The Motorship January 2020

JANUARY 2020

Vol. 101 Issue 1177

WinGD short-stroke: New 520mm bore

New 350mm ME-C:

US35ME-B type upgrade

MS100 focus:

Evolving bulker design

DNV GL approval:

New LCO2 containment

ALSO IN THIS ISSUE: Yara scrubber corrosion | EU Green Deal | $5bn industry R&D fund | PFF conference review

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CONTENTS

JANUARY 2020

8 NEWS

4

24 German yard bags €100m icebreaker

Pella Sietas Shipyard in Hamburg won a €100 million order for the biggest new icebreaker ever built in Germany. The shipyard will deliver the 120m long Icebreaker7 Class vessel for Russia’s ROSMOPORT in 2023

26 EU Green deal to extend ETS

The EU announced plans to expand the scope of the EU’s emissions trading scheme (ETS) to include emissions from the shipping sector

by June 2021 as part of its Green Deal on 11 December. The package included ambitious goals to restrict tax exemptions for maritime fuels

26 DNV GL develops LPG notation

DNV GL has developed new class rules and a ‘Gas fuelled LPG’ notation to assist the introduction of LPG as a fuel. The notation and rules draw on DNV GL’s rules for ships using LNG as fuel but reflect differences between the two fuels

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

Social Media Social Media Linkedin Linkedin Facebook Facebook Twitter Twitter YouTube YouTube

FEATURES

10 REGULARS 8 Industry R&D fund report

Eight leading shipowner associations have proposed a $2/t fuel levy to fund an IMO-mandated decarbonisation R&D fund. We examine the proposal

10 Special Report

Stevie Knight examines the rapidly evolving autonomous systems space, and discusses how designers are wrestling with the complexity of providing decision support

32 Ship Description Fednav took delivery of two geared handysizes from Oshima Shipbuilding in 2019.

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16

12 WinGD’s new short-stroke engines

WinGD announces plans to introduce short-stroke variants of its 520mm bore and 620mm bore engines, along with dual-fuel variants

14 MAN ES upgrades S35ME-B workhorse

MAN Energy Solutions is upgrading its S35ME-B workhorse engine with a new S35ME-C9.7 version, which reinforces MAN’s competitiveness in the small bore low speed market

16 Alternative futures

The 41st annual conference organised by The Motorship proved highly topical, with a strong slate of presentations on topics including LNG and alternative fuels, and attracted a high calibre audience of ship owners, technical specialists and industry leaders

21 MS100 – Bulker designs

As part of our series of articles celebrating The Motorship’s centenary, we look at how bulker design has evolved in recent years.

24 First LCO2 tank approval

DNV GL concluded pre-class evaluation of Type C containment tanks for liquefied CO2 for the Northern Lights Carbon Capture and Storage project in October 2019

The Motorship’s will The Motorship’sPropulsion Propulsion&&Future Future Fuels Fuels Conference Conference will take place Germany. take placeon on17-19 17-19November November2020 2020 in in Hamburg, Hamburg, Germany.

Stay touchatatpropulsionconference.com propulsionconference.com Stay inintouch

JANUARY 2020 | 3

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NEWS REVIEW

VIEWPOINT

GERMAN YARD BAGS €100m ICEBREAKER CONTRACT

NICK EDSTROM | Editor nedstrom@motorship.com

Welcome to our January 2020 issue of The Motorship.

2020 promises to be a memorable year for The Motorship, as we mark the centenary of our first issue with a series of monthly special features, covering landmark projects, companies and developments that have accompanied our publication over the last few years.

We begin our coverage with a series of articles covering the dry bulk sector, covering the evolution of bulker design, as well as the development of rules to cover liquefaction, which remains a closely monitored challenge for the segment. David Tinsley has also contributed an article looking at the close collaboration between Japan’s Oshima Shipbuilding and Fednav in the development of its latest Lakers.

2020 is also likely to be remembered as a year when a number of regulatory developments came into effect, with the year being neatly bookended by the entry into effect of the IMO global sulphur limit on 1 January 2020 and the introduction of requirements under the EU Ship Recycling Regulation (SRR) for non-EU vessels to submit a statement of compliance (SoC), together with the IHM, on 31 December 2020.

The pace of recent regulatory developments shows no sign of relenting. The incoming European Commission confirmed plans to expand the scope of the EU’s emissions trading scheme (ETS) to include emissions from the shipping sector by June 2021 as part of its Green Deal on 11 December.

The package is expected to have much broader implications for the European shipping sector, given its ambitious goals of increasing the 2030 target to 50% from its current 40%, modifications to the scope of the ETS, and plans to restrict tax exemptions for maritime fuels.

While the development of low-emission alternative fuels is likely to be stimulated by the decision if implemented, it is unlikely that any alternative fuels could be introduced and scaled up to meet demand by 2030. The proposal by eight major shipowners associations to introduce a compulsory $2/t levy on marine fuel to contribute to an R&D fund represents an important maritime-led contribution to the decarbonisation debate. We examine it on page 8.

It was a measure of how fast the alternative fuels debate is progressing that the feasibility and economic viability issues around such fuels have evolved since the discussions held during The Motorship’s Propulsion and Future Fuels conference in Hamburg in mid-November.

LNG was likely to remain the most favoured low-emission fuel and was set to increase in importance over the near term. It was unlikely that alternative fuels would emerge in commercially viable volumes in time to meet the fuel demands of vessels operating in 2030 given the lead time and costs involved, while cost considerations are likely to continue to favour hydrocarbon-based hydrogen vectors over green wind or solar derived fuels in the near to medium term. Such schemes would need to be combined with carbon capture schemes in order to ensure their carbon neutrality.

This suggests a new area for shipping could be the development of viable carbon capture, use and storage schemes. The amendment to the London Protocol in autumn to allow international shipments of carbon dioxide (CO2) represented an important step in removing regulatory obstacles. We explore the detailed work undertaken by DNV GL in approving the containment system for a liquid CO2 carrier for the Equinor-led Northern Lights CCS project in this issue.

We wish all our readers a happy New Year.

4 | JANUARY 2020

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Pella Sietas Shipyard in Hamburg has clinched a €100 million order from Russian authorities for a new icebreaker described as the biggest ever built in Germany, reports Tom Todd.

Pella Sietas, in Neuenfelde on the Elbe, said the newbuilding, 120m long, 27.5m wide, drawing 8.5m, was also “the biggest single order” ever for the yard. Yard head Natallia Dean added “we have been working for six years to clinch this now successful order which is a significant milestone in the history of the concern”.

The former J.J.Sietas Shipyard, founded in 1635 and the oldest shipyard in Germany, was sold to Russia-based Pella Shipyard in 2014 after becoming insolvent. The icebreaker contract has been placed by JSC Pella Shipyard.

The newbuilding will be designed to serve in northern Polar seas in temperatures down to -40C. Its bow will crush ice with a thickness of up to 2.5m, the yard said.

Initial technical information on the newbuild is sparse but the yard said it will have two 9000kW rudder propellers of as yet unknown type and manufacture as well as two, equally unidentified, bow thrusters each of 1,000kW. A service speed of 12 knots is expected in open water and the newbuild will accommodate 35 crew and 22 specialists, who can

8 Busy Pella Sietas. Now with its biggest single order ever

be flown in and out using the vessel's own helipad.

Pella Sietas said the newbuilding - an Icebreaker7 Class vessel -is part of a Russian fleet modernisation programme and will function as a multipurpose ship. It will clear sea lanes of ice and also serve as a pilot ship for big ships, as a tug with 120 ton bollard pull capability for ships and floating structures and as a fire-fighting, sea rescue and deck cargo transport ship.

The newbuilding is for delivery to end user ROSMORPORT in 2023. That Government agency provides icebreaking and other services to vessels in 15 Russian ports and their approaches as well as further afield. Pella Sietas said the agency, with 36 icebreakers, has one of the biggest icebreaking fleets in the world.

Natallia Dean said Pella Sietas was currently “well booked”and planned to increase its personel to 400 to cope by the end of next year.The yard is currently building a 132m dredger for German authorities for delivery next year and also transporting sections for what is billed as Europe's first single fuel LNG ferry to owners on the Lake of Constance in south Germany.

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

10/01/2020 08:39

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Navigating 2020 and beyond

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NEWS REVIEW

MHI inhouses TCs

Mitsubishi Heavy Industries Marine Machinery & Equipment Co., Ltd. (MHIMME) will begin production of MET turbochargers at its Akunouramachi plant in Nagasaki from 1 January 2020. Until December, Mitsubishi Hitachi Power Systems, Ltd. (MHPS) had manufactured MET turbochargers on MHI-MME's behalf at a separate plant in Nagasaki. The move means MHI-MME will be responsible for the entire lifecycle of the product, from product development through to manufacture and after-sale servicing. MHI-MME is also trialling VR tools for turbocharger maintenance.

Tanker EcoPellers

Schottel has received an order to supply two 2,000 kW EcoPellers and a bow thruster for installation in a 120m long chemical/oil tanker designed by Bestway Marine Engineering Design.

The tanker will be built at Chinese shipyard Taizhou Kouan Shipbuilding and will be operated by a European owner. Model tests carried out at the Chinese research institute SSRI found that when compared to a conventional rudder propeller with nozzle, the EcoPeller demonstrated a 10% increase in propulsion efficiency at a ship speed of 12 knots throughout testing.

India ratifies HKC

The Indian government plans to ratify the IMO’s Hong Kong Convention, the treaty for safe and environmentally sound ship recycling. India is also submitting a bill to limit imports of ships for demolition to authorised yards. Ship Recycling Plans (SRPs) will need to be prepared for incoming vessels and incoming ships will need to obtain a “Ready for Recycling Certificate” in accordance with the Hong Kong convention.

