has yet to grasp the nettle. Thus far only 23 states have ratified with most being shipowning rather than ship breaking states.

Less than half of the 27 EU member states have ratified with Belgium, Croatia, Denmark, Estonia, France, Germany, Luxembourg, Malta, Netherlands, Portugal and Spain being those that have added their signatures along with Norway and Serbia. Japan is another signatory and by beneficial ownership but not flag, the only country in the top five to have done so.

The main requirements of the Hong Kong Convention are for ships to carry an Inventory of Hazardous Material as in the EU regulations and for recycling facilities to be approved subject to national law. In 2012 the IMO published guidelines for safe and environmentally sound ship recycling as MEPC.210(63). Under the Hong Kong convention (article 6 and regulations 9 and 17 to 25 of the annex to the Convention) the requirements for Ship Recycling Facilities require the 2012 guidelines to be taken into account but do not prevent nation states from imposing stricter requirements.

With few national laws in place – the EU SRR is the major exception, and it includes additional safety and environmental requirements – the various Statements of Compliance (SoC) issued by class societies such as ClassNK and LR have been issued based on facilities meeting the IMO Guidelines and/

12 | JANUARY/FEBRUARY 2024

Credit: IMO

The results of the European Commission’s review of its Ship Recycling Regulations are expected to be published in Q2 2024. What it says and what changes may materialise remain to be seen. More to the point, the coming into effect of the Hong Kong Convention and an apparent change of heart by the EU in a review of its Waste Shipment regulation could see EU-flagged ships being broken quite legally in Asian yards

or the requirements of the EU SRR. However, although almost 60 Asian facilities have been issued with SoCs by class societies, none have yet been approved for inclusion on the EU list.

EU looks again at SRR When the review of the EU SRR was announced by the EC in early 2023 the reasons for it were said to be: • assessing how well the Regulation has been applied and its impact to date, • assessing how well it contributes to the general policy objectives of the European Green Deal and the circular economy action plan, • to identify shortcomings with its implementation and enforcement.

The EC also said that depending on the findings of the evaluation, it might then launch a revision process.

As well as the main review of the regulation, the EU also published the 12th edition of its list of recycling facilities in early December 2023. The shorter list of 45 yards included renewals of the Turkish yards on the list and also International Shipbreaking but did not include any yards in India, Bangladesh or Pakistan. In the event, no other new yards were added.

Although the Hong Kong Convention is now expected to come into effect next year, there is no sign that the EU plans to sunset the EU SRR regulations. Speaking at a panel discussion during September’s European Shipping Summit,

n The Hong Kong

International Convention for the Safe and Environmentally Sound Recycling of Ships will enter effect on 26 June 2025

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REGULATION Christelle Rousseau, of the Directorate-General for Environment in the European Commission highlighted that unlike the EU SRR, the HKC lacks an oversight mechanism allowing enforcement should the provisions of the Convention not be met. She went on to say that EU sees the two sets of rules as complementary instruments, but the EU will need to review the SRR as well as to understand how the two interact with the Basel Convention.

Responses to EU SRR Consultation When the public consultation period on the effectiveness of the EU SRR closed, just 16 responses had been submitted, ranging from the Danish Ministry of Environment, a Europewide trade union, and two environmentalist NGOs. There were two submission from shipping bodies, IACS and the North German Maritime Cluster, and three from ship recyclers including one from Turkey. The remaining six were from European shipowners’ associations and A P Moller-Maersk as the sole individual shipowner.

Many of the responses welcomed the EU SRR as being an attempt to accelerate the coming into force of the Hong Kong Convention. There was much focus on the disparities and conflict between the regulation and the Basel Ban under the Waste Shipment Regulation for EU-flagged ships or end of life ships sold for scrapping to a non-EU flag. The WSR notably prohibited the export of hazardous waste from OECD and EU countries to non-EU and non-OECD countries effectively ruling out Asian yards for recycling of EU-flagged or owned ships.

EU opens door with planned changes to WSR However, on 16 November, an agreement was reached between the European Council and the EU Parliament that could theoretically change that situation. The export of waste as a resource could soon become permissible under the EU WSR. An agreement on waste shipments would help the industry to meet increasing demand for ship recycling in the future, particularly if it removes obstacles to the export of waste.

Rakesh Bhargava, Chief Executive of Singapore-based ship recycling specialist Sea Sentinels said, “The latest EU agreement would represent a significant legal shift as it would open the way for many yards in non-OECD countries, which have applied for inclusion on the EU list and have been banging on the door for a very long time, to finally gain compliance with the EU SRR”.

Up to 32 recycling yards in non-OECD countries - including 27 in India and one in Bahrain - have applied for EU approval, of which some have been subjected to preliminary audits for compliance with the EUSRR, along with eight yards in Turkey and one in the US.

While these non-OECD yards have upgraded their facilities to meet EU standards, their applications have been stymied by the Basel Ban that has effectively barred the way for their inclusion on the EU list, which currently comprises 48 approved yards.

Bhargava believes the pending Brussels directive, which apparently would only apply to EU-flagged ships trading in non-EU waters when the decision to recycle is made, would be a “game-changer” for the shipbreaking industry, by levelling the competitive playing field as EUSRR-compliant yards in both OECD and non-OECD countries would be subject to the same regulations.

n The latest update to the list of EU SRR compliant facilities did not include any yards located outside the OECD

Asian yards and the capacity argument A P Moller-Maersk in its submission highlighted the fact that yards located within the EU are not audited and said this “does not heighten the standards at those yards. On the contrary, as the aim of the regulation is – as mentioned – to prevent, reduce and eliminate adverse effects on human health and the environment caused by ship recycling, yards located within the EU should not simply receive automatically generated approvals”.

The submission went on to say that “this has led to a situation where a theoretical capacity list is updated every year, without any concrete hold in actual reality on the ground. A number of the yards included do not recycle vessels nor have the ambitions to do so”. That view was conceivably borne out by the deletion of two of the European yards on the approved list when the 12th version was published because they did not participate in recycling.

The question of capacity of yards on the EU-approved list

A role for innovation?

One of the ship recycling responders was a startup operation Leviathan based in Cuxhaven which is experimenting with emission-free cold cutting technology for recycling vessels.

The new engine version was trialled onIts comments suggested it did not believe that new technologies for recycling were sufficiently covered within the scope of the regulations. Leviathan was at the

time recycling its first vessel using its new technology and had not yet been included on the EU’s approved list. Since the consultation it has signed a lease contract with the north German city, Stralsund, to open Germany’s first dedicated ship recycling facility.

Leviathan’s point of view was echoed

by NGO Shipbreaking Platform which said in its submission “The elaboration of a

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Best Available Technologies (BAT) or Best Available Techniques Reference (BREF) document for the ship recycling sector would give visibility to best practice and encourage a move towards new, more sustainable and effective ways of conceptualising ship recycling. It would also be an opportunity to strengthen the requirements for related downstream sectors to enhance circularity and material recovery”.

JANUARY/FEBRUARY 2024 | 13

REGULATION

n The replacement

of blast furnace route steelmaking with electric arc furnace (EAF) steelmaking at European steelmills, such as SSAB and Tata Steel's Port Talbot plant (pictured) will lead to an increase in demand for metallics in Europe

was at the centre of many of the responses. All of the shipowner and shipowners’ associations listed this as a major stumbling block. BIMCO noted in a recent report that more non-EU yards need to be included on the list to meet the requirement for large-scale recycling of large ocean-going ships as the existing approved yards do not have sufficient capacity, given many are focused on niche recycling or offshore decommissioning.

Some NGOs raised dissenting voices, citing low capacity utilisation levels at several of the European facilities are operating under-capacity, and noting that they have the sufficient capacity to recycle all EU/EFTA flagged vessels.

Still room for dispute Even after the recent developments of the Hong Kong Convention coming into effect and a rethink of the EU WSR, there is likely to be a wide gulf between the shipping industry and environmentalist NGOs. To expect all the South Asian breakers to discontinue breaking ships on beaches is probably asking too much. Building the facilities needed to prevent the type of pollution that does occur under this method would likely mean that the price they can pay to owners of end of life ships would reduce significantly.

That would remove their competitive advantage over other breakers and impact the other local industries that have come to rely on a ready supply of recyclable steel along with a lucrative second income stream from supplying ship spares. In turn that would increase costs for owners of older

ships that make use of refurbished parts to keep their ships in operational condition.

If there remains scope for considerable disagreement and potential legal challenges for EU-flagged ships obviously at or very near the end of life, the same cannot be said of the ships sold on at an earlier stage in their working lives or even those which have never flown an EU-flag. The practice of flagging out even brand new vessels is perfectly legal and has been going on for around a century or more and will still continue. Furthermore, beneficial ownership of the world fleet has moved away from Europe to Asia especially for new vessels. While many of these newbuilding will be operating for European companies a very large percentage will be doing so under bareboat or leasing arrangements with only commercial operation being run by European concerns.

Evidence of this is shown by Greece’s relegation to second place after China in the beneficial ownership stakes (by GT) earlier this year. That Greece still holds first place when speaking in deadweight terms is due to its fascination for bulkers and tankers.

Looking towards the future, the EU’s latest move on the WSR would seem to open up the possibility of Asian yards beginning to feature on the EU’s approved recycling facilities list. That must be a positive development for owners of EUflag ships, but the potential will only materialise if the governments of India, Bangladesh and Pakistan take the initiative in ensuring that some yards at least do meet the requirements of the EU SRR. n The International Shipbreaking Ltd (ISL) yard in Brownsville, Texas was the only yard on the EU's approved list to have a throughput capacity of over 100,000 LDT, illustrating the recycling capacity restrictions at EU yards

14 | JANUARY/FEBRUARY 2024

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BIOFUELS

CHARTING A PATH TO LOWER GHG EMISSIONS SHIPPING Helena Jureckova, Global Fuels Product Line Advisor, Energy Products, Product Solutions, ExxonMobil The International Maritime Organization’s (IMO) aim to reduce greenhouse gas (GHG) emissions from international shipping1 will require the development of new technologies and the introduction of lower GHG emission fuels. As a major marine fuel supplier, ExxonMobil supports the IMO with a plan to be part of the solution. To this end, ExxonMobil is working to develop GHG emission-reducing technologies and products, all underpinned by our continued investment in R&D. A future of energy alternatives ExxonMobil is already investigating several potentially viable alternatives to conventional fuel formulations including biofuels, “drop-in” alternatives that can be used in existing engines without the need for extensive modifications.

ExxonMobil signed agreements with both Hapag-Lloyd and Wallenius Wilhelmsen to supply B30 bio marine fuel oil in the Amsterdam-Rotterdam-Antwerp (ARA) region in 2023.

These agreements followed successful bio-bunkers in Singapore in 2022 and 2023.

The marine biofuel that ExxonMobil is delivering in ARA is a 0.50% sulphur residual-based fuel (VLSFO) processed with waste-based fatty acid methyl esters (FAME). The resulting blend meets ISO 8217:20172 with the exception of the FAME content, which complies with EN 14214.3 The FAME components are made from certified sustainable material and therefore are not in competition with land for food production.4 The marine biofuel therefore offers vessel operators a workable solution when looking to reduce GHG emissions from their operations.5 Methanol, ammonia and hydrogen also have the potential to reduce the carbon footprint of shipping.

However, one of their challenges is their lower energy content. Ships designed for these fuels would either require additional storage to accommodate fuel-containment and gas-supply systems or more frequent bunkering.

Regulatory policy ExxonMobil advocates for a low carbon fuel standard (LCFS) to provide a predictable long-term pathway of reductions in carbon intensity (CI) of the fuel pool in shipping. To enable this, policy should include the following attributes: • Set declining annual targets for the Well-to-Wake CI of the consumed marine fuels (expressed in gCO2 equivalent/MJ) • Be technology neutral to encourage multiple pathways and innovation • Provide flexibility to manage investments in fleets and the growth of lower GHG emission emerging technologies and energy

16 | JANUARY/FEBRUARY 2024

• Support lower-carbon intensity fuels, as the life cycle assessment approach helps to provide an effective tool for comparing alternative fuels • An alternate compliance mechanism in the form of a payment to provide revenues to an IMO global fund to support lower GHG emissions initiatives in the shipping sector Collaboration for success Shipping plays an indispensable role in the global economy and the industry is projected to further grow, making lower GHG emission fuels essential in this sector. Part of the answer will likely be industry-wide engagement and collaboration.

As part of its participation in policy discussions, ExxonMobil is currently active in industry committees, as well as trade associations and standards committees, and encourages policies and standards that support the production of fuels with lower life-cycle greenhouse emissions.

Footnotes https://www.imo.org/en/MediaCentre/HotTopics/Pages/ Cutting-GHG-emissions.aspx 2 ISO 8217:2017(en), Petroleum products — Fuels (class F) — Specifications of marine fuels. The finished blend does not meet the ISO spec for FAME content.

3 EN 14214, Liquid petroleum products — Fatty acid methyl esters (FAME) for use in diesel engines and heating applications — Requirements and test methods.

4 FAME supplied is certified as meeting the sustainability requirements of the RED II by independent verification from schemes such as ISCC EU, or other schemes as recognised by local regulation.

5 Benefit compared with conventional petroleum-based VLSFO, calculated on an energy basis. Well-to-Wake CO2 emissions reduction calculated using Directive 2009/30/EC of the European Parliament and of the Council Annex IV C. 1 and MEPC 66/21 Annex 5 1

• Exxon Mobil Corporation has numerous affiliates, many with names that include ExxonMobil, Exxon, Esso and Mobil. For convenience and simplicity in this article, those terms and terms like corporation, company, our, we and its are sometimes used as abbreviated references to specific affiliates or affiliate groups. Abbreviated references describing global or regional operational organizations and global or regional business lines are also sometimes used for convenience and simplicity.

Nothing contained herein is intended to override the corporate separateness of affiliated companies.

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BIOFUELS

REIMAGINED STEAM ENGINE TO CLEAN STEAM ON BIO-ETHANOL Cornish company Bio Engine Technology has designed a high-pressure Rankine cycle engine for road and marine use that will run solely on bioethanol Director of Bio Engine Technology Philip Hosken says Richard Trevithick, the Cornish inventor of the cylindrical, high-pressure steam generator, would not recognise the latest version of his engine, the Herbl™ engine that Hosken has developed with Dr Ian Weslake-Hill.

Trevithick built the world’s first steam railway locomotive in 1804. He then adapted his high-pressure engine to propel a barge fitted with paddle wheels.

With funding from the European Regional Development Fund and computational support from Riventa Limited, Bio Engine Technology has modernised the concept. They have digitally investigated many forms of the steam engine and designed an efficient layout with modern materials, solenoid valves and a computerised engine control system.

“The Herbl™ engine is based on an effective design from 200 years ago that was side-lined by the oil companies. Now, the latest technology allows us to produce high-pressure gas when we burn Herbl™ fuel internationally available to drive the engine’s two pistons,” says Hosken. “The fully insulated white box will look nothing like the old, hot, snorting traction engines.”

The simple two-cylinder Rankine cycle engine has only five moving parts and is virtually silent. High-pressure gas is created from a liquid tube gas generator whenever there is a demand for power. The double action of the two pistons in the engine produces as many power strokes as a V8 internal combustion four-stroke engine.

The gas expands as it moves the piston in the first, highpressure cylinder, so it requires a larger cylinder to accommodate it for a similar operation in the low-pressure cylinder. On being exhausted from the low-pressure cylinder the residual gas is drawn by vacuum into a condenser in which it returns to a liquid state to be pumped into the gas generator and recommence the power cycle again. No water vapour escapes, and the Herbl™ bioethanol fuel does not enter the rotating parts of engine.

The engine’s performance is very different from that of the internal combustion engine. Its greatest torque is produced as the crankshaft starts to turn from stationary, so its rotational speed does not have to exceed 1,000 rpm, nor does it require a gearbox, reverse is achieved by changing the gas flow direction. To simulate its performance, an engine has been designed with 6,911 foot-pounds of torque on an output shaft at zero revolutions, equal to 9,400Nm. It started a fully loaded 29-seater bus on a 1:10 gradient and accelerated it to 70 mph without changing gear.

Hosken notes the reciprocating version of the engine is being adopted for road use, but for more economical power over long distances, such as ocean-going vessels, a turbine could be considered in place of cylinders.

The engine can be built to any size and power making it suitable for buses, most types of marine craft, cars, vans, heavy commercial, agricultural and construction vehicles. “It is a safe, convenient alternative to the familiar internal combustion engine,” says Hosken. “It does not use any fossil-

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n Philip Hosken based fuel, it is not electric, it does not require expensive batteries made from the Earth’s finite resources, nor is it a hybrid or propelled by hydrogen.”

The combustion is carbon-neutral with bioethanol, and no smoke or particulates are produced: CH3CH2OH + 302 → 2CO2 (neutral) + 3H2O. He points to the large volumes of bioethanol produced around the world, particularly in the US and Brazil. “Natural fuels have played crucial roles in the development of the automotive industry. In the 1860s, Nikolaus Otto used ethanol as the fuel to drive his internal combustion engine, and almost 50 years later, Henry Ford designed his legendary Model T to operate on ethanol.”

Hosken also notes that organic material grown in North America for bioethanol production is not edible. “Where edible crops are used to produce bioethanol, only 5-10% of a plant is edible, the remaining stems and leaves go to waste.”

Bioethanol production is not linked to deforestation either, he says.

“Whatever fuels ships will require in quantity in the future, new industries must be created to supply them. I believe all the alternatives being considered at present have subtle links to fossil fuels, that is why they are being offered, and the rewards for the oil companies are tremendous. Biofuel technology is completely different. It is understood throughout the world, and many of the production facilities are already in place, they could be easily and cheaply extended.”

The company is looking for partners to develop the engine.

JANUARY/FEBRUARY 2024 | 17

FOUR-STROKE ENGINES

MAN ES COMPLETES FIRST 4-STROKE MISCIBILITY TEST Dr Holger Gehring, Senior Manager at PrimeServ Academy in Augsburg, shared details of the first 4-stroke lubricating oil miscibility test, which was recently concluded The world’s first miscibility test for two different lubricating oils for use on a 4-stroke engine was recently successfully concluded, Dr Holger Gehring exclusively told The Motorship on 8 February.

The Lube Oil Field Test (LOFT) was conducted upon a MAN 48/60 engine installed on a vessel operating worldwide, using two different lubricating oils supplied by Castrol.

The miscibility test, which was conducted using two different Castrol lubricating oils, was the first to demonstrate that lubricating oils from different API Classification groups (Group I and Group II in this case) can be used together successfully. The new oil formulation from Castrol will have the flexibility to be blended from either Gp I or Gp II base oils using the identical additive package.

A number of other field tests are underway with lubricating oil supplied by other lube oil suppliers, Gehring noted. He added that some suppliers were seeking to conduct the field tests for the Gp I and Gp II oils on separate vessels concurrently, before conducting the miscibility test on the first engine in order to shorten the duration of the LOFT test cycle by up to 10 months.

After the successful conclusion of the test of the Gp I based formulation, the oil sump was topped up with the Gp II-based formulation. One inspection was paid after 1,000 running hours operating on mixed oil, and a second inspection was made after 2,000 running hours.

The field test will conclude with a final test of the Gp II lube oil for 4,500 running hours, with a further three inspections.

Including the preceding 2,000 running hour miscibility test, the Gp II lube oil was subjected to tests over 6,500 running hours.

Miscibility test The field test was conducted after lab-based analysis of the base oil and the finished lube oil were concluded at MAN PrimeServ’s in-house chemical laboratory, PrimeServLab. During the field test, the first Gp I lube oil was tested for 6,000 running hours, during which period MAN engineers made three inspections.

The two lube oils were subsequently tested together for 2,000 running hours, during which period engineers paid three inspections. As the second Gp II lube oil was progressively added during the test, the test also demonstrated the miscibility of the lubes across the full range of blending ratios.

Outcome of test The result of the test was good engine cleanliness and no compatibility issues were reported. The oil performed fully even after mixing the two formulations.

“We have for the first time proved that it's possible to mix lubricants with the same additive package based on two different base oil groups group one and group two,” Dr Gehring concluded, adding that “this opens the door for all providers to blend lubricants with a broader base of base oils.”

Importantly, this will ensure future availability of marine lubricants for our engines, even if there is a further transition from Gp I to Gp II lubricants.

n Boroscope

inspection of cylinder head

Altering Lube Oil World Dr Gehring discussed structural changes in the world of lubricant oil production during the interview. Alterations in base oil production at refineries in response to structural shifts in the automobile and light passenger vehicle segments were likely to lead to changes in the base oils being offered to the maritime market. There is a risk that the availability of Gp I base oils may become highly constrained in some regional markets.

Dr Gehring added that alterations were also occurring in the additive market, where some additive suppliers were seeking to alter or withdraw

18 | JANUARY/FEBRUARY 2024

additives from the market in response to the introduction of new technologies, as well as the impact of regional legislative requirements, such as the EU’s REACH regulations.

As a result, lubricant producers are seeking the flexibility to market lubricant oils under the same brand name with different base oil formulations in different regions. From MAN ES’s perspective, Dr Gehring noted that the performance of each oil, as well as their potential miscibility (if oils from different Groups are marketed under the same brand name in different regions) must be validated.

Alternative fuel implications In addition to upstream changes to base oil supply, Dr Gehring noted that the introduction of dual-fuel engine technology into the four-stroke market was also leading to a significant increase in demand for performance tests.

The steady increase in the number of vessels operating on distillate oil or LNG was leading to an increase in demand for low BN lubricating oils. Meanwhile, the introduction of alternative fuels, such as methanol, into the four-stroke fuel mix, would also require intensive testing to ensure that performance could be validated.

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CARBON CAPTURE AND STORAGE

LCO2 CARRIERS WILL JOIN THE LINKS IN THE VALUE CHAIN Demand for carbon capture is set to grow and with it demand for the ships to carry it for storage or new applications, writes Tao Shen, Manager, ABS Global Sustainability Center - Shanghai Carbon capture, transport and storage will be essential for achieving the decarbonization of the world economy in line with the greenhouse gas (GHG) emission reduction targets of the Paris Agreement. Sequestration of CO2 captured from onshore power stations, petrochemical and other industrial plants and manufacturing processes forms the principal demand driver for the transport of liquefied CO2 (LCO2) by ship.

As per the latest report from Global CCS Institute, the capacity of all carbon capture and storage (CCS) facilities under development has grown to 361 million tonnes per annum– growth of 48% since the 2022 report. Total capacity of the CCS project pipeline has grown at a compound rate of more than 35% per annum since 2017 and the annual increase of 48% in 2023 is the largest since upward momentum began in 2018.

The number of CCS facilities in the development pipeline is also at an all-time high. As of July 2023, there are 392 projects representing a 102% year-on-year increase. Since the Institute's 2022 report, 11 new facilities commenced operations and 15 new projects started construction. Some 198 new facilities have been added to the development pipeline, bringing the current total to 41 projects in operation, 26 under construction and 325 in advanced and early development.

Growing demand For the maritime industry, the 2023 IMO revised GHG Strategy of achieving net-zero GHG emissions by or around 2050 will lead to significant changes. Vessels will need to switch from traditional fuels to greener alternatives. Investments in LNG, LPG and methanol dual-fuelled vessels continues to grow quickly, prompting industry discussion and debate around which alternative fuels producers can provide at affordable prices.

For its updated Low Carbon Outlook ABS re-examined the supply and demand data for alternative fuels and updated the future fuel mix to reflect the latest market information. In addition, the study looked at how the recent adoption of the revised IMO decarbonization strategy and the 2050 net-zero targets affected the projected future fuel mix.

By combining the derived ship demand with a forecast for a changing fuel mix in deep sea shipping, the scenarios for global energy consumption are translated into global fuel consumption by ships. Overall, with the updated findings, ABS finds that by 2050, demand for fossil fuels has the potential to be marginally lower than what was estimated in the previous edition of the Low Carbon Outlook, once again underlining the need for onboard carbon capture technologies.

The adoption of onboard carbon capture for shipping industry will require LCO2 reception infrastructure at ports from where the captured CO2 can be transported to. offshore storage or for industrial use. This will potentially drive the LCO2 shipping from ports to offshore facilities, whether over short or long distance.

20 | JANUARY/FEBRUARY 2024

Sector development The CO2 shipping market is in a nascent phase and the potential trading patterns for LCO2 carriers are expected to start emerging once the location of sequestration and utilization projects become clearer. A quantitative estimation how much LCO2 would be transported by shipping is thus difficult, but the distribution of global CCS facilities shows that roughly 25-30% are located in coastal locations. In some regions, this number rises to about 50%. It is expected that about 20-30% of the captured CO2 would be transported by ship. A projection made by ABS of future global carbon trade routes is shown in figure 1 above.

CO2 as liquid has a higher density than in gas phase, so for economic reasons, it is more practical to transport it in this state. Together with pipelines, shipping will be the crucial means of moving LCO2. When sources and storage locations are too far apart for pipelines, shipping offers a versatile solution especially for emitters that are located far from geological storage solutions. Additionally, it offers the potential to develop projects earlier and at lower cost than pipeline infrastructure.

Figure 2 (below) is a schematic of the CO2 shipping chain from source to storage and illustrates the process of CO2 being captured from a power plant, then liquefied and stored.

It is loaded onto an LCO2 carrier and delivered to the intermediate terminal that is connected to end-point pipelines and/or a storage site.

To enable LCO2 shipping, development of dedicated vessels is crucial; however, relevant infrastructure needs to be developed at the same time. The entire chain should be well defined as it has an impact on the CO2 conditioning requirements (pressure and temperature) and offload conditions or injection and different equipment may be required for each application.

Fleet development Currently, other than the existing four LCO2 carriers of capacities not exceeding 1,800 cubic meters (m3), the largest capacity LCO2 carrying ships are at different stages of

n Figure 1. A

projection made

by ABS of future global carbon trade routes estimates that about 20-30% of the captured CO2 would be transported by ship

n Tao Shen,

Manager, ABS Global Sustainability Center

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

CARBON CAPTURE AND STORAGE n Figure 2. A

schematic of the CO2 shipping chain from source to storage and illustrates the process of CO2 being captured from a power plant, then liquefied and stored

construction. The orderbook ranges from 7,500 m3 capacity (intended for the Northern Lights carbon sequestration project) to the recently announced 22,000 m3 capacity.

For its latest Low Carbon Outlook publication, ABS worked with Herbert Engineering LLC to develop concept designs based on a 10-bar operating pressure, corresponding to an operational liquid phase temperature range of -45° C to -50° C. This is believed to be a good compromise between a reasonably broad temperature range for control of the liquid phase and minimization of overall pressure for large C-Type cylindrical tank construction. These temperature and pressure values are kept constant by an onboard refrigeration plant. These LCO2 carrier concept designs also include CCS to capture the CO2 produced from conventionally fossil fuelled engines and auxiliaries.

ABS has extensive experience in working with industry partners to develop solutions for LCO2 carriers. Approval in Principle (AIP) certifications issued by ABS for various LCO2 carriers include 20,000m3, 40,000m3, 53,000m3, 70,000m3 and 73,000m3 carriers for shipyards in Korea. In China, ABS has issued AIP for LCO2 carriers of 12,000m3, 22,000m3 and 87,000m3.

With the increasing demand for building dedicated LCO2 carriers to meet CCS and transportation needs. ABS recently released the Requirements for Liquefied Carbon Dioxide Carriers which outlines the requirements for building and classing LCO2 carriers where LCO2 is carried as cargo.

Linking the value chain Understanding emitters and destinations for captured carbon is crucial in analyzing LCO2 trading routes. By identifying and prioritizing the key trading routes, stakeholders can focus their efforts and resources on implementing projects. There are different categorizations that may be followed to sort emitters, end users and sequestration sites, including: Sector-Based: Grouping emitters based on sectors such as power generation, industrial processes, transportation, buildings, agriculture and waste management allows for targeted strategies tailored to the specific characteristics and challenges of each sector. Different sectors may have unique CO2 emission profiles and technological requirements for CCUS implementation.

Regional: Analyzing carbon utilization and sequestration on a regional or geographical basis helps identify hotspots of post-captured carbon processing. Focusing CCUS efforts on

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regions with high emissions can make a substantial difference in overall carbon mitigation. Additionally, regional categorization considers factors like population density, industrial concentration and environmental vulnerabilities, thereby influencing the feasibility and impact of CCUS projects.

Fuel Source: Distinguishing emitters based on their primary fuel sources such as coal, natural gas, oil, or biomass provides insights into the carbon intensity of various energy systems, as well as the means of carbon utilization.

CCUS Infrastructure Availability: Categorizing emitters based on their proximity to CO2 storage sites, existing pipeline networks or potential utilization opportunities can inform the feasibility of the development of projects in these sites.

Outlook for LCO2 carriers It is still uncertain how big the CO2 and LCO2 shipping markets will be. However, with more and more CCUS projects being announced, it is expected that increasing the number and unit capacities of LCO2 carriers will be essential to transport the large volumes of captured CO2 and the projections of the future fleet are ambitious.

The utilization of CO2 in industrial processes including the production of alternative fuels is also at an early stage and there is wide variance in predictions for the expected growth of the market. However the need for utilisation of CO2 in industrial processes driven by the energy transition will create additional demand and likely lead to further growth in the size of the LCO2 market.

According to a 2018 study by European Zero Emission Technology and Innovation Platform (ETIP ZEP), it is estimated that 600 vessels will be required to support the burgeoning CCUS sector in Europe. Although the study was EU-specific, the LCO2 vessels will support the development of the carbon value chain all over the world.

As vessels sizes increase, the required fleet size may shrink; however, the total capacity required will follow the market trend of greater need for LCO2 carriers.

The assumptions and variables in estimating the size of the shipping market such as total CCUS market size, the announcement of projects and their successes, economic climate and disruptions, makes accurate predictions difficult.

But as new projects are announced and source-to-sink matching increases, it becomes apparent that a significant number of new vessels will be required to satisfy the demand for transport, storage and utilization.

JANUARY/FEBRUARY 2024 | 21

CARBON CAPTURE AND STORAGE

WHY CCS SHOULD FORM PART OF SHIPPING'S DECARB JOURNEY Maritime CCS is poised to play a crucial role in curbing shipping’s CO2 emissions, Sigurd Jenssen, Director, Wärtsilä Exhaust Treatment explains In the pitched battle to decarbonise, there are few truly ‘quick win’ solutions. Alternative fuels will take years to be deployed at a scale and available worldwide. Clean technologies can chip away at the problem of vessel emissions in 10% chunks and require new vessel designs or extensive retrofit work. And measures like voyage optimisation identify efficiencies that, while critical, will not enable us to meet the IMO’s targets on their own.

Make no mistake: all of these solutions will be required. It is not possible to decarbonise shipping if we don’t optimise voyages, make ships more efficient, and move where we can away from the fossil fuel default. Add carbon capture & storage (CCS) to this list – which will be commercially available next year – and suddenly shipping industry has a compelling mix of technologies to choose from as it works to meet its environmental targets.

CCS is significant because of the level of impact that it can enable in such a short timeframe. Once vessels hit the water with the technology over the next few years, the highest performing systems will be able to capture up to 70% of their carbon emissions before they enter the atmosphere. Add alternative fuels, clean technologies and voyage optimisation back to this mix, and the prospect of net zero shipping doesn’t seem so farfetched.

Making CCS a reality has not been easy. And many have missed the critical role that SOx scrubbers will end up playing as we work to cut shipping’s CO2 emissions. The exciting reality is that scrubbers currently installed in the global fleet can be adapted for onboard CCS in the near future.

The transition from addressing sulphur to carbon didn't happen overnight. Over the past few years, scrubber capabilities have undergone successive upgrades to combat various pollutants in vessel emissions and throughout the propulsion chain. Selective catalytic reduction systems (SCR) and exhaust gas recirculation systems (EGR) have been employed to tackle NOx emissions, meeting MARPOL Tier III requirements. Moreover, these scrubbers can filter particulate matter and black carbon even beyond standard land-based regulations, and they are capable of removing microplastics from scrubber washwater through advanced filtering systems.

For CCS to operate within ship exhaust systems, non-CO2 pollutants must be removed first. The engineering challenge lies in strategically addressing pollutants at the right points in the exhaust, ensuring efficient pre-treatment for CO2 capture. This ensures that once other gases are removed, the remaining exhaust can be scrubbed for carbon, which can be safely stored onboard and disposed of at port.