6 | JANUARY 2020

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WHAT DOES THE GREEN DEAL REALLY MEAN? The Green Deal, unveiled by EC President Ursula von der Leyen, is now on the table, but what are we to make of it? The implications certainly require a considered look, writes Stevie Knight.

“We're - cautiously optimistic... but it's a mixed bag,” Lars Robert Pedersen of BIMCO told TMS. This may be the point: the Green Deal's challenges and opportunities are designed to both be far reaching and intertwined in a way that's never before been attempted.

Along with enshrining 2050 climate-neutrality in law and increasing the 2030 target to at least 50% from its current 40%, it's looking to tighten the European Emissions Trading Scheme, broaden its reach and by the way, close existing tax exemptions for maritime fuels - which is, according to Pedersen, “complex... and a very hot potato for member states”.

Further, alongside the Euro-ETS, the Deal states it wants to “regulate access of the most polluting ships to EU ports and to oblige docked ships to use shore-side electricity”. It's also ambitious enough to push for phasing out investment in fossil-fuel infrastructure in partner countries using “diplomatic and financial tools”.

However, on the other hand, it's trying to open what it calls “a sustainable blue economy”.

So, there's money for clean technology, a pot which could amount to €10 billion. “It's important to highlight, the shipping sector is eligible for this

Image: Pixabay

BRIEFS

finance,” said Sam Van den plas, Carbon Market Watch policy director: “For example, fuel cells and renewable, green hydrogen power could be supported through the innovation fund,” largely through EU programmes such as Horizon Europe.

“This is very positive... they've recognised shipping is a very efficient form of transport, and want to ramp up sustainable transport fuels. This can really drive our decarbonisation future,” said Pedersen, pointing to the priority put on disseminating green energy infrastructure.

However, there are definitely layers of ambiguity, added Pedersen. For example, while the Deal implies it wants to bring shipping inside the European Emissions Trading Scheme (ETS)

by June 2021, “it also says it wants to develop international carbon markets with global partners”, adding for shipping “this means IMO”.

But does the inclusion in the EU ETS compromise potential IMO moves to put a price on shipping's carbon?

8 "Sustainable transport fuels... can really drive our decarbonisation future": Lars Robert Pedersen of BIMCO

Certainly, back in 2017 IMO Secretary-General Kitack Lim said: “Inclusion of emissions from ships in the EU-ETS significantly risks undermining efforts on a global level.”

There may be some consolation for clean shipping companies: the new 'carbon border adjustment mechanism' (which aims to level the field against high-carbon, lower-cost imports), will embrace transport, so shipping companies offering a low CO2 footprint should gain European business.

But it will be some time before all this reaches the law books. “We have to remember, this is a policy document not legislation - and there's a lot that needs working out,” said Pedersen. “What is real, what is pressure, is difficult to ascertain - but still, although there are concerns, we are positive.”

DNV GL TO BOOST LPG AS FUEL WITH NOTATION Speaking at a press conference in Shanghai at Marintec, DNV GL - Maritime ceo Knut OrbeckNilssen, said class society DNV GL had developed new class rules and a 'Gas fuelled LPG' notation to assist the introduction of LPG as a fuel.

Mr. Orbeck-Nilssen added that he would “not be surprised” if notations covering other alternative fuels followed.

The notation offers a straightforward path towards

compliance with the 'alternative design approach' mandated by the IGF Code.

The 'Gas fuelled LPG' notation covers internal combustion engines, boilers and gas turbines for both gas-only and dual-fuel operations. It also covers requirements for the ship's fuel supply, considering all aspects of the installation from the bunkering connection up to and including the LPG consumers (main and auxiliary engines, boilers etc).

The notation and rules are based on DNV GL's rules for ships using LNG as fuel but reflect the differences in properties and phases between the two fuels. LPG is denser than air, unlike LNG, which requires a different approach to leak detection and ventilation. LPG also has a lower flammability range, with a lower explosion limit of 2%. On the other hand, LPG has a higher boiling point and, unlike LNG, does not need to be stored at cryogenic temperatures.

S to • • • •

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Asia Pa

SHIPOWNER R&D FUND FOCUS

R&D FUND PROPOSED BY INDUSTRY LEADERS Expected to be worth US$5bn over a ten-year period, it aims to give the research and development of low or zero-carbon fuels and technologies much needed critical mass. At the same time, the amount is pitched at having “negligible” impact on trade or IMO member states’ economic interests.

The proposal, which will be taken to IMO MEPC meetings for discussion next year is designed to be “simple, accountable and deliverable,” said Esben Poulsson, chairman of the International Chamber of Shipping (ICS), one of the proposing partners. But to work “it has to be a mandatory, not voluntary scheme” said Lars Robert Pedersen of coalition member BIMCO: “There can be no free rides.”

There are already signals that it’s being endorsed by big engine manufacturers: “Driving decarbonization is one of MAN Energy Solutions’ main aims”, said Dr Gunnar Stiesch, senior VP and head of Engineering Engines.

However, Stiesch also commented that “we would encourage... providing full transparency” for both utilisation and project results. There may also be some concern from other quarters that the playing field could be distorted by less scrupulous owners taking advantage of loopholes.

“It’s been crafted in a way that we can be reasonably sure everyone participates”, underscored Pedersen. Further, he added, “though IP property rights will have to be fleshed out, the principle is clearly not to throw money at a programme that then simply becomes proprietary to a vendor”.

Other worries about its efficacy may - possibly - be eased by the way the proposal builds on well-established mechanisms: for example, the amount due will be verified by the Fuel Oil Data Collection System and there will be oversight by IMO via a supervisory body (composed of member state reps) reporting to the MEPC. As a result “our plans are transparent, and our regulator has teeth”, said ICS secretary general Guy Platten, two very good reasons to take this initiative seriously.

The idea is to set up an account for each ship based on IMO number, with the entity that actually pays the fuel bill being responsible for passing on contributions - not, underlines the proposal, bunker suppliers or other third parties.

Despite this, there remain some challenges said Pedersen, as it hinges on IMO and member states passing a MARPOL amendment which demands ships carry a certificate of proof that they’ve contributed to the fund, for ready inspection in port.

There are some further tweaks to be hammered out: for example, a lower R&D contribution per tonne would accrue to low-carbon fuels and energy sources, or those with lower GHG emissions than conventional fuels. Further, special attention will be paid to operational innovations addressing the high transportation costs of many Small Island Developing States (SIDS) and other remote locations.

However, it should be noted that despite its global nature, “this should not be considered a market-based measure” underlined Stuart Neil of the ICS. Still, while not an MBM itself, it may pave the way for its introduction. The proposal states it “could provide some of the

8 | JANUARY 2020

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Photo: Jessica Bühler, Pixabay

A global decarbonisation R&D fund could be financed by a mandatory contribution of US$2 per tonne of marine fuel, writes Stevie Knight

architecture” for development of a levy-based measure, “in a manner that would reduce the possibility of market distortion”.

Certainly, MAN ES is looking toward “current and anticipated IMO regulations” to go further by “creating a pricing scheme directly related to the actual greenhousegas footprint of the particular fuels used”, said Stiesch.

Moreover, as Neil added: “If MBM’s are seen as a way forward at IMO, this could be a vehicle for that to work quickly, making sure we have the underpinning technology to achieve the transition.”

It’s a clear winner for alternative tech companies: the proposal “shows clear recognition of the commercial benefits of a coordinated, rapid emission reduction”, said Diane Gilpin of Smart Green Shipping, especially as these ambitions “require massive infrastructure change”.

While the fund won’t see innovation through to commercial realisation, it aims to be a broad brush: all kinds of carbon reduction measures could apply to the fund explained Pedersen.

Gilpin added, “scaling-up nearer-to-market fuel-reduction technologies like 21st-century wind-assist” is a necessary part of the mix. The proposal is ambitious but it could create a wave of innovation. Neil concluded: “This isn’t merely a commitment, it’s a mechanism to deliver change.”

8 A global research and development fund could change the shape of marine innovation

8 The R&D fund proposal is designed to be “simple, accountable and deliverable”: Esben Poulsson, chairman of the International Chamber of Shipping

Or

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AUTONOMY

HAND IN HAND: IS MESHING MAN AND MACHINE THE FUTURE? Both she and Eero Lehtovaara of ABB are singing from similar hymn-sheets: “Generally the perception of risk is holding back full commercialisation, even though we’ve had [captain initiated] autoberthing and autocrossing systems deployed in Finland and Norway since December 2018... From our side, it’s new functionality added on top of mature technologies,” says Ryste.

“Let’s demystify things: it’s just a natural development,” says Lehtovaara. “We already today have seafarers monitoring the system that we call ‘a ship’. We are just adding a small piece.”

Inherent in this answer is the shift in focus from unmanned autonomous shipping toward decision support - a reframing of expectations for at least some of the industry. It also seems to be Stena Line’s approach: it recently stated it “aims to become the world’s first cognitive ferry company... assisted

by AI in all areas by 2021”.

Certainly, (leaving aside the plethora of small, unmanned craft) Stena’s initial utilisation of AI for fuel savings appears to be one of the lower hanging fruit. But there are other big-ship applications where it yields that important ‘risk reduction’ element.

Take the automated, active-heave compensated gangways entering the wind market: these learn to recognise different touchdown points and deploy automatically. As Ryste explains: “It can be quite hard for a human operator to control a gangway against the ship’s movement; here machine learning is better able to make decisions as its processing capacity is far quicker... it gives you connected, fully integrated systems.” And a much less bumpy ride. Despite this, there is more to meshing man and machine than meets the eye: broader support may not be that straightforward.

OCCASIONALLY UNMANNED BRIDGE Firstly, let’s take the developers view of risk reduction on the bridge. Lehtovaara is clear that automated systems play to “basic human psychology”. After all, “it’s mind-bogglingly boring to sit watch, and it’s a waste of resources”. Again it’s not a new idea, says Lehtovaara: “The Bridge Zero concept we’ve copied from the engine room, where we’ve had temporarily untended machinery spaces for a while”.