Wärtsilä’s CCS system operates at the forefront of emission reduction technologies, capturing carbon emissions from ship exhausts to prevent their release into the atmosphere.

Designed for efficiency and sustainability, the system addresses the pressing need to reduce greenhouse gas emissions well before 2030.

To ensure compliance with environmental regulations and future-proof vessels, Wärtsilä is already providing ship

22 | JANUARY/FEBRUARY 2024

owners with CCS-ready scrubbers; so-called because of the extra engineering work undertaken to adapt to CCS installation in future. If all ships with a Wärtsilä scrubber adopt CCS, a potential reduction in 30 million tonnes in CO2 emissions at a 70% capture rate could be achieved.

Wärtsilä has advanced its CCS capabilities over several years of testing in Moss, Norway. Operating at a 1 MW scale for two years, the testing process has provided valuable insights and enabled the identification of unique challenges in designing a CCS system for ships.

Now, Wärtsilä is advancing to real-world testing on different ship types. A trial installation on Solvang’s ethylene carrier Clipper Eris is scheduled for Summer 2024 to prove technical viability and refine the technology. The success of this pilot is a precursor to the commercial launch in 2025.

Wärtsilä has also expanded its services to offer CCS feasibility studies to shipowners and operators. These studies, spanning four to six months, involve early ship design engagement and engineering work to assess the integration of CCS into existing structures.

Conducting these studies today accelerates the initial phases of CCS integration. Additionally, these studies serve as an educational tool, helping customers understand the advantages and specific factors involved in installing CCS on their vessels. This represents a significant step towards bringing a CCS product to the market by 2024.

Our industry’s path to decarbonisation demands multiple solutions. And, where CCS is concerned, it will require sustained effort if the industry is to move from technology development to supporting technology adoption at scale.

With the first installations of full-scale CCS only a matter of years away, it is time that we collectively raised our understanding of the potential of this technology and recognise the critical role that it is poised to play.

n Sigurd Jenssen

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HYDROGEN

BV GRANTS AiP FOR LARGE LH2 CARRIER A joint development project undertaken by GTT, TotalEnergies, vessel designer LMG Marine, and Bureau Veritas (BV) has led to the design of a cryogenic membrane containment system for liquefied hydrogen (LH2) and the preliminary design of a 150,000m3 LH2 carrier.

An extensive risk assessment was conducted by the partners which identified that the main safety risks for the carriage of hydrogen relate to its wide range of flammability and the low amount of energy needed to ignite an inflammable air/H2 mix.

The range of flammability of H2 is very large, from 4% to 75% in the air mix, compared to approximately 5% to 15% for CH4.

This flammability means that there is an additional risk in the case of a gas release on board a LH2 carrier. Additionally, the energy required to ignite a flammable H2/air mix is very low, which means that there is a higher risk of fire or explosion on board in case of a LH2 leak or H2 release.

Benoit Grovel, Gas Expertise Director, BV M&O, said: “While the specifics of innovative solutions must remain confidential, our analysis identified that some of the main challenges revolve around the boil off management and mitigating fire/ explosion risks associated with handling large quantities of liquid hydrogen.

“As liquid hydrogen must be stored using cryogenic technology at very low temperatures, it is very sensitive to heat ingress and will naturally vaporise. The resulting gas warms and expands, requiring a large containment system capable of minimising boil off gas. This feature is pivotal to the vessel's design.

“Given the highly flammable nature of hydrogen, our safety measures must be meticulously designed to effectively mitigate fire risks and prevent any potential escalation to other vessel system, ensuring a robust and secure operational environment.”

‘‘

As liquid hydrogen must be stored using cryogenic technology at very low temperatures, it is very sensitive to heat ingress and will naturally vaporise In November 2023, BV released its first classification rules for hydrogen-fuelled ships (NR678) to support the safe development of hydrogen propulsion within the maritime sector. “By developing the classification rules that make safe innovation possible, BV plays a vital role in building trust between stakeholders while supporting shipping in its transition towards a sustainable future,” said Grovel.

At IMO level, a correspondence group is working on the development of interim guidelines for ships using hydrogen as fuel. Additionally, an IMO drafting group is working on the revision of the “Interim Recommendations for Carriage of Liquefied Hydrogen in Bulk.”

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Credit: GTT

Bureau Veritas has granted approval in principle (AiP) for a large LH2 carrier and associated membrane tank design

TotalEnergies specified the design codes, the vessel's limits in terms of dimensions and capacity, the requirements for the propulsion mode, and the associated CO2 emissions on the shipping routes envisaged.

The 290-metre vessel design is part of TotalEnergies’ broader hydrogen strategy that includes its large-scale transport and use as a fuel for both land and sea transport.

The energy major has said that the environmental benefits of hydrogen as a fuel, such as zero polluting tailpipe emissions, combined with the many practical advantages, such as driving comfort, make it one of the most promising alternative fuels for tomorrow's sustainable mobility, particularly in heavy transport.

In January 2024, TotalEnergies and Air Liquide announce the creation of TEAL Mobility. Equally owned by the two companies, TEAL Mobility will accelerate the development of hydrogen for heavy duty trucks. The company aims to develop more than 100 hydrogen stations on major European corridors over the next decade, creating the first transnational European network of this size - under the TotalEnergies brand. TEAL Mobility will be operating around 20 stations in France, the Netherlands, Belgium, Luxemburg and Germany from 2024.

For GTT, the containment system for a 150,000m3 vessel represents a continuation of its hydrogen developments. In July 2023, GTT received AiP from ClassNK for a membrane type containment system and cargo handling system for LH2. The scalable containment system can be adapted to any size of LH2 carrier without major design modifications.

The previous year, DNV granted GTT two AiPs for the design of a membrane type containment system for LH2 and for the preliminary concept design of a LH2 carrier. These approvals were part of an agreement with Shell, announced in February 2022.

The 150,000m3 capacity of the TotalEnergies LH2 carrier design vastly exceeds the pioneering Suiso Frontier built by Kawasaki Heavy Industries (KHI) in 2020 which has a capacity of 1,250m3, but KHI has also scaled up its transport solution, having obtained an AiP from ClassNK for a 160,000m3 LH2 carrier in 2022.

n BV has

awarded AiP for a 150,000cbm LH2 carrier design as well as an LH2 membrane cargo containment system and cargo management system for the LH2 carrier

JANUARY/FEBRUARY 2024 | 23

WIND ASSISTED PROPULSION

WAP IS READY TO MEET FIRST IMO CO2 REDUCTION TARGETS Giorgio Provinciali, CTO of AYRO explains that wind assisted propulsion is capable of single-handedly providing the carbon emission reduction needed to meet the IMOs 2030 goals, and is already available today

n The Canopée is a newbuild opendeck RORO, and the world’s first fully operational commercial ship with wind-assisted propulsion

The updated 2023 IMO Greenhouse Gas (GHG) Strategy identifies levels of ambition for the international shipping sector noting that technological innovation and the global introduction of alternative fuels and/or energy sources for international shipping will be integral to achieve the overall ambition. The strategy targets net zero GHG emissions by 2050 with new indicative checkpoints, including a 20-30% reduction in total annual GHG emissions by 2030 and a 7080% reduction by 2040, compared to 2008 levels. As the maritime industry strives to meet these targets, the adoption of wind-assisted propulsion technologies becomes crucial in achieving a sustainable and environmentally friendly future for global shipping.

The OceanWings® wingsails from French manufacturer AYRO have become the first amongst a swathe of windassisted propulsion technologies in development to be deployed on a commercially operational vessel. Owned by Jifmar, and operated by Alizés for the Ariane Group, the Canopée is a newbuild open-deck RORO, and the world’s first fully operational commercial ship with wind-assisted propulsion. At 121 metres long and with a width of 22 metres, Canopée features four state-of-the-art, 37 metre high

24 | JANUARY/FEBRUARY 2024

OceanWings® 363 (the figure denotes the surface area in square metres of each wingsail). The ship was built from the ground up by Dutch yard Neptune Marine, and its design parameters enable the wing-sails to cut fuel and emissions by 30% on its regular trans-Atlantic route.

Maiden voyage The Canopée embarked on a maiden commercial voyage to deliver Ariane 6 rocket components to the launch site in French Guiana in October this year, a milestone that positions it as the most advanced wind-powered ship in modern history. It has taken 13 years to get to this point, with the unique OceanWings® wingsail design first turning up in the form of a rigid mainsail on BMW Oracle Racing’s 2010 America’s Cup trimaran and delivering the team one of the largest wins in the history of the race.

Several technical feats contributed to BMW Oracle Racing’s performance, but the most noticeable was the towering 68 metre tall two element rigid wingsail design, which would go on to form the foundation of the OceanWings® wing-sails that power the Canopée today.

Connecting the two vessels is Marc Van Petegham, who’s

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WIND ASSISTED PROPULSION Naval Architect company VPLP Design was responsible for integrating the original wing-sail on the BMW Oracle Racing trimaran and who then started AYRO in 2018, with the goal to adapt the concept to commercial vessels, commercialise it and take advantage of its highly efficient design to improve operational efficiency on ocean going ships.

Two-element design While several wind-assisted propulsion solutions are in development globally, the AYRO wing-sails differ as they leverage the geometry and interaction of main and secondary sail elements. Through this unique architecture, OceanWings® generate far more power than conventional sails or, for example, single element wingsails. Inspired by the way aircraft wings operate at high lift, a slot allows the air to flow between the two elements, which accelerates the flow at the extrados of the wing, i.e., its leeward part, and thus increases the maximum lift capabilities.

The design allows for two main adjustments. Firstly, the angle of incidence of the wings, which turn 360 degrees in relation to the ship and then the rear sail element, which can pivot around the secondary mast to create a camber in relation to the front flap. The two-element design ensures that OceanWings can be used when the apparent wind angle is as low as five degrees, meaning they are available to assist propulsion in around 95% of wind conditions that a vessel should encounter at sea.

AYRO wingsails on ships are equipped with sensors that continually measure wind conditions in real-time. The vessel's onboard computer, powered by the AIUTO algorithm developed by AYRO, utilizes this data to command electric actuators on the wingsails. These actuators adjust the wingsails' angle of incidence and camber in real-time, optimizing their performance for maximum efficiency and propulsion. The automated system ensures the accurate adjustment of each wingsail, enhancing the aerodynamic thrust to achieve peak efficiency at all times. This entire process operates seamlessly without any crew intervention, with crew members or operators only required for monitoring and oversight.

Validating the concept The Canopée is the first commercial vessel to operate with OceanWings®, but their first application took place in 2019 on the Energy Observer catamaran, which combines electric propulsion using fuel cells, photovoltaic energy and two OceanWings® wingsails. Fitted with two OceanWings® wingsails each with a surface area of 32 m², this 30-metre

catamaran made its first transatlantic crossing between Brittany and Martinique, with an average speed of 6 knots over 5,000 miles, validating the concept of a zero-emission boat.

Energy Observer has since sailed around the world for over four years, reaching the North Sea while assessing the performance and reliability of OceanWings®. The data produced in over 20,000 nautical miles under wind propulsion has been combined with hydrodynamic modelling to validate the fuel and emissions savings that the Canopée’s OceanWings® will deliver. In fact, VPLP Design and AYRO have made significant advances in the world of Computational Fluid Dynamics (CFD) techniques using the data from Energy Observer, particularly in evaluating the performance of the wingsail systems against the backdrop of real-world data acquired.

Double digit emissions reduction This work puts the Canopée in the position of being one of the most fuel-efficient cargo ships ever built. The 30% fuel consumption and GHG emission reduction figures are based on its fixed route, but the data also points to potential savings of up to 50% based on a vessel’s design profile and the routes it may take. Certainly, even at the lower end of the savings potential, the Canopée is perhaps the only ship sailing today already in line with the IMO’s 2030 checkpoint, though this will change soon with several new OceanWings projects coming out of planning and into production in the next few years.

These include a concept design to install OceanWings® on a 2,500 TEU container ship measuring 197 metres in length. Here, OceanWings® will contribute up to 35% of a 57% total reduction of CO2 emissions. Further, as part of the European Community funded project ‘Whisper’, AYRO is designing an OceanWings® configuration for bulk carriers.

These projects will present their own challenges of course, not least how to navigate a ship with 37-metre-high wingsails dock side, with crane gantries and other infrastructure overhead. And while the final designs for each ship have not been publicised yet, AYRO’s solutions for tilting and lowering the OceanWings are well into the development process.

Whatever solution is decided upon, the Canopée has already demonstrated that wind is the only propulsion method available today with the ability to deliver double digit emissions reduction. Harnessing it for all ships won’t be easy but, it is certainly possible for the majority of ship types before 2030.

And the fact that wind is free and everywhere, ensures that its role in ship propulsion will only grow while the GHG emissions targets get tighter and tighter as the maritime industry heads towards 2050 and the ultimate target of net zero. n The two-element design ensures that OceanWings can be used when the apparent wind angle is as low as five degrees.

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JANUARY/FEBRUARY 2024 | 25

DIGITALISATION

ENERGY SHIFT TO TRANSFORM SHIPYARDS, AS WELL AS SHIPS Shipyards will need to innovate at an unprecedented scale and at an accelerated pace to deliver ships fit for the decarbonisation transition, Mikko Forss, Executive Vice President for Design Solutions, NAPA tells The Motorship Shipping’s appetite for “future-proof” vessels capable of using alternative fuels or energy sources was once again demonstrated by the latest update from Clarksons Research’ Green Technology Tracker. Full-year data for 2023 shows that 539 newbuild orders that year, representing 45% of all orders placed by tonnage, were for alternative-fuelcapable designs.

The report also shows a significant expansion in the use of energy saving technologies, including propeller ducts, rudder bulbs, air lubrication and wind propulsion systems, which have so far been fitted to more than 7000 vessels in the global fleet, accounting for 29.5% of the total tonnage.

New fuels, new design challenges For naval architects and engineers in charge of creating those ships, the growing focus on new fuels and power systems has a direct consequence: it increases the complexity of designs.

The single fuel era is over. Going forward, ships will be powered by a broader range of fuels, technologies, and alternative energy sources – all of which have their own specifications and implications for the vessel’s structure, stability profile, safety requirements and general arrangement.

For example, using hydrogen as a fuel will require at least twice as much storage space compared to conventional fuel oil, depending on the technology selected. Similarly, propelling a ship with ammonia will necessitate the installation of additional fuel tanks and safety systems to prevent and detect leaks. Due to the flammability or toxicity of some fuel options, specific configurations may be needed to ensure that tanks are isolated from living quarters or any sources of heat, or to incorporate additional ventilation systems, for instance.

Beyond fuels, other green technologies also have major implications for design. Lithium batteries are twice as heavy as their fossil fuel equivalent, which may bring the ship closer to its maximum load mark and needs to be accounted for at the design stage. Therefore, creating “future-proof” ships is a lot more complex than simply installing a different engine or power source – it often involves rethinking the entire design to ensure the ship’s safety, stability and performance.

Efficiency as a prerequisite for innovation For shipyards, the decarbonisation transition is a challenge as much as it is an opportunity. The Japan Shipbuilder’s Association forecasts that the energy transition will drive a rapid expansion of the shipbuilding market in the next decade, which is expected to surpass historical peaks.

Meanwhile, in late 2023, South Korea has launched a new strategy, including a $547m investment, to reinforce its positioning in the “next gen” shipbuilding market.

But success in the multi-fuel era will depend on the capacity to manage the inevitable complexity of new designs, while respecting increasingly challenging time constraints.

This calls for a new ship design approach which supports

26 | JANUARY/FEBRUARY 2024

n Forward-looking

yards are already turning to digital tools to prepare for the multi-fuel and multi-technology era, Forss says

effective multidisciplinary design and concurrent engineering, collaboration and transparency among stakeholders, and emphasises simulation.

Designing a ship is inherently an iterative process that typically involves several teams in charge of structures, propulsion, electrical, general arrangements, and weight estimations, for example. To innovate, they need an efficient integrated engineering experience that offers the flexibility to make swift design changes and ensures that everyone involved is on the same page.

A key place to start is by making greater use of 3D models throughout the design process, from the early stages through to classification approvals, detail design, and all the way in downstream production design, eventually also serving as an asset for life-cycle maintenance in the form of digital twins. This helps break siloes between disciplines, enabling teams to communicate efficiently while also eliminating duplicate work and limiting the risk of errors.