He explains: “You can have the crew following almost office hours, being called to the bridge if something happens....If it increases situational awareness, it can help in avoid collisions.”

It’s a similar rationale behind the autonomous tug being developed by KMDTech and ABB for the port of Singapore. The idea here is that the long transits would be taken by the latter’s existing Ability Marine Pilot Vision and Marine Pilot Control suite, albeit with a remote watch kept on progress. Again, the idea is keeping the crew refreshed and ready for work: “As we know humans have a limited focus,” says Lehtovaara.

MESHING MAN AND MACHINE But, there’s a risk inherent in this approach. “You could end up with a system that could handle 80% of operations...

10 | JANUARY 2020

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Image: Knight/Willyambradberry

An-Magritt Ryste of Kongsberg hits the nail on the head: “The important question to ask, is autonomy introducing or removing risk?” reports Stevie Knight

leaving the other more difficult 20% to the captain,” says Ryste. As she explains: “If the captain is just sitting at the helm most of the time, would it be fair to expect him to suddenly be able to handle a problem?”

The missing step is pointed out by Margareta Lützhöft of Western Norway University of Applied Sciences (HVL). Before the handover can take place, human and machine “have to get together to create a joint mental model of what’s going on”.

8 Hand in hand: how will we accomplish machine support?

PICKING UP THE PIECES “The big issue is that in an emergency, situational awareness could be needed in six seconds... but in reality it takes up to 20 minutes for a human to get up to speed,” she says. And of course, that will likely include a check that the onboard system isn’t faulty.

“The trouble is that this requires designed-in latency; that is you need a system that can keep going on its own for over 20 minutes from the alert point,” says Lützhöft: “In fact, it’s likely not possible to develop a system that can keep running [during unspecified emergencies] and then gracefully fade out.”

BEING HUMAN According to Lützhöft, we may have our ambitions upside down: “We can’t follow a path where we develop the bits that the machine is good at, and then get crew to take over when it can’t. If we do that there’s a little ragbag of stuff left for us, and these are not the things we are good at.”

Instead, she says, we have to look at designing systems that support the human. And this throws some of autonomy’s most basic assumptions into doubt.

“Our research tells us humans and machines have to be a team, not just some of the time, but all the time,” she says.

“Although you can let one side drive for a while the other has to remain aware of what happening - or be able to get into the loop real fast.”

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

10/01/2020 08:40

AUTONOMY

SUPPORT, OR NOT Even if we get all this right, there’s a further issue inherent in decision support and augmentation in general, says Ryste: “Just giving more and more information to the operator may cloud judgment.” She adds that predicting the behaviour of other entities in the surrounding area yields the best chance of successful, safe operation, but how the information is presented to the operator or to the system is a design principle governed by humans.

However, as she explains: “Where it goes wrong is that if you do have augmented reality, you can over-focus on what is presented to you. So, if there are issues that the system doesn’t pick up and show you, you can miss them.”

This is even more of an issue for remote, shoreside controllers as their reactions will be further dependent on the system highlighting critical issues and likely lack important auditory or kinaesthetic clues.

Still, Lehtovaara points out that there are some applications where a machine/remote pairing should add to safety rather than reduce it: “Firefighting operations always puts people in danger, especially on ships with combustible cargos,” he says, adding he can envision a fi-fi tug which automatically keeps station, but is teamed with shoreside operation of the watercannons in an emergency.

KIT, QUAYS... AND SAFETY ZONES Risk mitigation is also a hot topic for automated kit in a commercial setting.

While Yara has control over its own facilities, the autonomous Yara Birkeland will be calling at docks shared with other ships so “it won’t always be in exactly the same position relative to the berth”, explains Eivind Stensland of MacGregor.

Therefore, a robotic mooring arm is being taught to pick up the line, and secure it on the bollard. “It’s being trained to recognise what these bollards look like by a series of images, many created by simulation but verified by real photos or video streams,” says Stensland: explaining that thousands are presented a minute, creating a very condensed learning process. The complicating factor is that Yara Birkeland’s first phase envisages onboard crew as well as engagement on commercial wharfs: this is going to require a robust system to make sure people don’t come anywhere near the automated mooring or unloading machinery.

Safety-zone developments are of interest to a number of industries: for example, Liebherr’s award-winning wheel loader recognises the proximity of people behind it. Further, the company is also working on advanced port crane assistance technology, able to recognise people as well as both moving and stationary obstacles.

But we can’t yet rely entirely on Machine Learning (ML) to avoid people, as the recent Google car accident attests.

So for the Yara Birkeland, it will be accomplished by “human operators... monitoring though optical sensor feeds as well as machine learning and AI” says Ryste: therefore remote personnel will support “algorithms detecting movement, [and ML] trained to recognize and separate many shapes - human, truck and so on”.

Image: MacGregor

Despite these concerns, Lehtovaara has faith in the technology’s ability to give plenty of advance notice, keeping out of that contested 20-minute margin. He underlines that on top of the one-hour unobstructed voyage corridor required to implement B0, “these systems are being designed to give a warning in good time, so crew have time to react”. He adds: “Everything we are doing is trying to avoid surprises: if we find ourselves in a surprising situation, we have failed - and need to learn from it for next time.”

However, Ryste stresses that ML technologies are developing fast “since we’re now gaining a great deal more understanding of what is going on inside these neural networks”.

Large, varied datasets are necessary to address these issues, so the biggest challenge for commercial operation concerns feeding these ‘brains’ with enough high-quality information to work through the inevitable misattribution. For example Stensland points to early robo-mooring errors where “pictures of helmets were initially mistaken for bollards”: this could, if not righted, have lead to some interesting moments on the quay.

Still, according to Ryste there will still be some gaps even after deployment: “We won’t be looking at fully mature systems from the get-go, we need to test out, and evolve while collecting data and experience,” she says.

NO JUMPING ACROSS There is a further snag upsetting earlier development assumptions. The ‘levels of autonomy’ put forward by many stakeholders, including class societies, may have unintentionally lead expectations astray just because they were numbered in an ascending sequence.

According to Lützhöft this gave people the impression that it would be plausible to step from decision support to autonomy - possibly via remote control on the way. “However, what we are seeing now is that looking at it from infrastructure, technology and even business case, all the levels are slightly different... and need distinct development processes,” she says.

The need to quantify risk has taken a new turn with lMO’s indication that autonomy exhibiting an ‘equivalent level’ of safety to a manned system should be acceptable: the obvious question is, just how safe is that?

Historical assumptions won’t help here, even those oftquoted 1999 figures that suggest over 75% of maritime incidents are down to human error. Further, it should account for how many ‘machine fails’ onboard crew actually save and how many potential ‘errors’ could have been fixed by better design, says Lützhöft.

Her research indicates that on many current bridges and other control rooms, humans are the ‘glue’ between more or less self-sustaining sub-systems, equipment from many manufacturers, and many generations of technology. As one study participant puts it: “What we have got now is a collection of half-developed systems that really haven’t been designed to support the people, whoever they are.”

While it’s worth pointing out these technologies have not been designed to sit together in a highly automated vessel, there’s still some contrast with the notion that autonomy is nothing more than an ‘evolution of mature systems’.

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

Motorship January 2020.indd 11

8 MacGregor’s robo arm has been developed for Yara Birkeland’s automated environment

JANUARY 2020 | 11

10/01/2020 08:40

Torsion

TWO-STROKE ENGINES

SHORT-STROKE 520 AND 620mm BORE ENGINES UNVEILED The designer is also extending the X-DF range of low-pressure dual-fuel, two-stroke engines, by launching short-stroke DF versions, the X52DF-S1.0 and X62DF-S1.0, respectively.

The main target market for these new engines are container feeder vessels, multipurpose vessels, pure car and truck carriers, ro-ro and con-ro vessels. These vessels all have design conditions, such as shallower draughts, limited propeller diameters and lower main deck heights, that demand a shorter stroke.

“Our new short-stroke engine series offers a tailored solution for smaller vessels that still require the efficiency and power of two-stroke marine engines,” said Volkmar Galke, Global Director, Sales WinGD. “Many of these vessel types are part of an aging fleet that means we expect significant fleet renewal - and a big opportunity for our new engines - over the next few years.”

Rudolf Wettstein, General Manager Marketing and Application, in WinGD’s Sales and Marketing team told The Motorship that the engine designer was “cautiously optimistic” about the likely market reaction to the new engines.

The new engines have lowered their specific fuel oil consumption by 5g/kWh compared with previous engine models, with the X62-S expected to achieve 161g/kWh, while the X52-S will reach 162g/kWh.

Our new short-stroke engine series offers a tailored solution for smaller vessels that still require the efficiency and power of two-stroke marine engines The engines also feature a more compact design than previous designs: “the engines are one frame shorter, offering improved payload and profitability for the ship,” Wettstein noted.

The X62-S2.0 The X62-S2.0 engine has a cylinder bore diameter of 620 mm and a piston stroke of 2,245 mm -compared to a stroke of 2,658 mm on the standard X62 - with a maximum continuous power of 2,685 kW/cylinder at 108 rpm. The engine will be available with five to eight cylinders, covering an overall power range of 7,600-21,480 kW at 85-108 rpm.

The X52-S2.0 engine has a cylinder bore diameter of 520 mm and a piston stroke of 2,045 mm, with a maximum continuous power of 1910 kW/cylinder at 120 rpm. The engine will be available with five to eight cylinders, covering an overall power range of 5,425-15,280 kW at 95-120 rpm.

Turning to the dual-fuel variants, the X62DF-S1.0 engine has a maximum continuous power of 2,110 kW/cylinder, for an overall power range of 6,925-16,880 kW.The X52DF-S1.0 engine has a maximum continuous power of 1500 kW/cylinder and covers an overall power range of 4,950-12,000 kW. The more compact footprint of the new engines is likely to improve WinGD’s competitiveness in market segments where the physical dimensions of its engines had previously

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Motorship January 2020.indd 12

Courtesy of WinGD

Upgrading its existing range of diesel two-stroke engines, Winterthur-based engine designer WinGD has announced plans to launch short-stroke engines in the 520mm- and 620mm-bore bore size

counted against it. The reduction in the piston removal height - by 420mm in the X62-S2.0 and X62DF-S1.0 versions - will improve the ease of installation.

As well as making the engines more compact, the new stroke-to-bore ratio also reduces manufacturing and component costs.

The X62-S2.0 and X52-S2.0 engines will also be the first engines in WinGD’s portfolio to include the engine designer’s new integrated Selective Catalytic Reduction (iSCR) solution.

The iSCR concept integrates the SCR reactor directly to the exhaust manifold of the engine, before the turbocharger. The compact solution has an integrated reductant injection system and relatively little external piping compared with previous ‘off engine’ solutions.

Rudolf Wettstein said the engine designer planned to subsequently roll out the iSCR solution across the engine designer’s portfolio. “Both the iSCR and the short-stroke series highlight our commitment to simplifying engine installation for shipyards and therefore reducing costs for owners and operators,” said Galke.

The first X62-S engine could be tested by the end of 2021, while the first X52-S is expected to be tested by the middle of 2022.

8 Cut-away diagram of WinGD’s new X52-S2.0 short-stroke engine

PRINCIPAL PARTICULARS - X52-S2.0 and X62-S2.0 engine Type X52-S2.0 X62-S2.0 Bore 520mm 620mm Stroke 2,045mm 2,245mm Stroke/bore ratio 3.93 3.62 Power per cylinder, R1 rating 1,910kW @120rpm 2,685kW@108rpm Mean effective pressure, R1 rating 22 bar 22 bar Engine versions, cylinder numbers 5-8 5-8 Power range, 5cyl model 5,425-9,550kW 7,600-13,425kW Power range, 8cyl model 8,680-15,280kW 12,160-21,480kW

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

10/01/2020 08:40

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10/01/2020 08:40

TWO-STROKE ENGINES

MAN UPGRADES 350MM BORE TWO-STROKE SERIES An upgraded design of small, two-stroke propulsion engine in the 350mm-bore category has been released by MAN Energy Solutions to supersede the S35ME-B type, writes David Tinsley An upgraded design of small, two-stroke propulsion engine in the 350mm-bore category has been released by MAN Energy Solutions to supersede the S35ME-B type.

The new S35ME-C9.7 version reinforces MAN ES’ competitiveness in the small bore low speed market, where its engines are used in smaller tankers, bulk carriers, and general purpose vessel segments.

The new S35ME-C9.7 version achieves a lower specific fuel oil consumption (SFOC) across-the-board than the current design, and also presages the introduction of a range of variants capable of running on alternative fuels.

With the update of the S35ME-B9.7 to the ME-C concept, the engine is now available with part-load optimised fuel consumption and exhaust gas recirculation (EGR) operation.

Selective catalytic reduction (SCR) had been the recommended Tier III technology for the small-bore ME-B engines.

The enhanced SFOC performance reflects an increase in scavenge air pressure. For the engine at its top (L1) nominal maximum continuous rating, producing 870kW per cylinder at a crankshaft speed of 167rpm, scavenge pressure has been raised from 4.2 to 4.3 bar. At this rating point, SFOC is reduced from 170 to 169g/kWh. SUBHEADING The layout diagram is identical to that of the existing engine, offering a high degree of possibilities for specified power and running speed combinations, ranging from 495kW at 118rpm on the L4 rating line, up to 870kW at 167rpm. The difference is the lowered fuel consumption throughout the load range, optimised at part-load.

The upgraded engine retains the 4.43:1 stroke/bore ratio adopted in the previous S35ME-9 along with an unchanged mean effective pressure of 21 bar.

The retention of the engine outline and footprint will also minimise difficulties for licensee engine manufacturers to deliver the upgraded design. The decision to maintain engine dimensions constant also ensures compatibility with existing ship designs that utilise MAN S35ME-B engines.

In its various permutations and five- to eight-cylinder configurations, the engine spans a power band from 2,775kW to 6,960kW. Although the 350mm-bore family in its S35ME-CR9.7 common-rail version provides for dual-fuel applications, the S35ME-B9.7 is purely a diesel engine, whereas the S35ME-C9.7 offers scope for substantially extending the fuelling options obtainable at this lower end of MAN’s twostroke power portfolio. The plan is to make the engine available for diesel (DI), gas (GI) and liquefied petroleum gas (LGIP) operation, and to later expand the portfolio with a methanol-capable variant.

In ME-C engines, the timing of the fuel injection and exhaust valve actuation are electronically-controlled, conferring full flexibility for the opening and closing time of the valves at all engine loads. By contrast, only the fuel injection is electronically-controlled in the ME-B series,

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Motorship January 2020.indd 14

which retain cam-actuated exhaust valves. For a standard, high-load optimised engine, the lowest SFOC for the ME-C engines is obtained at about 70% of maximum continuous rating, rather than at 80% in the ME-B type.

The LGIP model is expected to be ready for production by the end of 2020, and subsequent manufacture of the GI and LGIM types will take place in accordance with market requirements, according to the company.

8 MAN Energy Solutions is introducing a 350mm bore S35ME-9.7 variant, including an LGIP option, to supplant its existing S35ME-B engine type (pictured)

SUBHEADING The Motorship notes that the extension of MAN ES’ LPGfuelled portfolio to encompass 350mm bore vessels, such as general purpose vessels, smaller bulkers and smaller tankers is particularly interesting given the focus on developing solutions for ‘hard to decarbonise’ tramp segments of the deep sea fleet.

The heritage and continuing popularity of MAN’s 350mmbore two-stroke family date back to 1982 when the L35MC engine arrived with a rating of 500kW per cylinder at 200rpm.

After a succession of design revisions, including a longer stroke and upratings at lower revolutions, the first production model of the electronically-controlled S35ME-B was rolled out of the Frederikshavn plant in Denmark during 2008.

PRINCIPAL PARTICULARS - MAN S35ME-C9.7 engine Bore 350mm Stroke 1,550mm Stroke/bore ratio 4.43 Power per cylinder, MCR(L1 rating) 870kW Cylinders 5, 6, 7, 8 Power output range, MCR(L1) 4,350-6,960kW Speed 167rpm Mean effective pressure 21 bar Specific fuel oil consumption, L1 169g/kWh

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

10/01/2020 08:40

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LNG AND ALTERNATIVE FUELS

2019 MOTORSHIP PROPULSION AND FUTURE FUELS REVIEW The 2019 Motorship Propulsion and Future Fuels Conference stimulated high-level discussions among delegates inside and outside the hall The conference included a strong focus on LNG and alternative fuels, and attracted a high calibre audience of ship owners, technical specialists and industry leaders.

The conference provided a number of authoritative perspectives on likely fuel evolution, but also revealed differing outlooks from different industry suppliers and participants, with synthetic LNG, ammonia and bio-fuels all receiving some support.

One of the conferences keynote speakers Jasper Faber of CE Delft laconically summarised the challenge for ship owners considering investment decisions: “Given the degree of uncertainty about the coming 12 to 18 months, long term forecasts must be even more uncertain”. His solution was to consider future-proofing vessels by preparing them to use a range of fuels, as there may be a “premium for flexibility” and it appears likely that the cost of fossil fuels will rise and alternative fuels will fall over the medium term.

LNG AND ALTERNATIVE FUELS The main fuel or main fuels that are likely to be used by the shipping industry in 2050 remains unclear, and some decisions are likely to be influenced by public perception and non-rational factors, as with resistance to the proposed extension of nuclear-powered propulsion to the commercial sector. There was greater clarity about the main compliant fuel for vessels operating in 2030.

LNG was expected to grow in importance, as alternative fuels would be unlikely to be available in commercially viable volumes in time to meet the fuel demands of vessels operating in 2030. Expanding LNG supply to its current stage of development has taken 20 years, and the shipping industry does not have the time to delay, was repeated several times from the stage.

Underlying the choice of fuels that will be available to the industry lies views on future demand from aviation and road transportation, which may well remain higher premium destinations for synthetic fuel producers, and the costs of introducing shoreside infrastructure.

Dino Imhof, Head of Turbocharging Solutions at ABB Turbo, drew on this framework, and the cost advantage of producing ammonia over synthetic fuels from hydrogen. Mr Imhof added that the cost of producing a year’s worth of ammonia fuel for one ultra large container vessel from natural gas via the pyrolysis route (using carbon capture or sequestration) was less than half the price of producing ammonia from renewables. The pyrolysis and sequestration route appears the most cost-effective medium term solution until the cost of renewables route production declines.

He echoed other speakers in identifying decarbonisation of the deepsea market as the industry’s key priority as it accounts for over two-thirds of shipping’s emissions: a similar point was made more pithily by Gunnar Helmen, Sales Manager at Gasum who said that solutions that worked in a Norwegian context, such as hydrogen, were not a solution to challenges elsewhere.

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Motorship January 2020.indd 16

Tom Strang, SVP, Maritime Affairs of Carnival, spoke eloquently about the lead times involved in designing and delivering vessels in the cruise industry. He identified zeroemission cruise vessels as prerequisites for meeting IMO 2050 targets. “Given cruise vessel newbuild lead times, we need to begin design work on ZEV cruise vessel today for them to enter service in the 2030s,” Mr Strang concluded.