In addition to using 3D tools to streamline processes, the next frontier will be to make the most of their potential to support decision-making. 3D models unlock the possibility to use next-generation simulation tools to test different fuel and technology options, and model their implications for the ship’s configuration, cargo capacity, stability, and even its future performance on different routes. In short, naval architects and engineers will be able to compare different alternatives from the outset to deliver the best possible concepts for their clients. This is a game-changer and an essential asset for the multi-fuel and multi-technology era ahead, giving shipowners more certainty about how their newbuilds will perform in real life.

Naval architects and engineers today are designing ships that will navigate in a very different commercial and technology landscape. While they are designing for the unknown, they can be certain of one thing: by building today the digital foundations for an efficient and collaborative design process, they can make sure they are set up to thrive.

n Mikko Forss,

Executive Vice President for Design Solutions, NAPA

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Green Ports and Shipping Congress will identify and prioritise the areas that ports-based organisations and shipping companies need to collaborate on to reduce emissions.

Green Ports & Shipping Congress will cover a range of topics addressing the aspects of energy transition plans and implementation as they affect port operations and ships.

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DAY ONE – Wednesday 8th May 2024 08:00

Coffee & Registration

09:00

Welcome by Chairman/Moderator

Keynote Panel: Ports and Shipping - collaboration to achieve 2050 goals Shipping already has regulations to follow from the IMO but what do they need from Ports to achieve these goals?

09:10 Shipping already has regulations to follow from the IMO but what do they need from Ports to -09:50 achieve these goals? Confirmed panellists include Er Tham Wai Wah, Chief Sustainability Officer, MPA Dr Sanjay C Kuttan, Chief Technology Officer, Global Centre for Maritime Decarbonisation Lars Robert Pedersen, Deputy Secretary General, BIMCO Captain K. Subramaniam, General Manager, Port Klang Authority and Past President, IAPH Antonis Michail, Technical Director, International Association of Ports and Harbors / World Ports Sustainability Program Eva Liu, Head of Shipment Product, Oceania Market, Maersk;

09:50

Question & Answer Session

10:30

Coffee & Networking

Session 1: Future marine low and zero-carbon fuels Future marine low and zero-carbon fuels including biofuels, methanol, ammonia, and potentially hydrogen. Alternative fuels hold the key to decarbonising the maritime industry, through both emission-free powering of vessels and port operations.

10:55 -11:40

Maritime Forecast to 2050 Girish Sreeraman, Area Business Development Manager, Maritime, DNV The Maritime Forecast to 2050 outlines how the maritime industry should continue to collaborate with fuel suppliers and other stakeholders from an early stage so that clarity over demand can be established, paving the way for final investment decisions across the value chain, both onboard and onshore.

Methanol: A Future-Proof Marine Fuel Christopher D. Chatterton, COO, Methanol Institute Methanol has emerged as a leading alternative marine fuel, now dominating the orderbook for newbuild container ships. Let’s explore methanol’s role as a practical, affordable, and sustainable marine fuel, across the full range of shipping.

x2 Speakers to be announced 11:40

Question & Answer Session

12:15

Lunch & Networking

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Session 2: Infrastructure Development Session will touch upon different bunkering techniques from class societies, fuel providers and terminals.

As well as developing harmonised standards and regulations for ships and ports to safely bunker alternative fuels.

13:40 Supporting the Global Shipping Industry Decarbonise: the importance -14:40 of robust port land use planning and smarter landside infrastructure delivery at key ‘energy ports’ and terminals Jason Sprott, Executive Director (Ports & Airports), National Transport Research Organisation (NTRO) The presentation will address: the principles of robust network / master / land use planning to enable the successful development of key energy ports that will play a key role in the decarbonisation of the shipping sector and, the landside decarbonisation opportunities for port and terminal projects.

World’s first ammonia bunkering network Håkon Skjerstad, CEO, Azane Fuel Solutions x2 Speakers to be announced

14:40

Question & Answer Session

15:00

Coffee & Networking

Session 3: Green Finance The session will be a discussion between banks regarding sustainable loans and how they will help.

As well as a classification society, a shipper, and a pork as to how they have utilised green finance.

15:30

Raising money for decarbonization with green, sustainability-linked and transition loans and bonds Pang Toh Wee, Senior Consultant - Maritime Advisory, DNV Sustainable finance in growing exponentially across industries. In the maritime industry, many ship owners, yards and terminal operators have already secured or issued – green, sustainability-linked or transition – loans and bonds. Learn how DNV can support obtaining Sustainable Finance.

15:45

ASEAN Taxonomy for Sustainable Finance Eugene Wong, Chief Executive Officer, Sustainable Finance Institute Asia The ASEAN Taxonomy is an initiative under the auspices of the ASEAN Finance Ministers and Central Bank Governors to promote sustainable activities and investments, in order to drive the region’s sustainability agenda.

16:00

A bank’s view on financing zero-carbon shipping Jens Van Yperzeele, Director, Sector Coverage Transport & Logistics - Shipping, ING

16:15

Port Decarbonisation Fund Terry Tamminen, Director, Catalytic Finance Foundation The Catalytic Finance Foundation, funded by Bloomberg Philanthropies, is pursuing a blended finance initiative under the Catalytic Cities program to decarbonize shipping and ports. The Catalytic Finance Foundation has concluded that targeted investments in proven and standardized technologies at ports can accelerate the transition.

16:30

Question & Answer Session

16:50

Day 1 Conference Close

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DAY TWO – Thursday 9th May 2024 08:30

Coffee & Registration

09:00

Opening by Chairman/Moderator

Session 4: Green Shipping Corridors Ports and shippers are signing deals which establish shipping corridors, allowing shipping routes to respond quickly to policy and make rapid decisions to create more sustainable container movement.

Hearing from different green corridor projects and partners as to their involvement and collaboration for sustainability.

09:15

Annual Progress Report on Green Shipping Corridors Elena Talalasova, Senior Project Manager, Global Maritime Forum The second edition of the Annual Progress Report on Green Shipping Corridors provides a checkpoint for a movement that, in just over a year, has grown in both numbers and maturity. Learn about a doubling number of initiatives and the notable increase in the level of maturity of these initiatives.

09:30

Silk Alliance: An implementation plan Ahila Karan, Decarbonisation Analyst, Lloyd’s Register Maritime Decarbonisation Hub Strategically positioned to lead the maritime energy transition, the Silk Alliance is a Green Corridor and first-mover initiative on zero-emissions shipping, with a fleet that operates across the Indian and Pacific Oceans and fosters partnerships with stakeholders across the maritime supply chain.

09:45

MPA’s Green Shipping Corridor Projects Mr Wei Siang New, Director, Maritime Decarbonisation & Net-Zero Pathways, MPA Green Shipping Corridors are maritime shipping routes that showcase low- and zero-emission life cycle fuels and technologies to achieve zero greenhouse gas emissions. Such corridors can spur early and rapid adoption of fuels and technologies that, on a lifecycle basis, deliver low- and zero-emissions across the maritime sector, placing the sector on a pathway to full decarbonization.

Join this session to gain valuable insights into MPA’s various Green Shipping Corridors and its strategies to support the decarbonisation of the maritime industry.

10:00

Emerging Lessons from Global Initiatives Mark Button, Associate, ARUP This presentation will bring together lessons from Arup’s support to Green Shipping Corridor initiatives around the world. This includes technical lessons around energy supply to ports and development of port infrastructure, which can be key bottlenecks in developing zero carbon fuel supply ecosystems.

10:15

Question & Answer

10:35

Coffee & Networking

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Session 5: Maritime Digitalisation This session will feature case studies showcasing the digitalisation solutions and tools supporting ports and shipping in their journey to become more efficient and sustainable.

10:55

The Blue Visby Solution – A multilateral platform for reducing shipping GHG emissions through eradicating “Sail Fast Then Wait” Haris Zografakis, Partner, Stephenson Harwood LLP The Blue Visby Solution is a neutral, independent, and collaborative platform. comprised an algorithm, an operational system, a sharing mechanism, and a contractual architecture.

It combines technology with two of the maritime industry’s most remarkable and enduring features: the inter-connectedness of stakeholders through agreements and long-standing traditions of collaboration in the face of common threats.

11:10

Modelling Green Corridors for Maritime Decarbonization Kuntal Satpathi, Senior Engineer II, Global Simulation Centre, ABS In recent years, green corridors have been proposed to accelerate maritime decarbonization by addressing various technical, operational, and regulatory hurdles to adopt zero and near-zero emission fuels. To analyse the end-to-end decarbonization needs of the green corridor supply-chain, this presentation proposes a techno-economic optimization model that considers stakeholder interactions.

11:25

Port Optimization for GHG Emissions Reductions Brendan Curtis, Chief Commercial Officer, OMC International Ports and shipping channels are critical components of many nations’ transport infrastructure and make a significant contribution to the economy. This paper will present a case study for the latest digital solutions that integrate AI, IoT and advanced numerical modelling to maximise the efficiency of port operations, allowing ports to safely facilitate larger, deeper vessels, with a focus on the CO2 emissions reductions that have been achieved.

11:40

x1 Speaker to be announced

11:55

Question & Answer Session

12:15

Lunch & Networking

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Session 6.1: Onshore Power Supply

Session 6.2: Green Technologies

Onshore Power Supply and what is needed for ports and shippers to be able to utilise this evolving technology.

Ports and shippers are introducing green technology, enhancing sustainability, and reducing their carbon footprint. This session will detail these technologies and how it affects both the portside and seaside.

13:45 New Shore Power class rules for tankers

13:45

Kapil Berry, Business Development Director, Maritime, DNV DNV is the first class society globally to introduce new class rules for electrical shore connections specifically tailored for tankers, contributing to setting sector norms.

Dr. Haoxin Xu, Lead Consultant, Department of Waste-to-Energy & Carbon Capture, Ramboll This presentation delves into case studies derived from Ramboll’s hands-on involvement in Carbon Capture projects within Waste-toEnergy and Cement manufacturing facilities in Europe. Specifically, we analyze the technology landscape, procurement strategy, and commercial setup, as well as assess the financial viability of these initiatives.

14:00 Flexible Systems solve the “Connection dilemma” for the climate-neutral port of the future” Mr. Martin Tiling, Head of Business Unit Shore Power, igus GmbH Ports vary in design and equipment. Container ships use cable drums for shore power, but their position on the ship varies. The Port of Hamburg uses igus’s iMSPO system, a movable socket solution that adjusts to the ship’s connection point, accommodating different ship sizes and docking positions.

14:00

14:30 x1 Speaker to be announced

ECOsubsea AS sustainable hull cleaning Tor Østervold, Co-founder and CEO, ECOsubsea AS Biofouling removal is essential to optimize vessel performance, save fuel and reduce emissions, while at the same time protecting the marine ecosystem from the scourge of invasive species transfer between geographies as well as microplastics pollution.

14:15 Alternative Maritime Power: The key to greener ports Dimitris Tsoulos, BLUE CONNECT Director, ERMA FIRST As the gateways to global trade, ports are critical economic and commercial hubs, but they are also a major source of pollution.

By connecting to an onshore power supply (OPS), a vessel deploying AMP can receive all the energy it needs to meet hotel load requirements, and so shut down its generators at berth to eliminate emissions, noise and vibrations.

Carbon Capture Projects in Europe and Southeast Asia, Challenges and Opportunities

14:15

Project REMARCCABLE Eng Kiong, Director, Research & Projects, Global Centre for Maritime Decarbonisation Project REMARCCABLE (Realising Maritime Carbon Capture to demonstrate the Ability to Lower Emissions) is the world’s first project aimed to demonstrate end-to-end shipboard carbon capture at scale.

14:30

x1 Speaker to be announced

14:45

Question & Answer Session

14:45 Question & Answer Session

15:05

Coffee & Networking

For further information please call +44 1329 825335 or email info@greenseascongress.com

Book Online at https://www.greenseascongress.com or fax form to +44 1329 550192

Session 7: Collaborative projects Collaborative projects to advance the deployment of zero/low-carbon solutions in the maritime industry.

Detailing different projects that utilise different stages of the logistics chain.

15:35

Solving the challenges for decarbonization of the maritime industry Peter Bos, Leading professional Maritime solutions for Renewable energies, Royal HaskoningDHV The maritime industry is eager to embrace change but faces hurdles in decarbonization. Challenges include unclear regulations, profitability concerns, renewable energy shortages, infrastructure investment dilemmas, unresolved technical and efficiency issues, and the fear of making wrong choices. To navigate these challenges, collaboration is essential to create a concrete roadmap for a sustainable future.

15:50

Collaboration with Green Marine on methanol bunkering training and other collaborative projects Siti Noraini Zaini, Regional Manager (Asia), IBIA IBIA and Green Marine have worked together with the crew from the supplying tanker and the bunker surveyors involved in the methanol bunkering pilot in Singapore, identifying and plugging the training gaps and competency needs prior to the pilot.

15:35

Leticia Astudillo, Deputy Director, Drewry Maritime Advisors

16:05

x1 Speaker to be announced

16:20

Question & Answer Session

16:55

Conference Wrap up by Conference Chairman/Moderator

17:10

Conference Close

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DIGITALISATION

DIGITALISATION EFFICIENCIES OF PARTS SURPASS RETROFITS Christhard Bongers, MAN PrimeServ’s head of spare parts sales, explains to The Motorship how the benefits of its MySpace solution extend beyond inventory management Christhard Bongers, MAN PrimeServ’s head of spare parts sales, noted that the introduction of digitalisation into spare parts procurement is likely to lead to a transformation in customer behaviour. But Bongers insists that MAN PrimeServ’s recently launched MyPlace portal is not intended to be just a platform for spare parts procurement and management, but also a portal that provides wider range of features and services..

These additional functions build upon MyPlace’s core order management functionality, which provides registered customers with the ability to request quotations and for authorised users (the portal offers multiple levels of access, which can be tailored to individual customers’ internal procurement policies) to place and authorise orders.

Naturally, prices and leadtimes, including quantities available ex-stock, are provided as well, as a result of real-time scanning MAN’s ERP-system.

The order management functionality also permits users to access a full history of all quotes, which facilitates repeat orders, if desired. The orders can be connected to individual vessels and to individual assets, such as engines, on board vessels. “So it's very easy for our customers to see the sales history or the purchasing history from their perspective for each for each engine”.

‘‘

We have a broad range of retrofits, ranging up to more complex ones, but also more straightforward solutions for certain assemblies, which we also intend to include in MyPlace as well Currently, MyPlace offers unique features on top of spare parts, such as the latest technical status of their equipment or their engines and their maintenance status. As you would expect, MAN ES will also support their products with an upto-date user manual, as well as the latest digital spare part catalogue.

“We’ll finally put the days of outdated PDFs or even old paper versions behind us”, Bongers added. He noted that the system would also consider the latest status for retrofitted engines, offering the correct associated spare part deliveries.

The MyPlace portal also supports the entire range of MAN 2-stroke and 4-stroke engines, including brands such as B&W, Holeby and Pielstick.

Direct access to the technical excellence and expertise offered by MAN PrimeServ engineers was another advantage.

It is also easy to get in touch with the technical support team or technical service engineers in case of questions in regard, for instance, an upgrade on retrofit as a solution.

“It’s all about developing a more proactive closer relationship with customers,” Bongers said.

28 | JANUARY/FEBRUARY 2024

Peter Tobberup Brandt, MAN Business Intelligence and Analytics, discussed some of the areas where MyPlace was looking to leverage such relationships to improve the user experience, by improving the speed of spare part orders.

“Our next step would be to go beyond the existing kits for a cylinder head inspection or maybe a fuel pump inspection or overhaul for an engine and to include regular maintenance intervals. We are working on offering engine release related versions of maintenance interval kits, for 36,000 running hour maintenance overhauls, including all relevant spares, which you could order with just one single mouse click.”

These platform will allow customers to define the exact running hours on a specific service package drop down, so that customers have the flexibility to define requirements in line with the specific operational requirements.

Brandt noted that the development was focused on ensuring that the packages of spare parts would be correctly aligned with the varying needs of different releases of an engine.

Brandt added that the introduction of some PrimeServ retrofit solutions was another solution under consideration.