Naomi Ages, Sustainability Manager at Norwegian ship operator Hurtigruten, noted that a key constraint on Hurtigruten expanding the scope of its conversion programme to operate coastal cruise vessels on drop-in liquefied bio-gas with LNG was the supply of LBG in Norway (derived from fish farm waste).

8 Penetrating questions: Igor Sauperl’s HyMeth Ship design concept was only one of the presentations to attract detailed questions from the audience

HYDROGEN AND AMMONIA By comparison, the discussion of hydrogen identified a number of technical challenges that are still occupying the attention of class societies, flag authorities and technical experts.

Sebastiaan Bleunanus, General Manager of Research coordination at Wartsila, identified synthetic methane as the optimum energy carrier produced from hydrogen.

Sami Kanerva, Senior Principal Engineer of ABB Marine & Ports noted that directly consuming hydrogen in PEM fuel cells was the most convenient approach if the conversion costs incurred in transforming hydrogen into synthetic fuels were taken into account.

The session also included a number of experienced safety and regulatory experts, like Olav Hansen of Lloyd’s Register and Kolbjorn Berge of the NMA who discussed safety issues around compressed and liquid hydrogen containment vessels, and the regulatory environment, respectively. Olav Hansen noted that none of the challenges were insuperable with the correct precautions.

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

10/01/2020 08:40

LNG AND ALTERNATIVE FUELS Kjeld Aabo, Director of New Technologies at MAN Energy Solutions discussed the technical challenges involved in adjusting MAN B&W dual fuel engines to operate on ammonia, while noting that “green” ammonia, produced from renewable energy sources, could represent a CO2 neutral energy vector.

Christos Chryssakis, Business Development Manager at DNV GL noted that a number of regulatory obstacles need to be overcome before ammonia can be adopted as a fuel. He noted that adopting LPG as a fuel might be a halfway house before subsequently shifting to ammonia, given similarities in containment vessel and engine design requirements between the two fuels.

Another technology that received some attention was the rapid progress of fuel cell technology. Sami Kanerva, Senior Principal Engineer of ABB Marine & Ports noted that directly consuming hydrogen in PEM fuel cells was the most convenient approach if the conversion costs incurred in transforming hydrogen into synthetic fuels were taken into account. A number of upcoming fuel cell installations on cruise vessels will see the technology progress, Kanerva noted.

EDITOR AWARD The Motorship Editor’s award featured a number of innovative ship projects. Dario Bocchetti of Grimaldi Group presented details of its Grimaldi Green 5th Generation design, which incorporated existing energy storage, power management and air lubrication features on a larger scale than seen before. Naomi Ages of Hurtigruten shared the details of the ship owner’s retrofit project to propel its coastal cruise vessels with liquefied biogas derived from fish waste, offering dramatic reductions in GHG emissions. The project was as noteworthy for creating marine demand for LBG, which will help the sector to expand.

WE Tech’s collaboration with Wasaline on a new hybrid RoPax that will be capable of operating in Zero Emission Sailing Mode when manoeuvring in port also represents a significant step forward in reducing emissions

seen a considerable acceleration in commercial interest in recent months.

Eelco Dekker of the Methanol Institute defended alcohols as a potential fuel source, identifying the growth in advanced bio-fuel production technologies, such as algae-derived Bio-LNG, as sources that do not divert arable land from growing crops for human consumption.

NEW TECHNOLOGY Gavin Allwright, Secretary One of the most interesting General of the International sessions covered a range of other GTT Bulk Carrier 138x186 Jan 2020_GTT 08/01/2020 11:33 Page 1 Windship Association, provided alternative fuels, all of which have from port. The fourth submission was presented by UK-based propulsion specialist, Stone Marine Propulsion, outlining the operational results of a new open type ducted propeller concept, the Gate Rudder. The new design was selected as the winner of the Editor’s Award by delegates at the conference.

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detail on the rapid expansion of interest in wind assisted propulsion solutions seen in the last six months, and noted that some of the fuel savings offered wind propulsion solutions might ease the introduction of alternative fuels eventually. By combining the two solutions, it may be possible to reduce the size of the fuel tanks required, addressing some of the volumetric barriers to adopting alternative fuels on deep-sea routes, Allwright hypothesised.

is available for owners looking at switching to LNG. T o oday y, GTT solutions allow to save some som me space compared comparred e Today, to other LNG tank solutions.

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10/01/2020 08:40

BWTS

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BRINGING UV TO THE HIGH BALLAST DEPENDENT MARKET

D

Alfa Laval is targeting the high ballast dependent bulker market with its new PureBallast 3 bulker-fit launch

D o a

Hakan Persson, Manager Business Development and Marketing for Alfa Laval's PureBallast business, outlined the advantages of the company's new PureBallast 3 bulker-fit ballast water treatment (BWT) system during an interview with The Motorship at Marintec in Shanghai in December.

The product was launched to the Chinese market on 3 December at Marintec, and will be launched to the the global market in Q1 2020, Persson said. The first delivery of a PureBallast 3 bulker-fit system is due in April 2020.

The product is an adaptation of Alfa Laval's UV ballast water treatment system designed for the bulk carrier market.

Until now, shipowners in the bulk carrier market have favoured electrochlorination systems over UV ballast water treatment systems.

However, shipowners in a number of other large ballast water flow segments have shown increasing interest in UV BWT solutions, and Alfa Laval has received “a lot of interest” from shipowners.

AN UV SOLUTION FOR BULKERS One of the unique characteristics of bulk carriers is their ballasting and deballasting profile, with bulk loaders permitting loading at up to twice the speed that bulk carriers unload.

“This means deballasting can occur at twice the ballasting speed,” said Hakan Persson. The Motorship notes that pump rate requirements for bulk carriers can range up to 3,000 m3/ hour for Capesize vessels.

One of the advantages of the PureBallast 3 bulker-fit BWTS is that it separates the treatment and ballasting functions, by independently dimensioning the reactor and filtration capacities.

The filter stage is only needed during ballasting, and can be dimensioned for the slower ballasting flow. “We are achieving savings using the same system simply by improving the configuration of the filter,” Persson noted, giving the example of how two pumps can be used during deballasting, while only one pump might be required during ballasting.

This not only reduces Opex significantly but also lowers the investment costs of the system. The system will be available in a range of deballast flow-rate capacities ranging from 600 to 3,000m3. Individual systems will handle ballast flows of 300, 500, 750, 1000 or 1,500 m3/h, and the systems will have IMO revised G8 approval or U.S. Coast Guard (USCG) type approval.

The reduction in the system's equipment size requirements has also allowed the system's footprint to be reduced further, improving the engineering and installation costs, Persson added.

A PureBallast 3 bulker-fit system with a 1,500m3/h ballasting capacity would require two 650kg reactors, each with a 205 litre volume, along with a 1.1 tonne, 480 litre filter.

The Motorship notes that the ability to differentiate between ballasting and deballasting flows also represents a competitive advantage against a number of electrochlorination

18 | JANUARY 2020

Motorship January 2020.indd 18

8 Individual PureBallast 3 systems will handle ballast flows of 300, 500, 750, 1000 (pictured) or 1,500 m3/h, and the systems will have IMO revised G8 approval or U.S. Coast Guard (USCG) type approval

systems, many of which employ neutralization during deballasting.

Other bulk operators have identified Alfa Laval's automatic Cleaning-In-Place (CIP) process, which cleans the quartz sleeves and UV sensor after ballast operations, as a key advantage of its system.

Alfa Laval's BWTS also offers a number of other advantages, including chemical-free operation, the elimination of corrosion risk and superior performance at low salinities and temperatures.

Spon

FLOW REGULATION The PureBallast 3 bulker-fit configuration makes use of an external flow control in addition to the system's own flow regulating valve. PureBallast 3 produces an external feed control output signal, which is intended as a setpoint signal for either the ballast water pump via a variable frequency drive (VFD) or a control valve installed before the ballast water treatment system.

Supp

A DIFFERENTIATED APPROACH The introduction of the PureBallast 3 bulker-fit solution is only one part of a broader strategic plan, which is based on listening to customer requirements. This has led to the introduction of a number of vessel-type specific solutions in order to maximise the system's efficiencies.

One such example was the launch of a solution for MRT tankers, which frequently feature submerged pumprooms.

The PureBallast 3 deckhouse solution integrated a booster pump unit, providing a solution that met the space and pressure requirements of the vessel type.

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

10/01/2020 08:40

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MS100 DRY BULK FOCUS

NORWAY BANKING ON A GAME-CHANGER The era of autonomous commercial shipping will move a step closer in 2020 with the launching of the coastal container carrier Yara Birkeland, writes David Tinsley The ambitious Norwegian endeavour, fostered by global fertiliser group Yara International and technology company Kongsberg Maritime, centres on a wholly battery-electric vessel that will initially be manned before moving to operation under remote control.

With main dimensions of 80m x 15m, and taking payloads of up to 120TEU containers on an open deck, Yara Birkeland will generate zero emissions while maintaining a shuttletype service through Norway’s southern coastal waters.

The ship could be a game-changer for maritime transport, contributing to meeting UN sustainability goals as well as Norway’s environmental agenda. The environmental mindfulness that complements Yara’s strategy to enhance a crucial link in its logistic chain has produced a modal-shift solution devised to reduce the need for approximately 40,000 journeys per year by road transport, drastically cutting NOx and CO2 emissions.

Yara Birkeland will be deployed on short coastal routes, of seven and 30 nautical miles, respectively, transferring cargo from the production complex at Porsgrunn to Brevik and Larvik for transhipment. Distant markets, notably Asia and South America, are primary destinations for Yara’s products.

At a price of around NOK250 million (US$27.2m), far in excess of that of a comparable capacity conventional vessel, the ship construction contract was awarded in 2018 to the VARD Group, part of the Fincantieri organisation.

The hull is being built by VARD Braila in Romania, with system installation, outfitting and completion to take place at the west Norwegian premises of VARD Brevik. The lines are based on the MT207 design drawn up by Marin Teknikk.

With completion anticipated during the first half of 2020, transition from manned sailings to fully autonomous voyages is expected to have been realised before the end of 2022.

Kongsberg Maritime is responsible for supplying the vessel’s electric drive, batteries, and propulsion control system, and for all key enabling technologies relating to remote control and autonomous operation.

While it has gained substantially in product range and its pool of know-how through last April’s acquisition of the commercial marine business of Rolls-Royce, Kongsberg has expertise built up over decades in the development and integration of advanced sensors, control and communications across manifold marine applications. Its track record in autonomous underwater vehicles (AUVs), unmanned surface vessels (USVs) and marine robots is especially apposite to the Yara project, which signifies a major upscaling of marine remote control.

Kongsberg has selected Leclanche to supply the 6.8MWh battery installation, the largest worldwide at the time of ordering. The system will be built up in Switzerland, with the cells manufactured at Leclanche’s Willstadt plant in Germany. Battery recharging will take place during ship loading and unloading, drawing electricity from the landside grid, generated by ‘clean’ hydro power.

Drive will be to a pair of azimuthing main propulsion units,

20 | JANUARY 2020

Motorship January 2020.indd 20

and manoeuvring and berthing will be assisted by two bow thrusters. The outfit will be from Brunvoll, comprising the two pulling-type, azimuth thrusters of 900kW, incorporating 2.2m-diameter controllable pitch propellers, plus the two 700kW tunnel thrusters with 1.75m-diameter propellers.

An automatic mooring solution delivered by MacGregor will serve the vessel at the three port terminals embraced by the new shipping arrangements, and loading and discharge will similarly be accomplished automatically using electric cranes and other equipment.

The Norwegian Coastal Administration’s vessel traffic management system (VTMS) at Brevik will cover the ship’s entire, regular sailing pattern. Dedicated operating control centres are also to be set up at Yara’s Porsgrunn site and Kongsberg Maritime’s headquarters. These centres will handle condition monitoring, operational oversight, decision support, surveillance of the ship and its surroundings, emergency and exceptional situations, and all other aspects of safety.

The hand of the state is evident across-the-board in the range of initiatives being taken by the Norwegian maritime transport sector to reduce or curtail dependence on oil and other hydrocarbon fuels. The authorities’ willingness to help sponsor the industry’s technological advance demonstrates appreciation not only of the ecological imperatives but certainly also of the potential benefits to the economy and Norway’s international market standing by fostering innovation and cultivating new technological solutions and products.

To those ends, the project consortium behind the Yara Birkeland has been awarded NOK133.6 million (US$14.5m) in funding from the government agency ENOVA in 2018. ENOVA is tasked with promoting environmentally-friendly energy production and usage, and the funding was cleared by Norway’s Ministry of Climate and Environment.

The likely operator of Yara Birkeland is a new KongsbergWilhelmsen joint venture company named Masterly, which was created to specialise in all aspects of autonomous shipping.

8 A potentially seminal development, the zero-emission Yara Birkeland

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

10/01/2020 08:40

MS100 DRY BULK FOCUS

LIQUEFACTION REMAINS A KILLER ON BULK CARRIERS It looked at a decade of bulk carrier losses from 2009 to 2018 and focused on ships of 10,000gt and above. It identified 48 total losses in that period, of which nine were caused by cargo liquefaction, yet these accounted for 101 of the 188 deaths.

Since that report’s publication, another 25 seafarers were lost in August 2019 when the 52,400dwt bulk carrier Nur Allya sank in Indonesian waters. Like six of the nine ships included in Intercargo’s analysis, it had been carrying nickel ore and when the wreck was located six weeks later, the Indonesian authorities confirmed that its cargo had liquefied.

Even before that had been confirmed, Intercargo urged “all shipowners, operators and seafarers to exercise extreme caution when accepting ... nickel ore and other cargoes that have the potential to liquefy.” P&I club Skuld was another organisation that issued an alert, warning its members in September of the risks of loading nickel ore during the rainy season in Indonesia and the Philippines, in particular during the September-October typhoon season.

Skuld mentioned an unspecified member’s vessel that had “recently” loaded nickel ore in the Philippines. “Two days later cargo liquefaction occurred [in Holds 1 and 2] when facing a tropical storm.” In addition, cargo in Holds 3 and 4 had shifted.

Fortunately, the weather eased and the master was able to steady the ship by changing course and speed and by moving ballast, eventually arriving safely at its discharge port.

It is not just nickel ore that poses significant concerns.

Intercargo’s report included the January 2015 sinking - with 18 lives lost - of the 56,000dwt Bulk Jupiter while carrying bauxite that had been loaded in Malaysia and which liquefied.

At the time, bauxite was classified as a Category C, low risk, cargo in the International Maritime Solid Bulk Cargoes (IMSBC) code and that incident prompted IMO’s SubCommittee on Carriage of Containers and Cargoes to issue a warning in September 2015 that effectively said that Masters should assess it as they would a high risk Category A cargo.

An amendment to the IMSBC code will enter into force in January 2021 that will add a new schedule for bauxite fines and class society DNV GL has advised its clients that “it is highly recommended to implement the schedules and test procedure as soon as possible.”

That advice is contained in a 20-page study it published in May 2019 called Bulk cargo liquefaction that sets out “guidelines for the design and operation of vessels with bulk cargo that may liquefy.” Its executive summary illustrates how devastating a liquefied cargo can be when it defines the phenomenon as occurring when “a soil-like material is abruptly [The Motor Ship’s emphasis] transformed from a solid state to an almost fluid state.”

This causes a free surface effect that has a dramatic impact on ship stability. “The period of time from when liquefaction is detected, if it is detected at all, until the vessel has capsized could in some cases be only a few minutes,” the publication says.

DNV GL’s guidelines were first published in October 2015 and this second edition reflects feedback from its readers, in

Credit: ClassNK

Cargo liquefaction is the single biggest killer on bulk carriers, according to an analysis published by Intercargo in February 2019

particular by adding some advice about precautions to be taken during a voyage or in case liquefaction is detected.

That advice includes an eight-point set of guidelines that highlight the conditions that might trigger liquefaction: the principal one is heavy rolling. Regular inspections should be made to check for signs of change in the cargo, such as its surface collapsing or water accumulating on its surface, and the dangers are spelled out clearly: “if liquefaction ... is confirmed, the crew should prepare and stay ready to leave the vessel on short notice,” the guidelines advise.

Ships can be designed to reduce the impact of cargo liquefaction and the IMSBC allows cargoes with a moisture content above the transportable moisture limit (TML) to be loaded in specially constructed or specially fitted ships.

DNV GL established a notation for such ships, BCLIQ, which came into force on 1 July 2018, and its latest guidelines explain how vessels are assessed against it. But its central advice is that “design conditions must be based on the most severe cargo conditions in the loading manual [and] no permanent deformations of the ship structure are acceptable.”

Diagrams in the report suggest that such ships have narrower holds than conventional bulk carriers, with their sides tapering inwards for their full height. In conventional bulk carriers, however, “the effect on the free surface from the liquefied cargo becomes very critical for wide holds” and “arranging longitudinal bulkheads to narrow the holds is the only feasible way of obtaining sufficient stability to withstand cargo liquefaction,” it says. Unfortunately, it adds, “there are significant drawbacks of such longitudinal bulkheads,” including their extra weight and cost.

In the opening sentence of the guide’s introduction, DNV GL states that “traditionally, the phenomenon of liquefaction of dry bulk cargoes has not received much media attention.”

That publication and the focus that The Motor Ship and other media are now giving to its dangers are beginning to redress that balance.

■ DNV GL’s guide can be downloaded via https://tinyurl. com/DNVGL-BCLiq

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8 The specialist nickel ore carrier Jules Garnier II employs longitudinal bulkheads in in its cargo holds to ensure stability and structural strength even when liquefied nickel ore cargoes are loaded

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MS100 DRY BULK FOCUS

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SIMPLICITY AND SAFETY CONCERNS MARK BULKER CARRIER EVOLUTION It is a simple concept: a floating box that carries large quantities of a commodity from its producer to its user. Yet the bulk carrier’s evolution into today’s reliable workhorse has not been straightforward

B

Bu Bulk carrier design has been traced back to the 1852 when the steam-powered coal carrier John Bowes went into service. But until the end of the Second World War, it was the Great Lakes that saw most of the world’s bulk carriers, supplying steel mills with iron ore. It was there that the first self-unloader, went into operation, in 1902.

It was the discovery and exploitation of commercially viable high purity mineral deposits in Australia, Brazil and elsewhere, as well as the growth in the thermal coal market, that drove the bulk carrier’s development. Before that, cargoes would usually be bagged at the port and the sacks stacked on pallets and carried aboard by crane. It was a timeconsuming operation that clearly had no future once international bulk trades developed.

Basic design features were established early: double bottoms arrived as early as 1890 and the familiar triangular shape of their ballast tanks dates back to 1905. Bulk carriers were also among the first ships to benefit from diesel propulsion, most notably in Selandia - often incorrectly credited as the first diesel-powered ship - going into service in 1912.

Both ship and engine were built by Burmeister & Wain of Copenhagen which, in the early 1980s, was to pioneer another bulk carrier design innovation when it delivered the Panamax bulk carrier Danelock, the first of a series built to its fuel-saving BC60E2 design. When The Motor Ship featured the ship in 1981 it mentioned that one of its novel features was its hull, which had been designed to be built almost entirely from single-curvature plates, a feature that is now commonplace in modern bulk carriers.

Its delivery came just a few months after the loss of the OBO Derbyshire, which was overwhelmed by a typhoon and sank in September 1980, with the loss of all 44 on board. It had been carrying 157,000 tonnes of iron ore and was not found until 1994. Its loss was attributed to heavy seas entering the forward spaces and eventually Hold No 1, creating a domino effect as successive bulkheads collapsed.