“We have a broad range of retrofits, ranging up to more complex ones, but also more straightforward solutions for certain assemblies, which we also intend to include in MyPlace as well.” The introduction of expedited spare part orders linked to a corresponding bill of materials, including all relevant components, was likely to be offer significant added value for customers.

Among the retrofit products that are being rolled out is an application called Software as a Service, which would allow you to order an upgrade or update of your engine software.

But Brandt added that the development of closer relationships with customers might lead to users engaging with the MyPlace portal at an earlier stage. This might eventually lead to proactive warnings to users around lead times ahead of scheduled maintenance, or to recommendations around spare part orders, based on remaining time before the next scheduled maintenance interval.

n A screenshot of

an assembly list displaying items on the MyPlace portal

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MOTORSHIP GREENPORT

THE

MARINE TECHNOLOGY

INSIGHT FOR PORT EXECUTIVES

METHANOL & AMMONIA

FUEL UNCERTAINTY COMPLICATES SHIP CONCEPTS Logistics and tonnage needs will influence design choices for both newbuildings and retrofits With IMO’s revised GHG strategy setting new targets for emissions reductions, many are focusing on how ship designers will respond to the new fuels that will be needed to meet its ambitions.

As well as setting a 2030 goal to reduce CO2 emissions per transport work by 40% and aiming at 2050 to reach net-zero GHG emissions, the strategy also includes a technology target. By 2030, it says, the uptake of zero- or near-zero GHG technologies, fuels or energy sources should represent at least 5% – “striving for 10%”, the strategy indicates – of the energy used by international shipping.

This will not be easy. “It is a total mess,” remarked Elias Boletis, who was formerly director of propellers and transmission at Wartsila Propulsion and is now chair of CIMAC’s Working Group 10 (WG 10), which brings together engine OEMs and engine users.

WG 10 has seen little activity for a number of years so Boletis was appointed after CIMAC’s conference in Busan in June 2023 to revive the group in response to the transition to new energy sources. He was recruiting shipowners and shipyards to join the group when he spoke to The Motorship in mid-November and in the New Year he expects to invite design companies to join the group.

“I am collecting the voice of the customer … to ‘smell’ what they really want to do and the best way of achieving it,” he explained. OEMs “will be invited to contribute for specific subjects,” he added.

He outlined some of the confusions that owners and designers face. At one end of the spectrum lies conventional fuel coupled with carbon capture and storage (CCS), with carbon-free ammonia and hydrogen at the other. Methanol and LNG fall in the middle but would also require CCS if they were to be considered carbon-free.

Even biofuel – which many consider to be carbon-neutral – presents a dilemma, in his view, since their CO2 emissions at the funnel are no different from those of a fossil fuel.

Because the updated strategy considers a fuel’s well-towake emissions, “they assume that biofuels are greener [than other fuels], although you might need a significant amount of energy to create them,” he said. In addition, he pointed out they will become more expensive if supply remains limited as demand increases.

n Elias Boletis,

From a technical point of view, it is not enough to consider the impact of the fuel transition only on newbuilding design, he believes. Many thousands of existing vessels will need to be retrofitted to handle new fuels and continue operating until about 2035 because scrapping them would remove their capacity but there is not enough money to replace them all; “the industry will collapse,” he said.

Meanwhile, engine OEMs are not investing in retrofit projects because they are expensive and difficult, yet “they need to find a balance between newbuild and retrofit projects because they need to support their current vessels as well,” Mr Boletis said.

But he accepts that this will not be easy, especially on smaller vessels. Large operators with big ships – such as Maersk, which will be starting a series of engine retrofits to burn methanol in mid-2024 – are well placed to cover the cost and allocate the space needed to store and handle such fuels, but this is not possible on smaller ships, he said. For those, “you need to rebuild the vessel or sacrifice a large part of your cargo,” he said.

Newbuilding designers face the same dilemma if they set out to build a ship that is, for example, methanol-ready with space allocated for future upgrading that cannot be used commercially in the meantime. And calculating the size of that space should take future fuel supplies into account: with fewer bunkering locations available, designers should assume their ships will need to steam 1,000 miles more per year than for conventionally-fuelled equivalents to locate supplies.

chair of CIMAC’s Working Group 10 (WG 10)

n Christian

Damsgaard, Senior Naval Architect at the Danish design company Knud E Hansen

Logistics Such logistical questions will be critical in decisions about which fuel to use and they will therefore be influential in

30 | JANUARY/FEBRUARY 2024

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METHANOL & AMMONIA developing ship designs, believes Dmitry Ponkratov, who was the Technical Director at the Royal Institution of Naval Architects until early November and is now Marine Director at Siemens Digital Industries Software.

He also cited Maersk, saying that its decision to use methanol – of which it has secured a long-term supply – locks it into that fuel for decades to come. He also mentioned Royal Caribbean’s new Icon of the Seas which, at 250,800gt, is the world’s largest cruise ship. It is due to enter service in January 2024. It will burn LNG, a decision – like Maersk’s choice of methanol – will have influenced significant elements of its design and will dictate its operations through its service life.

Both are fossil fuels, which confirms that there is still too little clarity about which fuels will emerge as providing a long-term solution to the quest for net-zero carbon shipping, he said. He is confident that ship designers will develop concepts appropriate to any selected fuel – “the decision is not on us, it’s about the supply chain” – so the challenge will come from the operational side: “it is the logistics for each of these alternative fuels that will drive the design process.”

Christian Damsgaard, Senior Naval Architect at the Danish design company Knud E Hansen, said much the same. As mentioned elsewhere in this report, his team has explored design concepts based around methanol, ammonia and hydrogen fuel, along with wind-assistance concepts and a shipowner’s choice depends on where they are operating and their expectations about fuel availability and its cost, which varies from company to company, he said.

Bjorn Svenningsen, Head of Sales and Marketing at car

n Dmitry Ponkratov, Marine Director at Siemens Digital Industries Software

carrier UECC, which has been a pioneer in introducing LNG fuel into that sector, agreed. When it introduced its first such ships in 2016, there was very little LNG available in European ports so it partnered with Belgian energy supplier ENGIE, UECC partner NYK Line and others to build the world’s first purpose-built LNG bunkering vessel, ENGIE Zeebrugge, which went into service in 2017 to supply the operator’s ships.

“Today, the picture is quite different,” he said, but initiatives such as that will be needed if ships are going to be designed with alternative fuels in mind to ensure a secure supply of fuel, he said.

Ammonia concept explores design implications A design concept published in September 2023 by the Maersk McKinney Moller Centre for Zero Carbon Shipping (MMMCZCS) outlines many of the ship design decisions dictated by choosing ammonia as its preferred fuel.

It was developed in collaboration with Canadian shipowner Seaspan, Finnish design company Foreship and the American Bureau of Shipping, in conjunction with the Singapore Ammonia Bunkering Feasibility Study (SABRE) consortium to develop a concept for an ammonia-fuelled 15,000TEU container ship.

The report serves as a reference on how to address the many challenges and compromises of incorporating an alternative fuel – especially one with the safety concerns associated with ammonia – into a ship design, but Claus Graugaard, Chief Technical Officer at MMMCZCS, highlighted some of them, in particular those related to fuel storage and handling.

Ammonia requires about three times the volume of conventional fuel to provide the same endurance and its location was decided based on minimising the impact on cargo space. This resulted in it being placed beneath the forward accommodation area, in an insulated IMO type B tank, positioned to be at least one fifth of the beam (B/5) inside the hull, with LSFO stored in the outer

spaces. The accommodation block’s length was defined so as to ensure sufficient volume in the bunker tank.

Safety was a critical consideration in planning the fuel transfer arrangements, Mr Graugaard explained. The obvious choice would have been to route it through a duct below the main deck, but a less risky solution was found inside the duct keel, where the piping would not be at risk from cargo operations.

On arrival in the machinery space, the fuel line rises to a preparation room positioned on deck above the engineroom in a location that also has the engine exhaust and funnel structures, allowing it to be ventilated and monitored easily. It is, nonetheless, a high-risk zone, so it would be divided into two or more compartments to mitigate any possible exposure for anyone who needs to visit the space, Mr Graugaard said.

He also highlighted the location of the fuel tank’s ventilation mast, which is positioned at the forefront of the vessel for practical operational and safety reasons. Gas dispersion studies would further refine the location sensitivity of such leak sources. Another project – Nordic Green Ammonia Powered Ships (NoGAPS) – that was published in March 2023 discussed and analysed gas dispersion associated with the ammonia onboard

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solutions. Bunkering arrangements were also studied, since the bunker station had to be located where it would not be at risk from cargo operations – including the risk from dropped objects – and where it would not require sacrificing too much cargo space.

Using insights from previous work on LNG-fuelled ship concepts, MMMCZCS found a location two bays aft of the bunker tanks that met its criteria and where safety measures such as water curtains could be provided.

Whether Seaspan – whose name appears on the hull of the mocked-up image of the concept vessel – will now order an ammoniafuelled ship is not clear from the report’s conclusions but Mr Graugaard said that design development and risk management is progressing and that the next steps will be to conduct a full safety analysis and design optimisation, such as a gas dispersion study before developing a detailed design with shipyards.

Commercially, however, “there will inevitably be a reasonable timeline to allow for engine, storage systems and other technology components to qualify for commercial release,” so he does not expect Seaspan’s next newbuilding will be ammonia-fuelled, but “I am confident that ammonia-fuelled vessels will be part of the future fleet later this decade.”

JANUARY/FEBRUARY 2024 | 31

METHANOL & AMMONIA

UECC OPENS UP ON ITS DESIGN STRATEGY Car carrier UECC has gained considerable experience of designing and operating dual-fuel vessels, introducing its then-unique E-Class dual-fuel LNG-powered vessels in 2017. These were followed, in 2021 and 2022, by a trio of its A-Class battery hybrid PCTCs able to burn LNG, LBG, diesel and synthetic diesel, backed up by battery power for use during port visits When the A-Class orders were announced in April 2021, UECC’s CEO Glenn Edvardsen said the ships were “ushering in a new era for UECC and short sea shipping in Europe” while the project leader for both classes, Carl Fagergren – Naval Architect at UECC partner Wallenius Marine – said that multifuel engines are an environmentally-sound choice during the early expansion phase of alternative fuels.

For this report, he spoke to The Motorship alongside UECC’s Head of Ship Management and Newbuilding, Jan Thore Foss, and Christian Damsgaard, Senior Naval Architect at the design company Knud E Hansen to consider the implications of their fuel choices on their ship designs, which stem from Wallenius’s Zero Emission Project that started in 2009 with a goal of making the company net-zero in carbon emissions by about 2040.

As such, they offer relevant insights into how operators might respond in the light of IMO’s revised GHG strategy that was agreed during MEPC 80, even though their designs predate MEPC’s decision.

Any ship running on an alternative fuel will face an inevitable loss of cargo capacity in the range of 2-4%, depending on the ship’s rotation, Mr Fagergren said. Mr Damsgaard clarified the point, explaining that a vessel that required a long range would lose more cargo space than one that operates on shorter voyages that could bunker more often and thus devote less space to fuel storage. This applies to UECC, Mr Foss remarked, since it operates pan-European services.

The amount of cargo lost will vary depending on the fuel chosen Mr Damsgaard suggested, saying that methanol fuel could be stored in double-bottom tanks, reducing its effect on cargo capacity. There may be technical factors to consider in relation to the coatings needed for its storage in that region of the ship, “but this is a potential option,” he said.

But fuels such as methanol and LNG are not carbon-free, and Mr Foss agreed that other technologies may have to be considered to reach the operator’s decarbonisation goals.

Biogas, for example, could be blended into those fuels, in the form of methane created from bio-waste, provided it is produced sustainably.

It could also be used to supplement existing biofuels that are used on some of UECC’s older ships, Mr Foss said, and he did not rule out considering carbon capture and storage as an option to reduce carbon emissions.

UECC’s battery hybrid designs also reflect their operational routines. Their batteries are charged from shaft generators at sea with the batteries used in port alongside dual-fuel generators – often just one – in a peak-shaving partnership.

Future concepts Knud E Hansen works closely with Wallenius and UECC but its experience and client base is wide-ranging, giving Mr Damsgaard a view on how shipowners should react to new fuel options. They are in “a very difficult situation,” he said, because it is not clear what fuels will be offered and where they will be available, so “if you want to design a new ship now and prepare for the future, you have to be very flexible.”

There is no clear picture, Mr Damsgaard said, and the designer has developed designs for methanol- and ammonia-fuelled ships and looked into hydrogen.

Fuel and related design choices will vary from owner to owner, Mr Damsgaard said. Companies such as Wallenius and UECC have identified a clear path towards their intended strategy, while others are less certain of their plans, he believes. For these, ship design is “about making things as flexible as possible,” which is likely to involve dual-fuel engines with space reserved for additional fuel tanks in up to 10 years’ time once a fuel choice has been made.

Take a holistic view, says OEM “It is important that ship designs take a holistic approach to evolving fuel and energy initiatives,” advised Frank Harteveld, General Manager, Strategic Development, Sales, at Wärtsilä Marine Power, because “smart integration of the different solutions and technologies will be critical to futureproofing vessels in the long term.”

He told The Motorship that shipowners today need to have a future-proof business model which will deliver maximum value throughout a newbuilding’s intended lifetime, and that means making sure it

32 | JANUARY/FEBRUARY 2024

can stay compliant while ensuring cash generation and profitability. So when it comes to addressing the uncertainties around future fuels, “designing new vessels with fuel flexibility in mind is key” if shipowners are to adapt to a changing fuel landscape, he said.

Dual-fuel engines allow fuel choices according to cost and availability, but he suggested design options that could reduce a ship’s carbon footprint, such as multifuel blending, wind-assistance, propulsion system improvements, air lubrication or

hybridisation, using a battery to absorb load fluctuations and act as a spinning reserve.

This enables the ship and its engines to perform better, which reduces the need for maintenance, it also saves fuel and reduces GHG emissions, which goes to the heart of environmental challenge, he suggested. “Climate regulation is pushing for constant improvement in reducing the industry’s emissions. As such, shipowners and operators are under increasing pressure to take action and make changes within their own operations.”

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METHANOL & AMMONIA

COLLABORATION IN AN UNCERTAIN ERA As alternative fuels influence new ship designs, will collaboration and larger design groups deliver an advantage over smaller and independent organisations?

That was a question that cropped up during The Motorship’s research for this report because of the complexity of the choices facing owners, operators, designers and builders.

Dmitry Ponkratov, until recently Technical Director at the Royal Institution of Naval Architects (RINA) and now Marine Director at Siemens Digital Industries Software, thinks smaller design companies can compete for the vast majority of vessel types and sizes. There are exceptions, for particularly specialised vessels, such as cruise vessels, on which the hotel functions add considerable flexibility, but smaller and independent design organisations can point to portfolios containing a range of vessel types and sizes and can use increasingly sophisticated design tools to support their skills, he said.

It was to become involved in this area of technology that he made the move from RINA to Siemens, which has acquired a range of software in recent years to build its Siemens Xcelerator portfolio. In 2021, for example, it added the FORAN software business from the Spanish engineering company SENER which, coupled with other programs in the portfolio, can enable designers to take a holistic approach to creating and optimising a design concept.

Meanwhile, the AP Moller-backed Maersk McKinney Moller Centre for Zero Carbon Shipping made an argument for the benefits of large organisations. It consists of 24 partner

organisations that are able to cooperate on significant projects, such as the ammonia-fuelled 15,000TEU concept described elsewhere in this report.

“Nobody could have done this project on their own, because it is built on a lot of knowledge that we have gained through what we call ‘modular knowledge development’,” said the centre’s Chief Technical Officer, Claus Graugaard. By bringing together a range of disciplines under the same roof combines industry knowledge “not just from a ship designer’s perspective, but from a whole ecosystem,” he added, which he believes “revolutionises how we can fast-track our way to future ship designs, technology and safety solutions.”

Giving an OEM’s point of view, Wärtsilä Marine Power’s Director for Fuel Gas Supply Systems, Mathias Jansson, believes that no individual, organisation or business can tackle marine decarbonisation on its own. “It will take active collaboration across the entire industry to achieve the current goals set by the IMO, for example,” he said.