During the years that followed, many other bulk carriers were lost and it was clear that there were fundamental safety problems that must be solved; in 1990 and 1991 alone, a total of 40 bulk carriers were lost, along with 300 lives.

A pivotal report, Ships of Shame, was published in Australia in 1992, prompted by the loss of six bulk carriers off Western Australia between January 1990 and August 1991. Its findings were devastating, with every industry organisation coming in for criticism.

It sparked much work by class societies and others, leading to a new Chapter XII being added to SOLAS in 1997 specifically to address bulk carrier safety. For a start, bulkheads had to be stronger, and not just on newbuildings: the bulkhead between Holds 1 and 2 on existing vessels had to be strengthened to withstand flooding in Hold 1. Cargo handling practices had to improve and, for some ships, loading restrictions would be imposed. Enhanced surveys were also introduced.

IACS developed common structural rules for both bulk carriers and tankers, which were adopted in December 2005

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and went into effect on 1 April 2006; all IACS members were required to enforce them.

As a result of these initiatives, structural failure is no longer a major cause of bulk carrier losses, but cargo failure and liquefaction continue to cause losses for dry bulk shipping.

What of the future? Bulk carriers may seem to be at the simpler end of the ship innovation spectrum, but EEDI rules and charterer requirements may drive changing. During the 2019 Nor-Shipping exhibition, class society DNV GL and Japan’s Oshima Shipbuilding signed a long-term strategic cooperation agreement to carry out R&D into a range of new bulk carrier designs.

The first was dubbed the Oshima Ultramax 2030 and is expected to have an EEDI figure just half that of comparable current designs. It will achieve this by incorporating a range of technologies, including LNG fuel, an optimised hull shape, a hard sail, solar panels and batteries.

These technologies will be valuable not only when the ship is at sea but also in port, a statement by DNV GL said at the time. A typical ultramax spends nearly half its time either waiting or loading/unloading, during which time the solar panels and batteries will provide much of the ship’s power.

If these innovative vessels do eventually go into service they will provide the serve as example to the wider shipping industry that any ship type can benefit from imaginative technology and design. As The Motor Ship marks its centenary, the bulk carrier is just one design generation away from its bicentenary in 2052. If the Ultramax 30 and its successors are an indication of the direction bulk carrier concepts are moving in the 21st Century, they seem set to be as much a game changer for the industry as John Bowes proved to be in the 19th.

8 Selandia featured two eight-cylinder, four-stroke, 1,250 hp diesel engines, of a design with both crossheads and piston rods

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EMISSIONS ABATEMENT

CO2 CONTAINMENT SEES NORTHERN LIGHT

Credit: Norcem

DNV GL concluded pre-class evaluation of Type C containment tanks for liquefied CO2 for the Northern Lights Carbon Capture and Storage project in October 2019

Research into developing a suitable transportation solution for liquid carbon dioxide transportation received a major boost when the Norwegian government announced that it was planning to allocate funds to a carbon capture and storage (CCS) scheme in its draft 2020 budget bill.

One CCS scheme in line to receive government funding in Norway is the Northern Light Project, an initiative to carry out a full-scale demonstration project for carbon capture offshore in the Norwegian continental shelf. The project is a joint co-operation project between Equinor, Shell and Total, while DNV GL has provided technical support.

As part of the project, a liquified gas carrier for CO2 transportation design was produced. DNV GL has extensive experience with CCS schemes, having collaborated in initial vessel designs with Maersk in 2010, while the class society’s oil and gas arm signed an MoU with a leading CCS research institute, TCM, located near Bergen in 2018.

By combining a high-pressure low-temperature containment system with the design, the cost of the solution is reduced.

Subject to government approval and funding in 2020, a full-scale CO2 capture and storage chain could be established by 2023/24, with an initial storage capacity for up to 1.5 million tonnes of CO2 per year. This would be likely to require the construction of two specialised liquid CO2 carriers, each of which would transport CO2 from one of the project’s two initial capture sites in Norway to a dedicated onshore facility. The liquid CO2 cargo would then be transported by subsea pipeline to an offshore injection well, before being stored at a depth of 3,000 metres below the seabed.

The scheme is intended to have an eventual storage capacity of up to 5 million tonnes/year.

The project has wider applicability for alternative fuels, as commercial transportation of “green” carbon dioxide is seen as a prerequisite for the expansion of power-to-X solutions,

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8 Heidelburg Cement AG’s Norwegian subsidiary Norcem aims to equip its Breivik works with the world’s first CO2 capture plant fitted to a cement plant. The plant would capture up to 400,000 tonnes of CO2 per year

to reduce the GHG footprint of synthetic methane or synthetic diesel fuels produced from hydrogen and carbon dioxide.

LONDON PROTOCOL Unlike some other liquefied gaseous cargos, LCO2 is already included in regulations covering gas cargos. The IMO’s Maritime Safety Committee passed amendments to the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (the IGC Code) in 2006 to include liquefied carbon dioxide in the code.

However, restrictions on the carriage of hazardous cargos have slowed progress on research into international CCS supply chains. International shipments of carbon dioxide are still currently restricted under the terms of the London Protocol. An amendment to article 6 of the London Protocol to address this restriction was passed in 2009, but has yet to be receive the necessary formal acceptance of two-thirds of contracting parties in order to come into force.

In October 2019, parties to the London Convention passed a resolution to permit trans-boundary exports of carbon dioxide under certain circumstances, removing a key obstacle to the development of international carbon capture and storage supply chains.

The removal of restrictions on trans-boundary shipments is likely to increase the economic viability of the pilot CCS scheme, as higher throughput volumes will lower the fixed costs associated with the project. This is particularly relevant where the Northern Lights project was concerned, as it would need to attract LCO2 shipments from a number of international sources around the North Sea in order to lift throughput at the undersea storage site close to the project’s 5 million tonnes/year capacity.

Equinor signed memoranda of understanding with seven counterparties in September 2019, including Air Liquide, ArcelorMittal and HeidelburgCement AG. The Northern

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EMISSIONS ABATEMENT Assuming a similar tank built by these principles in 1920. The same tanks shall have at least 100 additional years after 2019 before any cracks in the tanks can be expected Lights project is understood to have attracted interest from a number of other energy-intensive manufacturers across northwest Europe.

TECHNICAL CHALLENGES In order to liquefy carbon dioxide, which sublimes directly between gaseous and solid (dry ice) states at atmospheric pressures, it is necessary to lower the temperature to around -50 deg C and a pressure of 7 bar, in line with the LPG containment systems.

The containment system approved by DNV GL reduced the refrigeration requirements, by achieving an operation design temperature in the range of -30 deg C. This required the Type C tank to withstand higher pressures of 19 bar.

Another characteristic of liquid CO2 is its higher density compared with other liquefied gases, such as LNG or LPG. Liquid CO2 has a density of around 1,100 kg m3, compared with 500 kg m3 for the other gases. This will increase the cargo weight, while the design features large single cylinder pressurized tanks. The decision to incorporate a large diameter single Type C cylinder cargo tank has also been taken to improve the economics of the liquified CO2 carrier design.

The tank designs provide a relatively high-volume efficiency applied on a typical ship designs typically used for LPG transportation.

The selected solution and the physical characteristics of liquid CO2 have implications for the loading and discharge phases of the solution. Particular care must be taken to control pressure drops, as this can provoke dry ice formation, with the possibility of abrasive effects on cargo pumps.

The design of the tank must be designed to resist variation in tank pressure experienced between laden and ballast voyages in addition to acceleration loads of liquids in full loaded condition.

An additional challenge confronting the ship designers were how to manage the boil-off gas (BOG) generated by the vessel during the voyages, as solutions involving atmospheric discharges are unlikely to be acceptable for vessels involved in CCS supply chains.

INNOVATIVE SOLUTION The 7,500cbm capacity Type C containment vessel has been designed to withstand pressure accumulation during laden voyages and the corrosive effects of liquid CO2. The combination of high-density cargo, high design pressures and a large tank diameter has required innovative solutions to meeting the strength requirements of the cargo tanks.

The design has reconciled the competing demands of the economics of tank manufacture with meeting the safety requirements for the tank by replacing standard low temperature steel for pressure vessels with a “nontraditional” steel product.

The criteria for the design with the selected material were exacting: the design had to be so resistant to the development of fatigue cracks that fatigue cracks can be neglected in the design.

The safety level defined by the IGC code results in a safety level that can be described as: “Assuming a similar tank built

by these principles in 1920. The same tanks shall have at least 100 additional years after 2019 before any cracks in the tanks can be expected.”

The design and material selection combine high tensile strength properties withstanding the higher extreme loading and resistance to fatigue cracks.

DESIGN MODIFICATIONS In order to control the dynamic loads and accommodate the new high strength steel, a number of design modifications were introduced. These included reinforcing the Type C tank design at various locations, but also softening the design at locations where larger deflections have been utilized to reduce the dynamic stresses in the tank.

SAFETY CONSIDERATIONS DNV GL noted that documenting the safety of the tank design against the development of fatigue cracks was a key criterion before the design could be awarded a pre-class approval.

This required exhaustive tests to ensure that the materials could meet the safety requirements against developing fatigue cracks.

In November 2019 the design was concluded to be able to withstand the dynamic loading without exceeding the stress levels that will create fatigue cracks. Accordingly, Equinor could finally receive the GASA Statement confirming a successful design approval from DNV GL. 8 Fredrik Haag, Head, Office for the London Convention and Protocol and Ocean Affairs, IMO noted that the London Protocol resolution removed ”a barrier for countries who wish to make use of carbon capture and storage - but which do not have ready access to offshore storage sites within their national boundaries

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Motorship January 2020.indd 25

8 Equinor signed memoranda of understanding with seven EU companies in September 2019 to develop value chains in carbon capture and storage, including Air Liquide, Arcelor Mittal and Heidelburg Cement AG (pictured).