He highlighted the Society for Gas as a Marine Fuel (SGMF), saying that it has a broad membership of owners, operators, fuel suppliers, class societies, OEMs, designers and yards enabling it to creates guidelines that promote safety and best practices when using gas as a marine fuel. More such forums would help share best practices related to ship design and the impact of evolving fuel and energy initiatives, he said.

Methanol or ammonia?

Shipowner AP Moller-Maersk has firmly fixed its colours to the methanol mast. The company has set itself an IMO-busting target of reaching net-zero GHG emissions by 2040 while, by 2030, it hopes to be transporting a quarter of its cargoes using green fuels.

In September, it introduced a methanolenabled feeder ship, backed by an agreement with Equinor to produce biomethanol using animal manure and is working with MAN Energy Solutions to retrofit engines on some of its ships to run on methanol. The first of a series of retrofits is due to take place mid-2024, during which various engine parts will be replaced in what Maersk described as a complex task. New fuel tanks, a fuel preparation room and fuel supply system will also be needed.

Meanwhile, the AP Moller-backed Maersk McKinney Moller Centre for Zero Carbon Shipping has published a comprehensive report exploring a concept design of a 15,000TEU ammonia-fuelled container vessel which states, in the opening words of its introduction, that “ammonia-powered

shipping can make a credible contribution to the long-term decarbonization of the shipping sector.”

But there is no conflict between the centre’s work on an ammonia-based design, which has a longer-term development and maturation timeline, and Maersk’s decision to invest heavily in methanol-based technology, the centre’s Chief Technical Officer, Claus Graugaard, assured The Motorship. The industry will be facing a multifuel and energy efficiency technology solution future, he said, while methanol technology and ship design solutions “are readily available and represent a valid and proven solution to drive the here-and-now efforts of fleet decarbonization transformation strategy.”

Despite its name, the centre is a not-forprofit independent science-based centre with 24 strategic partners that have equal participation on its advisory board. Its name reflects the role played by the AP Moller family’s private foundation, which donated almost €100M about four years ago to start the project.

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Its design study takes a long-term perspective, Mr Graugaard said, with ammonia seen as being “the next step out” towards carbon-free shipping. “I am very confident that we will qualify ammonia as an energy carrier for the future of shipping,” he said, based on three years’ work on the project. “We have a very good understanding about building robust safeguards and we are starting to see the engine and power conversion technology, including fuel cells, that could play a very real role in consuming ammonia on board ships.”

Maersk, on the other hand, has focused for five years on near-term solutions to enable immediate emission reductions and has found that dual-fuel methanol provides a viable pathway. When it was making those plans, discussion around whether ammonia could qualify as a main fuel “was extremely immature,” Mr Graugaard said, making methanol an obvious choice in its “strategy to be very aggressive in its efforts to be net-zero by 2040.”

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METHANOL & AMMONIA

EU BACKS E-FUELS RETROFIT FOR BULKER A bulk carrier is to be converted to run on next-generation fuels under an EU-sponsored initiative aimed at accelerating international shipping’s decarbonisation, writes David Tinsley

n The GAMMA

project: integrating ‘green’ technologies on a bulk carrier

The €17m($18.2m) GAMMA collaborative project, named in reference to usage of ‘green’ ammonia and (bio)methanol, will see a 62,000dwt Ultramax bulker retrofitted with new technologies.

Launched in January this year with a five-year timescale, GAMMA entails the development and demonstration of an innovative, electrofuel-based system with the potential to supersede the ship’s auxiliary generators. After proof of concept, the next step would be replacement of the main engine so as to realise the ultimate goal of a comprehensive energy transition.

The demonstration campaign will validate the safe shipboard integration of the biomethanol and ammonia fuels, and the biomethanol reformer, ammonia cracker and proton exchange membrane(PEM)-type fuel cell systems that will convert the hydrogen produced into electricity.

The subject vessel is a unit of the Topic fleet, under the aegis of the Italian company ANT Topic, one of the 16 partners from eight countries involved in GAMMA. The project has qualified for funds totalling €13m ($14m) out of the European Commission’s Horizon Europe programme, and is led by the Icelandic engineering consultancy Verkis. A further subvention equivalent to around €103,000 ($108,000) has been made to Verkis from the Icelandic Climate Fund.

The Dutch participant in the enterprise, marine technical consultancy Aurelia, which specialises in the concept design of what are described as climate-friendly vessels, will

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supervise the engineering tasks behind the design and integration of ‘green’ technologies into the bulker, without compromising its operational capabilities. The integration process will factor-in weight, volume, cost and safety considerations, and draw on competences across the multidisciplinary, 16-party developmental consortium.

Under the novel fuel system to be installed, ammonia and ‘green’ methanol will be bunkered by the ship and then converted into hydrogen by means of cracker and reformer technologies. The purified hydrogen will then be used in a fuel cell, providing electrical energy for the shipboard net and dispensing with the need for power from the auxiliary generators running on fossil fuel.

Further raising the environmental credentials of the system, part of the energy needed for the hydrogen conversion will be met by electrical supply from photovoltaic (PV) panels that will be fitted on the bulk carrier’s hatch covers.

Fraunhofer Institute in Germany will provide the requisite conversion technology, the hydrogen purification system will come from the Portuguese specialist Amnis Pura, while Ballard Power Systems Europe will deliver the fuel cell plant.

To evaluate the environmental performance of the blend of technologies embraced by GAMMA, Politecnico di Milano will perform a well-to-wake analysis and calculate the CO2 emissions. The substantial Italian representation in the endeavour also includes RINA.

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METHANOL & AMMONIA

CMB.TECH BRINGS ECOSYSTEM APPROACH TO EURONAV CMB and Euronav believe that the addition of CMB.TECH to Euronav’s business will enable a flywheel strategy – positioning the group to tap into each step of the energy transition towards low carbon shipping. Speaking at a Capital Markets Day on January 12, 2024, Campe outlined the company’s history of engine and vessel development but also pointed to its truck, rail and port infrastructure ventures that will deliver new fuels to those vessels.

While hydrogen, as a base molecule easily produced from green electricity and an electrolyser, is an obvious fuel choice for some applications, the large volumes required make ammonia a more suitable choice for deepsea shipping, so he sees a strong future for both. Combined with that outlook, Campe points to the benefits of combustion technology.

“We believe that hydrogen and ammonia are the real choices if you would like to decarbonise our industry. It’s nice to have a new fuel, but it is also about the technology,” he said. “We have chosen combustion technology.” It is reliable, robust, and cost efficient. Additionally, burning hydrogen, a combustion engine is not sensitive to impurities that may be present. Although ammonia is harder to combust than other fuels, the long stroke of a slow-speed engine provides the time to burn the ammonia completely and efficiently.

‘‘

We believe that hydrogen and ammonia are the real choices if you would like to decarbonise our industry. It’s nice to have a new fuel, but it is also about the technology “This is the way we’d like to go forward,” he said, also noting the importance of the company’s dual-fuel engine developments while new fuel supply develops. The company’s dual-fuel capabilities overcome the “chicken and egg” dilemma of new fuel availability, both landside and at sea. And the company’s ecosystem approach includes hydrogen engine solutions for both rail and truck, so the supply chain needed to get new fuels to ships can be zero emission, like the ships themselves will be.

CMB.TECH is connecting the various parts of the ecosystem with a string of recent partnerships including WinGD for ammonia-fuelled marine engines, DBR for hydrogen-fuelled gensets, Antwerp Terminal Services for hydrogen dual-fuel straddle carriers, Ports of Stockholm and Volva Penta for hydrogen-fuelled roro tractors, and Van Moer Logistics and Delhaize for hydrogen dual-fuel trucks.

The company is also advancing its role in the production of new fuels. In September 2023, Cleanergy Solutions Namibia, a joint venture between the Ohlthaver & List Group and CMB. TECH, announced the start of construction of Africa’s first public green hydrogen refuelling station. The hydrogen

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Credit: CMB.TECH

Euronav NV and CMB NV, its controlling shareholder, entered into a share purchase agreement for the acquisition of 100% of the shares in CMB.TECH in December 2023, and CMB.TECH CTO Roy Campe is taking an ecosystem view of the technology developments ahead

production plant the companies are developing in Walvis Bay, Namibia, uses solar energy for hydrogen production onsite. The facility will supply hydrogen to trucks, port equipment, and railway applications.

It is expected to be fully operational by mid-2024, but that is just the first phase of CMB.TECH’s ambitions in Namibia.

The strategic Walvis Bay location provides direct access to major shipping routes. Besides further scale up of hydrogen production for land and sea applications, a green ammonia plant and terminal is planned for the site. Speaking at the Capital Markets Day, project manager Liesbeth Verhaert said the partners are taking a phased approach to the developments in Namibia to build up experience and a skilled workforce. Ultimately, it will be a gateway from a country with abundant solar resources to supplying the company’s fleet and customers with new fuels at low cost.

CMB.TECH’s marine division already builds, owns, operates and designs a wide range of low and zero-carbon ships powered by dual-fuel diesel-hydrogen and diesel-ammonia and monofuel hydrogen engines: offshore wind support vessels, dry bulk vessels, container vessels, chemical tankers, tugboats and ferries.

Euronav says its older tanker tonnage provides excellent opportunities to recycle capital over time into more futureproof, attractive and diversified end-markets and contract types. For example, in December 2023, the company announced that it had lifted the option for one more VLCC at Qingdao Beihai. Euronav now has three VLCCs on order at the yard following the ordering of two VLCCs earlier in the year.

The vessels are expected to be delivered in 2026 and will be powered by a dual-fuel diesel-ammonia engine.

Building on CMB.TECH’s strong technical reputation, Euronav intends to change its corporate name to CMB.TECH in February 2024. The company aims to be the reference for decarbonisation in the shipping industry, and Campe says the ecosystem concept will add value to the enlarged group.

n CMB.TECH has

diversified its involvement in the hydrogen/ammonia ecosystem with a string of recent partnerships including WinGD for ammonia-fuelled marine engines and DBR for hydrogenfuelled gensets (pictured)

JANUARY/FEBRUARY 2024 | 35

METHANOL & AMMONIA

NORWAY’S VESTLAND EVALUATING H2 VALUE CHAIN

Credit: Hexagon Purus Maritime

Ocean Hyway Cluster and partners are exploring the potential for retrofitting PSVs for hydrogen or ammonia fuel, including what value a local industry could create for Vestland in western Norway

Retrofitting existing ships to adopt zero-emission fuels can help speed up emission reductions in the maritime industry, and the Vestland region in Norway, including the city of Bergen, is a key hub for offshore vessels. Considering this, the Ocean Hyway Cluster started a one-year project in November 2023 to evaluate how Vestland could create value for the region’s shipowners, shipyards, ports, fuel producers and equipment suppliers through new fuel retrofit projects. The analysis will focus on technology, economics, and market potential.

By building and sharing knowledge and competence, the retrofit project aims at lowering the threshold for implementation of zero emission fuels, particularly in the offshore vessel segment. This includes building new value chains and industrial synergies.

“We want to demonstrate how competence building in this area can affect the local shipping industry and planned fuel production along the coast, as well as ripple effects in the local economy,” says Gunnhild Hystad, Project Manager of the Retrofit Study for Ocean Hyway Cluster.

The Ocean Hyway Cluster is Norway's leading network for hydrogen and ammonia solutions in the maritime industry. Its many other projects have included working on the realization of hydrogen-based fuels in the maritime sector with Equinor and Neptune Energy Norway, the design of a zero-emission tug, and the technical and financial evaluation of developing infrastructure for the supply of compressed hydrogen, liquid hydrogen, and ammonia bunkering.

A project involving both Vestland and the Ocean Hyway Cluster already has involved a hydrogen-fuelled newbuilding.

The fishing vessel Skulebas was delivered to Vestland County Council in 2023 and will be operational in 2024. The vessel is used in the training of students at Måløy High

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n Hexagon Purus

Maritime has inked an order for a hydrogen fuel storage system for the Norwegian fish training ship Skulebas

School's program for fisheries, aquaculture, and maritime subjects, and it is equipped with a hydrogen-powered fuel cell in combination with a battery pack. Local partners supplied the complete hydrogen solution for Skulebas.

Now, the retrofit project is led by Ocean Hyway Cluster and the idea initiator, consultancy Greensight, and partners include fuel supplier: H2 Production; equipment manufacturers: Corvus Energy, HAV Hydrogen, Ballard, Azane Fuel Solutions, Helinor Energy, Bergen Engines, Alma Clean Power; ship designers/ yards: Havyard Leirvik, Ulstein; ports and bases: Fjord Base Holding, CCB; service provider: Provaris. The project includes participants across industries to ensure identification of solutions that promote a circular economy and knowledge sharing, and it is funded by the Vestland County Council and the Sparebankstiftelsen DNB foundation.

A first meeting of project participants in November 2023 started work on scoping the project and evaluating the questions that might be answered: How great is the potential for retrofit and conversion to zero-emission fuels for offshore vessels, and how large are the investment and operating costs?

How much fuel and infrastructure are needed at the selected bases and ports?

How do these needs relate to already planned projects in the green hubs that could produce hydrogen and ammonia, perhaps for other offtakers as well as shipping?

How will increased consumption in offshore shipping contribute to economies of scale and cost reductions for both conversion and operation and for the fuel itself?

What network effects will an increased share of conversion of offshore vessels contribute to?

How many new jobs will be created across shipyards, manufacturers, bases, and shipping companies?

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How can retrofit projects contribute to positive ripple effects and value creation in Vestland county?

What investment potential is there throughout the value chain associated with the increase of converted offshore supply vessels?

The project will consider several scenarios for power configurations, but all on the one vessel design, which is yet to be conformed pending a shipowner being recruited to the project. The options being considered are: 1. Main propulsion and support power using hydrogen and fuel cell.

2. Main propulsion and support power using ammonia and fuel cell.

3. Main propulsion and support power using ammonia and engine.

A major part of the project will be to determine whether the PSV has the required spacing and safety precautions needed to go low- or fully zero emission using hydrogen or ammonia. “We will focus on one specific design for a PSV and calculate the needed amount of fuel to cover the operational profile, the required space for fuel and fuel cell or combustion engine. I believe that the operational profile and operational requirements, such as peak shaving and dynamic positioning, will influence whether a fuel cell can be the main propulsive power or if one need to add batteries to support,” says Hystad.

Tine Louise Trøen, Technical Advisor for the retrofit study from consultancy Greensight, says that while the technical feasibility of the whole retrofit concept is based on the reduction of the full potential of emissions, the project partners do need to consider technical and operational limitations. Replacement of the main engine within the limitations and demands from shipowners and platform operators is the primary objective of the project. This means considering the system suitability for the demands of operating inside the 500m zone of offshore platforms or other regulations that would also influence the use and sizing of any battery systems or secondary propulsion systems.

Fuel storage space onboard will also be a consideration.

“None of the hydrogen vessels built to date have under deck storage and accommodating the existing design to adhere to the guidelines and expected regulations with regards to ventilation, EX zones and toxicity zones may be difficult. This is one of the first exercises for the team working with the technical specifications to verify if we need an above-deckonly solution or if any of the existing tank space can be used,” says Trøen.

“The remaining lifetime of the vessels will be a key parameter for the economic feasibility of retrofits. We aim to also be able to give an indication of how long the remaining vessel life should be for these projects to be feasible.

However, this will of course also be dependent on other factors such as how emission taxes, CAPEX and other alternative costs for the conventional diesel systems evolve too,” she said.

Technology development continues to advance. Project partner HAV Hydrogen says the project's objective perfectly complements its retrofittable containerised zero-emission hydrogen energy systems for ships. The Zero Emission Pod system is a turnkey, standalone power pod where all support and safety systems as well as electrical power management are included. Using 200kW hydrogen PEM fuel cell modules, the system can easily provide 1,000kW within the footprint of a standard 20 container.

In 2022, project partner Bergen Engines started the threeyear AMAZE (The Ammonia Zero Emissions) project with the aim of developing a fuel-flexible internal combustion engine with carbon-free ammonia as the primary fuel. It is a

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Credit: HAV Hydrogen

METHANOL & AMMONIA

collaboration between Bergen Engines, Equinor, SINTEF Energy Research, SINTEF Ocean, NTNU, and RISE Fire Research. The project is not product development where the aim would have been to have a commercial engine ready for sale at the end of the project. Instead, it is designed to provide information on the necessary technology. The company is also conducting a hydrogen project, and trials running a Bergen gas engine on a blend of green hydrogen and natural gas were successfully completed at the end of 2022.

Some partners are already working to develop local fuel supply chains. H2 Production, a subsidiary of CCB, is already producing hydrogen from natural gas, with CO2 capture, at the CCB Energy Park in Øygarden, outside Bergen, in partnership with carbon capture company ZEG Power. The ZEG H1 production plant, located near the Northern Lights CO2 storage facility, can produce approximately one ton of hydrogen per day. Meanwhile, Provaris has designed a compressed hydrogen tanker and floating bunkering station.

The company is involved in projects in and beyond Norway.

Addressing the needs and expectations of shipyard involvement is an important component of the retrofit project.

“One of the main considerations for a shipyard undertaking the retrofit is the profitability,” says Hystad. “What are the economic and technical risks, and is this reflected in the profitability? We also hope to determine the required adaptions the yards need to make with regards to space, capacity/resources, equipment, competence, and safety.”

The potential benefits could include gaining a competitive advantage over shipyards outside Norway.

The retrofit project is scoped such that it will draw on the experience of all the participants. “We hope that this study will provide necessary answers to questions that today are only assumptions through the whole hydrogen/ammonia value chain,” she says. “The most comprehensive part of the study is the part where we are looking into retrofit of PSVs, however it is also very important to highlight issues in other parts of the value chain. If we cannot solve a major issue or question related to, for example, location of production facilities or shipyard capacity, then we do not have a very strong case for the retrofit itself.”

Project results are scheduled to be released in Q4 2024.

n HAV Hydrogen

plans to install its containerised 200kW hydrogen PEM fuel cell module system as part of the demonstration project

n Gunnhild Hystad, Project Manager of the Retrofit Study for Ocean Hyway Cluster and Tine Louise Trøen, Technical Advisor, from consultancy Greensight

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METHANOL & AMMONIA

NH3 CRACKING PROJECT TO FOCUS ON COST AND RELIABILITY The APOLO project, (Advanced POwer conversion technoLogies based on Onboard ammonia cracking through novel membrane reactors), got underway on 1 January 2024. The project will develop technology solutions for using ammonia as a hydrogen carrier on commercial ships. It will demonstrate power conversion from commercially available fuel cell systems and will test an ammonia cracker coupled with a novel ammonia engine running on an ammonia/hydrogen blend.

The project received more than 7.5 million Euro through the European Climate, Infrastructure and Environment Executive Agency. Partners in the project include Corvus Energy, H2Site, Tecnalia, Eindhoven University of Technology (TUE), 1 CUBE, Chalmers University of Technology, Nuvera Fuel Cells, shipyard Astander, hydrogen and ammonia producer Fertiberia and LEC GMBH. The consortium will specifically focus on showcasing: i) a 125kW power conversion system that utilizes an ammonia cracker coupled with a PEM fuel cell system, achieving an overall system efficiency of 51% to 54%. The ammonia cracker will be customized to work with different pressure conditions and efficiency levels to evaluate the flexibility of the cracking system for all types of PEM fuel cells. ii) A 125kW partial ammonia cracker coupled with a 4-stroke engine, exhibiting an overall system efficiency above 45%. A selective catalytic reduction system will also be developed for the removal of NOx emissions from the exhaust of the novel engine.

Thus, APOLO is dedicated to minimizing the ecological footprint of transportation and energy, focusing on the maritime sector.

Tecnalia’s Dr Angela Mary Thomas will be the coordinator of the consortium. “In the APOLO Project, the partners will develop new materials (catalysts, sorbents, and membranes) as well as modifying key components like fuel cells and ammonia engines with better performance to decrease the footprint and costs of the system,” she says.

Demonstrating the stability of the membranes under real conditions for a prolonged time will be one of the most crucial aspects of the project, she says. “When successful, this project will deliver cracking technology for onboard application which will be a big step closer to commercialisation.”

The cost and reliability of the solution is important for the uptake of ammonia as a shipping fuel, she says. “APOLO plans to tackle this point by making the system more reliable and more efficient (thus cheaper) than conventional systems.

Along with that, APOLO will work on the safety aspects of the solution, as well as the life cycle analysis of the new technology, so that there will be a holistic approach to the problem.”

Tecnalia and TUE have been developing membranes and membrane reactors for hydrogen separation and production since 2009. These membranes and the know-how have been transferred to H2Site which is now involved in scaling up the production of prototypes and commercial systems.

38 | JANUARY/FEBRUARY 2024

Credit: Corvus Energy

The four-year EU-funded APOLO project will take a holistic approach to ensuring the commercial viability of ammonia cracking technology that can produce hydrogen onboard short and deepsea vessels

In November 2023, H2SITE validated a first ammonia cracker to produce high-purity hydrogen for onboard power generation using a 30kW PEM fuel cell. The system has been installed on the 4.4m long Bertha B supply vessel and is powering auxiliaries as the vessel sails near-shore along the coast of the Gulf of Biscay.

TUE and Tecnalia have therefore achieved an initial proof of concept for ammonia decomposition using the membrane reactors. “Through the APOLO project, Tecnalia and TUE will develop the next generation hydrogen selective membranes with the aim of further improving the performance of the membranes and decreasing the costs,” says APOLO project technical director Dr Fausto Gallucci of TUE. “These membranes will also have larger area per volume of vessel, which makes the reactor smaller and cheaper.”

The project sees the participation of highly acclaimed research centres and universities, though it is highly industrially driven, says Gallucci. This shows that the ammonia-cracking concept is gaining traction in Europe, which can result in faster uptake at an industrial level. To further assist in that, researchers from Chalmers University of Technology will assess the environmental, cost and social performance of the technologies developed using a life cycle assessment methodology.

The technologies developed in APOLO will be targeted at the 30,000 ships in the global fleet that have 1 to 10MW power requirements for propulsion. A significant number of them are around 3MW, and the initial aim over the next decade is to provide ammonia-powered solutions suitable for them.

“The APOLO project is targeting scalability beyond 3MW which will solve the need for main propulsion power for a

n Corvus Energy

will work with H2Site and the other partners on the development, integration, testing and demonstration of the ammonia cracker with the Corvus Pelican PEM fuel cell (pictured).

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METHANOL & AMMONIA large segment of ships,” says Svenn Kjetil Haveland, VP Development Projects at Corvus Energy.

Corvus Energy will work with H2Site and the other partners on the development, integration, testing and demonstration of the ammonia cracker with the Corvus Pelican PEM fuel cell. In addition, Corvus Energy will lead a work package developing a business case for these systems onboard ships.

Project outcomes will advance zero-emission shipping and be a step forward for the use of ammonia in maritime transportation, says Haveland.

“In decarbonizing the maritime sector, ammonia will be an essential part of the energy mix for ships sailing the longest routes and that also emit the most,” he says. “There are no commercially viable ammonia solutions available for the shipowners as of today. Developing advanced methods for cracking ammonia and demonstrating scalability and overall system efficiency is an important step forward.”

The Corvus Pelican fuel cell system was developed during the H2NOR research project that started in 2021. H2NOR was initiated by Corvus Energy, Toyota and other partners to fasttrack the development and production of sustainable and scalable maritime hydrogen fuel cell systems. The result of the three-year development was the safest marine fuel cell system to date, says Corvus Energy. Using the well-proven fuel cell technology from Toyota, used in more than 20,000 cars, and adding the safety level needed for marine, enables the Pelican fuel cell system to be installed anywhere onboard a vessel.

The modular and flexible system is designed to be inherently gas safe, meaning that the surrounding machinery space is considered gas safe under all conditions. This significantly reduces the requirements for safety support systems and ventilation, thereby enabling more efficient integration of the fuel cell system inside a ship’s hull.

The Pelican fuel cell system is currently being tested with hydrogen at Corvus premises and is scheduled to be set in operation on a first sailing vessel in summer 2024. The APOLO project will continue product development further to improve parameters that are important to shipowners, such as system lifetime and fuel efficiency, says Haveland. “The goal of an overall efficiency of 51-54% is expected to be achieved by combining a high efficiency ammonia cracker with a fuel cell system with efficiency well over 50%.”

Hydrogen as a fuel is very explosive, so ensuring safety onboard a vessel is of utmost importance. “The Corvus solution ensures that by encapsulating the hydrogen-based fuel cell stack in a closed box and surrounding it with nitrogen it is safe even if an error should occur,” said Haveland.

“The Pelican fuel cell system is modular to enable massproduction benefits and at the same time flexibility in ship applications, and the APOLO project will work on the same line. The Pelican fuel cell system has redundancy by being able to run despite an error and shutdown of one or more fuel cell modules. It is also expected that the first installation will have power redundancy in the form of a backup diesel engine or energy storage system or both.”

Corvus Energy says its fuel cell systems are ideally combined with Corvus Energy batteries to form a hybrid power system. Energy storage systems handle load variations perfectly, and fuel cell systems perform best at stable loads.

Corvus Energy is currently developing CoPilot, an application that supports system integrators in optimally distributing power between fuel cell systems and batteries. The results are prolonged lifetime, more efficient operation, simplified integration effort, and reduced total cost of ownership.

“The battery limits for the APOLO system are set without energy storage as this is not vital for the development,” says Haveland. “However, in a ship installation, there will of course be ammonia tanks supplying ammonia into the cracker, and it will be accompanied with batteries connected to the electrical switchboard to improve performance.”

Haveland says: “We believe the maritime industry needs a spectrum of zero-emission fuels to decarbonize, being both compressed hydrogen, liquified hydrogen, ammonia etc.”

“I give credit to the EU Commission that has set forth the direction for this development and awarded this great consortium with EU funding to enable an important step in maritime decarbonization.”

n In November

2023, H2SITE validated a first ammonia cracker to produce highpurity hydrogen for onboard power generation using a 30kW PEM fuel cell on board the Bertha B offshore supply vessel

n APOLO project

technical director Dr Fausto Gallucci of TU Eindhoven (TUE) noted that the development of the next generation of hydrogen selective membranes would improve the performance of the membranes and lower costs

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

JANUARY/FEBRUARY 2024 | 39

ONSHORE POWER SUPPLY

CONVERTER TECH MODULATES ONSHORE POWER SOLUTIONS Pekka Järvinen, Product Portfolio Manager at ABB Motion, explains how sophisticated converter technology addresses key obstacles, such as operating frequencies used by onshore networks and vessels, to deliver reliable shoreside electrical power to ships

Credit: Cecilie Hatloy

n The Norway-

Sea transport is one of the most energy-efficient means of moving goods and people around the world, yet it continues to produce a substantial – and growing – carbon footprint. In fact, shipping is responsible for approximately 3% of global greenhouse gas emissions. With projections indicating that maritime trade may triple by 2050 and the ever-growing popularity of cruise vacations, the industry is under pressure to significantly reduce emissions from all existing and future sea-faring vessels.

An area that has come under intensifying scrutiny is the air and noise pollution caused by ships while docked. Even when a ship is berthed, electricity is required for lighting, air conditioning, cooling, and control systems – collectively referred to as “hotel loads” –with cruise ships being a prime example. Consequently, many of these ships rely on diesel generators to keep their onboard electrical networks going while docked, causing significant air and noise pollution.

One way to mitigate these environmental impacts is to adopt direct-to-shore electrical connections. This practice involves vessels docking at ports and plugging into the onshore electricity grid, provided the ships and ports have the infrastructure. By doing so, the ships can power down their auxiliary engines, resulting in a cutback of emissions and a reduction in noise and vibrations in the port. Known as “cold ironing,” this concept dates back to the days when coal-fired ships, upon reaching the dock, no longer needed to burn coal

40 | JANUARY/FEBRUARY 2024

based Hareid Group's HG Shore Power™ solution has been installed at various shipyards and ports along Norway’s western seaboard

to keep their boilers running. Hence the metal (“iron”) of the boilers would go cold when berthed for lengthy periods.

Ship-to-shore power technology is well-established and commercially available, with more ports upgrading their berths and facilities to accommodate it. As infrastructure continues to develop, its potential to significantly lower the shipping industry’s contribution to global emissions is considerable. Implemented correctly, it can also help improve air quality near the port areas.

Yet, despite its advantages, widespread adoption of cold ironing is still on the horizon, pending the establishment of compatible infrastructure across all ports. A critical aspect of ensuring a smooth transition from ship-generated power to a shoreside electricity supply is the use of converter technology, but it must meet some challenges first. With continued innovation and investment, this technology could be the linchpin that unlocks the full potential of cold ironing as a sustainable practice in ports globally, clearing the path toward a cleaner maritime environment.

But what makes converter technology so central to enabling docked vessels to utilize shore power? And what is being done to facilitate its adoption?

Smooth power transition with converter technology The key obstacle in establishing shore-to-ship electricity connections is the discrepancy in frequency and voltage

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between land-based power systems and those found on maritime vessels. Most ships have onboard systems designed for 60 Hz electricity, whereas many regions across the globe – particularly throughout Europe – utilize a 50 Hz grid. Grid converters are an essential piece of technology to bridge this gap.

These converters enable seamless connections between ships and onshore power systems, ensuring a constant electricity supply even in regions with less stable grid infrastructure. The systems are flexible and equipped to handle a wide array of electrical loads, provided that the demand remains within the rated capabilities.

The first vessels to pioneer the transition to shoreside power were cruise liners, cargo container vessels, and vehicle and passenger ferries, as they tend to spend considerable time in ports and require an uninterrupted power supply for their hotel loads. Using shore-to-ship power in this way enable these ships to deactivate their power systems while maintaining the operational continuity of their onboard facilities.

As environmental regulations tighten around the globe, other sea-going vessels, including modest-sized fishing boats and large military ships, have started to implement shore connection technologies. Initiatives like the FuelEU Maritime, recently endorsed by the EU Council, will make it mandatory for container ships to connect to onshore power supplies when docked at major EU ports from 2030. Similarly, countries like Norway are accelerating the rollout of shorepowered installations at their ports, positioning themselves at the forefront of this environmental initiative.

These regulatory shifts echo a growing recognition of the environmental benefits offered by shore power connections and represent a concerted effort by governments to curb maritime emissions and other pollution. The impact of these changes will likely ripple across the maritime industry, propelling advancements in shore power technology and infrastructure and setting a new standard for sustainable practices in ports worldwide.

The Norway-based Hareid Group illustrated this nearly two years ago when it unveiled its HG Shore Power™ solution, which has since been put into operation at various shipyards and ports along Norway’s western seaboard. Positioned conveniently on the dock and encased in portable units, the shore power systems adjust the local grid’s voltage and frequency to meet the specific requirements of the docked ship. Offered in 550 and 1000 kVA power levels, these selfcontained solutions draw upon ABB’s ACS880 Multidrive technology, effectively eliminating emissions, noise, and vibration. A user-friendly interface enables simple vessel connections and power consumption tracking, while offering the flexibility to customize power levels and frequency.

Shore power’s wide-ranging benefits The increasing adoption of shore-to-ship power across a wide range of vessels has led to notable reductions in emissions during their time at port. This positive environmental impact has been seen across a diverse fleet – from cruise ships and passenger ferries to container ships, fishing vessels, and military craft.

By tapping into the power supplied by onshore grids, these vessels have managed to cut down their CO2 emissions by up to 35% while berthed. This reduction translates to a daily savings of more than 13.77 metric tons of CO2 emissions for each ship, an equivalent environmental benefit to taking over 1,000 combustion engine cars off the road every day.

Moreover, the switch to shore power offers significant financial incentives for ship operators. They can expect a likely decrease in maintenance costs for auxiliary engines since

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Credit: Cecilie Hatloy

ONSHORE POWER SUPPLY

operators will be scaling back on their running time.

Furthermore, shutting down diesel generators and connecting to onshore energy grids means tapping into a cleaner and often less expensive energy source. This could even be from renewable energy, further enhancing sustainability.

Even with the clear benefits of shore-to-ship power connections, realizing widespread adoption demands close collaboration between port authorities, ship operators, and global governments.

n The HG Shore

Power units adjust the local grid’s voltage and frequency to meet the specific requirements of the docked ship

Meeting cabling challenges with MV technology While the push for global implementation of shore-to-ship power is promising, there are other barriers standing in the way of widespread adoption. One comes in the form of electrical cabling. The high-power requirements for energizing docked ships typically require an extensive and complex network of cables, incurring high costs and posing operational difficulties.

A key solution to this is medium voltage (MV) technology, which enables electrical power transmission at higher voltage levels. By doing so, it significantly lowers the current, which in turn reduces the number of required cables. This simplifies the installation process and cuts down on expenses related to cable materials, maintenance, and infrastructure.

Shore-to-ship power solutions that offer low voltage (LV) and medium voltage (MV) technology are the most effective as they are designed to operate in tandem with the ship’s electrical systems. The MV solution can deliver power in a broad spectrum, ranging from 15 to 20 megawatts (MW), depending on the specifics of the port and the class of ship being serviced. These solutions offer flexible configurations to meet the distinct demands of each harbor and vessel.

Some suppliers go a step further, offering comprehensive turnkey shore-to-ship power packages that encompass connecting to the public power grid and installation on ships.

This range of technology solutions adds momentum to establishing robust shore-to-ship power infrastructures.

Onshore power is the cleaner option Connecting to onshore power grids allows vessels to slash their greenhouse gas emissions and reduce noise pollution while simultaneously cutting operational expenses. To realize this globally, ship and port operators must embrace converter technology and seek alternatives to costly and extensive cabling.

Considering that the shipping industry accounts for nearly 3% of global greenhouse emissions, there’s a vital need to address its environmental impact. The implementation of shore-to-ship electrification could offer considerable benefits worldwide.

JANUARY/FEBRUARY 2024 | 41

DESIGN FOR PERFORMANCE

DESIGNING THE NEXT CANADIAN POLAR ICE BREAKER Elomatic and VSY will work together to help to develop a new generation of icebreakers, Rami Hirsimäki, Senior Vice President, Marine & Offshore Energy at Elomatic tells The Motorship The Canadian Polar Icebreaker project originally began in 2012 by the Canadian Government as a replacement for the CCGS Louis S. St-Laurent -the former icebreaker which entered in service in 1969- with the aim of constructing a larger and more powerful icebreaker. The Canadian government were looking for a new modern and effective design that could adapt to future requirements, fulfil its intricate mission profile, and enable extended operations at higher latitudes and in demanding Arctic conditions.

However, the project was put on hold for nearly 10 years before being reignited in early 2021, this is where Elomatic was brought in to contribute to the project's development.

The successful completion of the basic design phase and the continued co-operation in the Functional Design phase of the icebreaker led to a new Production Design contract between Elomatic and VSY to ensure a long-term collaboration

The journey so far The preliminary design phase marked the inception of collaborative efforts involving Elomatic, Aker Arctic, and Seaspan Vancouver Shipyards (VSY), to review and enhance the vessel concept, explore potential design improvements, and ensure the integration of cutting-edge technology.

Following the successful completion of the initial design phase, Elomatic has maintained a close partnership with VSY in subsequent engineering stages, particularly in the ongoing Functional Design phase, slated for completion by mid-2024.

Looking ahead, the Production Design phase is scheduled to start early this year, followed by the Construction Phase starting around 2025. The comprehensive build process will persist until 2030, culminating in the delivery of the vessel to the Canadian Coast Guard.

between Elomatic and VSY to ensure a long-term collaboration. At this stage, Elomatic will be engineering the design to meet production requirements to build the vessel and will continue supporting the shipyard in improving its shipbuilding processes. Elomatic takes pride in being part of such an important and complex project.

The Polar program falls under the defense sector, entailing 100% Canadian Industrial and Regional Benefits (IRB) obligations. Elomatic is committed to comply with the IRB requirements, envisioning opportunities to expand operations in Canada, reinvest, and create sustainable prospects, marking a significant milestone in Elomatic's strategic development within the country.

Major changes & key challenges Adjustments were implemented to the propulsion and helideck of the icebreaker to meet current requirements. The steel hull of the new Canadian Polar Icebreaker was optimized using nonlinear analysis tools, resulting in a lighter ship with advantages such as reduced steel weight, lower construction costs, and an efficient steel structure. Additionally, three different propulsion options were assessed, and extensive model tests in both, ice and open water, were conducted to confirm the vessel's performance and manoeuvrability. Based on the results a hybrid propulsion system with two azimuth thrusters and one center line shaft was proposed to the CCG and finally selected as the new propulsion configuration.

Considering the harsh Arctic ice conditions, the project team had to consider multiple challenges; like dealing with extreme and unpredictable ice conditions in the Arctic and function effectively in the very cold and long-lasting winters, being versatile to undertake various missions and conduct environmental research requiring a fuel capacity for extended periods in the remote Arctic and adaptability to ensure compliance in the face of uncertain future regulations.

A milestone for Elomatic’s expansion in Canada The successful completion of the basic design phase and the continued co-operation in the Functional Design phase of the icebreaker led to a new Production Design contract

42 | JANUARY/FEBRUARY 2024

n Rami Hirsimäki,

Senior Vice President, Marine & Offshore Energy at Elomatic

Elomatic’s pivotal role The project stands as a testament to innovation in Arctic ship design and underscores the importance of international collaboration across Canada, Finland, Germany, and Poland. The overarching goal is to make a positive impact in Canadian territory, enabling the Canadian Coast Guard to operate effectively in higher latitudes, providing enhanced support, advancing high Arctic science, and ensuring a rapid response to maritime emergencies.

Regardless the type of vessel, Elomatic’s help evaluate safety, usability and energy efficiency and to design the best possible concepts. Finding the right solution for each individual ship, requires looking out for the best options, analyze possible solutions and select the most suitable one for a customer’s fleet today as well as future proofing for tomorrow.

This requires assessments of the current state of technology on board individual ships, the requirements for the future and the overall condition of the ship and its systems.

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SHIP DESCRIPTIONS

LOW-EMISSION CAR CARRIERS FOR VW TRADE A new breed of vehicle carrier introduced to the Volkswagen Group’s transatlantic trade has been designed to marry high productivity and two-way utilisation with corporate goals as to a much reduced carbon footprint. By David Tinsley

n Cargo space-

optimised, LNG-fuelled PCTC Emden from Guangzhou

Deliveries of the 7,000CEU sisters Emden and Wolfsburg from Guangzhou Shipyard International (GSI) signify a further stage in China’s emergence as a premier global force in PCTC design and construction. An earlier VWbacked contract had given rise to the completion by Xiamen in 2020 of the pioneering, LNG-fuelled vessels Siem Confucius and Siem Aristotle.

Ordered by Bermuda-headquartered, New York Stock Exchange-listed SFL Corporation, the two latest newbuilds incorporate LNG dual-fuel propulsion and auxiliary machinery and a versatile loading capability optimised within a 38m-wide hull envelope conforming to the 200m length restriction imposed by Japanese loading ports.

Emden was handed over during September 2023, followed

by Wolfsburg in November, and Volkswagen Logistics has secured both ships on 10-year charters, with options to extend the engagements by a further two years. The vessels will play a major role in the VW traffic linking the organisation’s hub port of Emden, in northwest Germany, with the US eastern seaboard and Mexico.

44 | JANUARY/FEBRUARY 2024

Such is the automotive group’s manufacturing network, range of brands and market position, that the ships will be loaded in both directions across the North Atlantic. The deck configuration and structures allow for a degree of heavy cargo, but with the headroom and requisite axle and wheel loading provision throughout for the heavier sports utility vehicle (SUV) and electric car models that continue to gain market ground.

While westbound shipments to the North American market encompass Volkswagen, Audi, Porsche and other brands in the extensive VW portfolio, the output of the group’s Mexican factories, and its huge Puebla plant in particular, generates substantial demand for eastbound shipping space to Europe. Located southeast of Mexico City, the Puebla complex produces Beetle, Jetta, Cabriolet, Golf, Sportwagon and long-wheelbase Tiguan models. It is understood that two of the decks have been fitted so as to permit future transportation of hydrogen-fuelled vehicles.

Cargo access and egress is by way of a jumbo quarter ramp, designed by MacGregor and incorporating the proprietary

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Load Monitor System, affording more scope for heavier project cargo, potentially up to 300t. Expeditious cargo handling when starboard side to the quay is also facilitated by a side ramp in the aftship section for lighter vehicles.

The 7,000CEU vessel blueprint, customised to the requirements of both owner and charterer, was developed

by Shanghai Merchant Ship Design & Research Institute(SDARI) in compliance with DNV class rules. While characteristically slab-sided, a feature of the Emden is the vertical bow with accentuated flare, contributing to the maximisation of internal volume for revenue-earning.

Emden is powered by a single MAN two-stroke engine of the gas-injected(GI) type, enabling primary operation on LNG with the capability to revert to fuel oil. The six-cylinder S60MEC10.5-GI low-speed unit has been specified at an output of 13,300kW at 105rpm, giving a service speed of 19 knots.

The engine type is attributed with a very small methane slip factor due to the high injection pressure, and offers a design reserve for a maximum rating of 14,940kW. The S60ME-GI plant includes EGR and SCR technology to ensure Tier III NOx compliance in all modes.

The auxiliary installation is also founded on dual-fuel prime movers, such that the vessel can be run wholly on LNG. Each of the MAN 8L28/32DF four-stroke engines driving the three main gensets can deliver 1,600kW at 720rpm.

The adoption of LNG fuel promises a 25% reduction in tank-to-wake CO2 emissions, plus up to 30% lower NOx, virtual elimination of SOx and a cut in soot particles by as much as 60%.

LNG fuel is stored in two vacuum-insulated tanks of 1,675m3 capacity supplied by MAN Cryo and located immediately forward of the main engine room. The scope of the Swedish-based cryogenic specialist’s contract included the high-pressure and low-pressure gas handling equipment for the main and auxiliary engines, respectively, the boil-off gas(BOG) management system, with two low-pressure compressors, port and starboard side LNG bunkering stations and nitrogen generation plant.

Manoeuvring in close-quarter port and terminal environments is assisted by a 2,000kW tunnel thruster in the bow, made in China to a Kawasaki Heavy Industries design.

Formed in 2003 as a wholly-owned subsidiary of crude oil carrier specialist Frontline, part of the John Fredriksen-

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

n An aerial view

headed organisation, SFL Corporation has developed from a pure tanker company into the owner of a diversified fleet, embracing investments in the bulker, containership and offshore sectors as well as the tanker business.

The expansion of the asset base into the vehicle carrier market has, as in the other spheres of interest, been underpinned by charter agreements with major shipowning groups and cargo generators. Two of the existing fleet of PCTCs, the 6,500CEU SFL Composer and SFL Conductor, have provided SFL with its initial VW long-term contracts.

Following on from the Emden and Wolfsburg, two further 7,000CEU newbuilds booked from GSI are due in 2024 as the Odin Highway and Thor Highway and have each been committed to K Line for 10 years.

Responsibility for crewing and technical oversight of the Emden and Wolfsburg, plus the two further newbuilds chartered to K Line, has been placed with Emden-based Lauterjung Shipmanagement, which already husbanded the SFL Composer and SFL Conductor. The new vessels are registered in Monrovia under the Liberian flag.

Besides SFL’s Odin Highway and Thor Highway, shipbuilding contractor GSI, a subsidiary of China State Shipbuilding Corporation, has a considerable forward workload of vehicle carrier orders, spanning tonnage for South Korean owners as well as various Chinese companies.

Although GSI is well-versed in the sector, Emden ranked as the first LNG-capable, large PCTC from southern China, and the Guangzhou yard faced and overcame the challenges presented in the construction process as regards core technologies such as thin plate deformation control, hull structure accuracy control, installation and commissioning of heavy ro-ro access equipment, besides the LNG dual-fuel propulsion system.

of the Volkswagen auto plant in Puebla, in the state of Puebla in Mexico

n The Siem Emden

Credit: MAN Energy Solutions

PRINCIPAL PARTICULARS - Emden Length overall 199.9m Length bp 195.6m Breadth 38.0m Depth 14.8m Draught 10.0m Gross tonnage 69,470t Deadweight 19,243t Vehicle capacity 7,000CEU Cargo decks 12 Main engine power 13,300kW Service speed 19kn Auxiliaries 3 x 1,600kW LNG fuel tanks 2 x 1,675m3 Bow thruster 2,000kW Class DNV Class notations +1A Car carrier, BIS, BWM(T), CLEAN, COAT-PSPC(B), E0, Gas fuelled LNG, LCS, MCDK, NAUT(OC), Recyclable, TMON(oil lubricated), ER(EGR, SCR, Tier III) Flag/registry Liberia/Monrovia

Copyright: Volkswagen AG

SHIP DESCRIPTIONS

is powered by a six-cylinder S60ME-C10.5-GI low-speed engine, with a specified output of 13,300kW at 105rpm, some 700kW higher than the analogous unit on the Siem Confucius (pictured)

JANUARY/FEBRUARY 2024 | 45

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50 YEARS AGO

VOYAGES SLOWED BY FUEL SHORTAGES The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edstrom editor@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Wendy Laursen SALES & MARKETING

February 1974 saw a continuing global fuel shortage, leading to ship operators reducing sailing speeds – a foretaste of ‘slow steaming’.

Our predecessors wrote in the February 1974 issue of The Motorship that although slower sailing undoubtedly saved fuel costs, it reduced time in port that could be spent in maintenance of machinery.

And operating at reduced speed meant engines would be running at lower levels of efficiency, particularly in adverse weather.

One consequence of the problem could be that shipowners would be looking to cut manning levels, leading to increased automation and unmanned engine rooms. Another may be that the shortage of bunker fuel would most likely lead to lower-quality fuels being used. Interestingly, in view of later environmental regulations, the type of ‘poor quality’ fuel described was that of Eastern origin, with low sulphur content. This would lead to excessive wear and, thanks to the need to use high-alkaline lubricating oils, severe coking. At the time, these problems were seen as being even worse when burning distillate fuels rather than residual oils.

Perhaps these doubts about traditional fuels and engines were behind a preponderance of mediumand high-speed propulsion in the February 1974 issue. Sulzer licensee Zgoda of Poland had achieved a milestone of producing 1 million bhp of Sulzer medium speed engines, culminating in the first 16ZV40/48, rated at 600 bhp per cylinder, with testbed trials showing that this could easily be increased to 650 bhp. Using high-pressure turbocharging would result in a further increase to 725 bhp/cylinder, and reserves built into the basic design were expected to allow even larger increases in output. Most of the Zgoda-built engines were destined for fishing vessels, where remote control was normal, so they were well prepared for the expected industry-wide increase in automation.

It was a smaller vessel that formed the subject of the main ship description, namely Grima, a 93-passenger ferry for the Shetland Isles, fitted for ro-ro loading of 12 cars or an equivalent weight in freight vehicles. Power in this case came from two Kelvin TA6 engines rated for 210hp MCR at 1200 rpm, in a machinery room designed for unmanned operation. The major focus of the review though was not the ship itself, but the fact that during a troubled time for the UK shipbuilding industry, the 100-strong

48 | JANUARY/FEBRUARY 2024

Brand manager: Sue Stevens sstevens@mercatormedia.com Tel: +44 1329 825335

n Shetland Island ferry Grima workforce at the Bideford Shipyard, voted to continue working while the yard was in liquidation, in contrast to the poor industrial relations elsewhere in the industry.

Among the high speed engines featured was the MAN-Sulzer ASL 25/30, just entering series production; a product of the cooperation between the two rival companies. The ‘new generation’ unit, offering 245bhp/cylinder at 1000 rpm, was aimed at propulsion of smaller vessels as well as auxiliary use in large ships.

In Japan, Hitachi was testing a new engine, the T20H, developed in cooperation with B&W. Intended primarily for auxiliary duties, the 200mm bore engine developed 100bhp/cylinder at 900 rpm, and was offered at lower cost than the other engines in the B&W auxiliary portfolio of equivalent power, due to its smaller number of cylinders.

Automation was something of a running theme in the issue, and the topic was the subject of a special survey. Remote control of engines and main machinery from a control room or the bridge seemed well accepted, though there was still reluctance among shipowners to leave engine rooms completely unmanned. Other recent developments included onboard test facilities for electronic and pneumatical control equipment as well as computercontrolled voyage reporting. The survey concluded, though, that most owners remained to be convinced that the equipment cost could be justified.

Production David Blake, Paul Dunnington production@mercatormedia.com EXECUTIVE Chief Executive: Andrew Webster awebster@mercatormedia.com TMS magazine is published bi-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

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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

n The latest Sulzer medium speed engine on test at Zgoda

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