Equinor CEO Eldar Sætre is pictured signing the MoU with Heidelberg Cement AG’s Chairman Managing Board, Dr. Bernd Scheifele

JANUARY 2020 | 25

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EMISSIONS ABATEMENT

SCRUBBER CORROSION: ADDRESSING THE ISSUES Yara Marine Technologies Technical Sales Manager Anders M. Sørheim discussed the issue of the corrosion resistance of scrubber components with The Motorship How important is material quality when selecting a scrubber?

If the intention of a scrubber installation is to operate the scrubber for the lifetime of the vessel, assuming a minimum of 10 years, then the material quality is imperative.

A study performed by the American stainless-steel manufacturer ATI titled “Evaluation of Alloys for Marine Exhaust Scrubbers - Effect of Welding and a Crevice” confirmed the importance of correct material choice for scrubbers. The weight loss and corrosion rate of five corrosion resistant alloys commonly used in marine scrubbers were tested in a simulated scrubber environment. The results revealed that for a severe corrosion case, the alloy 254SMO had a crevice corrosion rate of approx. 0.7 mm per year, while a corrosion rate close to 0 was found for Alloy59.

What are the worst-case consequences of choosing poor quality equipment?

Over the course of 10 years these crevice corrosion rates could in theory grow up to 7 mm deep, which in some cases is more than the thickness of the scrubber wall.

Such weak spots in the scrubber tower structure can lead to cracking or other fatigue issues caused by the constant mechanical vibration and the thermal expansion-contraction cycles onboard a vessel, which would result in scrubber leakages. Hopefully such corrosion damages would be detected and repaired before any leakage occur, but such expensive repair work would drastically increase the OPEX of scrubber produced in lower quality materials.

What are the most important factors in building a corrosion-resistant scrubber, in addition to alloy quality?

Welding, welding and welding. Even if a scrubber was built in pure nickel, it could be susceptible to corrosion damages if the welds were not properly performed by approved welders, following an approved welding procedure using approved welding materials. A good rule of thumb is that the welding material should be of a higher grade than the material being welded together, also known as “overmatching the filler material”. In addition, the amount of heat applied during welding should be kept to a minimum to avoid hot cracking caused by the formation of carbides and intermetallic compounds in the weld. Furthermore, the welds should be properly pickled and cleaned, and finally subject to 100% NDT testing to ensure the absence of crevices caused by poor welding, including visual surface examination and ultrasonic testing. A high focus on quality is as important in the scrubber material selection as in the postmanufacturing inspections.

What is Yara Marine’s preferred choice of alloy?

Equipped with a broad base of maritime experience, Yara Marine was very conscious of the corrosion challenges in the extremely corrosive environment inside

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the scrubber when developing its pilot scrubber back in 2009. For this reason, the company chose the material Hastelloy for the first few scrubbers installed. It has excellent corrosion-resistant properties but is more sensitive to welding and is not very compatible with other materials. As a result, Yara Marine Technologies decided to go for a similar nickel-based alloy for our scrubbers. Based on ten years of operational experience supported by simulations, we know where conditions are worst inside the scrubber, especially in the bottom part of the scrubber, and in these areas we design for the use of the material Alloy 59. In other areas where the temperature is lower, we use the material AL6XN or similar, which, although not as resilient as Alloy 59, has great corrosion-resistant properties matching the corrosive environment in the upper part of the scrubber tower.

8 Anders Sørheim, Yara Marine Technologies

How can quality be guaranteed?

The simplest ways to guarantee quality is to purchase the nickel-alloys from world-renowned high-quality steel suppliers, and to have the scrubbers manufactured in high quality weld shops. In addition, Yara’s quality department does a

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10/01/2020 08:40

EMISSIONS ABATEMENT thorough job of checking that the quality is ensured at Factory Acceptance Inspection, where 100% of the internal welds undergo rigorous NDT testing and any deviations found are reported, double checked and corrected, if deemed necessary.

Are there any significant developments underway in scrubber materials or construction methods?

Over the last few years we have seen a shift in our competitor’s material choice towards more corrosionresistant alloys, although not to the extent we would have hoped. We have seen players in the market experimenting with ceramic materials for the scrubber, which is an interesting approach, as ceramics do not corrode, but they are unfortunately susceptible to other types of damage due to their brittle nature. Various kinds of plastic composites such as GRE has been tested but are not a real option due to their low melting point. Some manufacturers have even tried different coatings inside the scrubber, but unfortunately the coating does not last long in the extreme environment. The next developments we see will be about the continued optimizing of the scrubber tower design, as long as it does not increase the risk for corrosion.

What are some of the most common reasons that shipowners opt for lesser quality in scrubbers?

Different ship owners have different reasons for opting for lower quality scrubbers, and we cannot know for

certain the true reasons behind these decisions. Some ship owners may not realize the extent of the corrosive environment, while others may not believe that it is necessary to use such high-grade nickel-alloys. But then again, dealing with sulfuric acid in a high temperature environment is a new challenge for most ship owners. There are also speculations that some ship owners who have high rates of asset flipping do not appreciate the lower OPEX of a more corrosion resistant scrubber, as the ships will only stay a few years in their fleet before being sold.

In your opinion, are the rules and regulations for scrubber manufacturing strict enough?

In general, the rules set by the class societies such as DNV GL cover the structural strength, hull integrity and the safety and availability of the main functions in order to maintain essential services on the ship. Unfortunately, the scrubber system is not considered a main function, and therefore has less stringent rules for manufacturing. When it comes to corrosion protection, DNV GL amended their rules for scrubber systems in 2017 to include the text: “The exhaust gas cleaning unit and exhaust piping exposed to the cleaning water or treated exhaust shall be suitable for the corrosive properties of the two medias.” How well this rule is interpreted and enforced, however, is a different question. As we have seen, not all corrosion resistant alloys are sufficiently resistant to corrosion in the scrubber environment.

Somas half landscape Jan 2020_Layout 1 09/01/2020 10:38 Page 1

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10/01/2020 10:11

EMISSIONS ABATEMENT

OPTIMISING TRADE WINDS TO ACHIEVE EMISSIONS REDUCTIONS Claus Stigler, Senior Software Developer, NAPA Shipping Solutions, discusses how NAPA’s voyage optimisation software could maximise the emissions reduction potential of wind-assisted propulsion The last few months have seen a sea change in industry perceptions of wind-assisted propulsion. Wind had captured imaginations outside the industry, raising images of a more adventurous era of wind-powered seafaring utilising an obvious abundant power source. For those within the industry, it was a more nuanced proposition. We recognise wind propulsion is much more about reducing fuel consumption and minimising carbon emissions as one of many emissionsreducing technologies. One example of such a technology is the Flettner rotor, which relies on the Magnus effect to create thrust and reduce fuel emissions. Maersk recently announced that a year-long trial of rotor sails aboard the Maersk Pelican had achieved fuel savings of 8.2% over the course of a year, equivalent to 1,400 tonnes of CO2.

Maximising the benefits of wind propulsion is a complex process, and highly depends on a range of factors, such as weather routing, vessel operations, and engine profile. As such, an integral part of making wind propulsion effective is digital; simulating voyages and applying data to understand when and where it makes the most sense to use this technology. In a market like shipping, where margins are tight, and economic incentives are often misaligned (for instance, charterers will likely pay for fuel, and may not necessarily see a long-term return on investment for lower carbon technology), it’s essential to be able to validate wind propulsion technology and advise owners on where it can add value.

NAPA has a long history of this and was the first to validate Norsepower’s savings in its initial years of operation.

Over the last year we have collaborated closely with C-Job Naval Architects, to help the industry better understand the dynamics behind wind propulsion. Our research, during which C-Job used NAPA’s weather routing software NAPA Voyage Optimisation, revealed rotor sails could deliver fuel savings of up to 20% on deep sea routes, compared with 5% recorded in the North and Baltic seas.

Voyage optimisation can maximise the benefit of Flettner rotors by forecasting when it is worth deviating from straightline sailing into areas with strong winds. This is especially true on the open ocean.

In addition, voyage simulation, when taken alongside weather forecasts, information about currents and tides and historic statistical climate data, can collectively work to predict which routes are most advantageous when using rotor sails.

For example, containerships making transatlantic crossings from DP World London Gateway need to decide whether pass through the English Channel or go north round Scotland. Further choices apply in the Atlantic between the great circle route across the Atlantic, taking the shortest course between two points on the surface of the globe, or travelling further south to the Azores and picking up winds there.

Our research shows a midsize

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tanker sailing from Le Havre to Houston, equipped with two 30-metre high rotors, could save 80 tonnes of fuel (10%) on a voyage by maximising the wind benefit, as opposed to simply taking the shortest route. The vessel would even arrive one and a half days earlier when running under the same main engine load.

Just as yachts in the Volvo Ocean Race sail closely to Brazil to pick up the strongest winds when on the leg from Europe to South Africa, we expect ore carriers, with rotor sails, travelling on the front haul route from Brazil to Asia could benefit strongly from the same effects. This research suggests that all vessels can benefit from maximising the wind effect: companies using Flettner rotors could find themselves travelling on 19th century sailing routes.

Another aim of our research is to optimise ship designs for Flettner rotors, particularly newbuildings, in order to maximise savings. Current engine design applies a sea-margin - i.e., we over design the engine to be able to sail in adverse weather conditions. However, it would be possible to reduce installed engine capacity by understanding route specific requirements. In turn, reducing main engine size could pay much of the cost of fitting rotors.

The example shown uses an engine load of 90%.

Other considerations factored into the plan include directionality of shipping lanes, improved routing in open sea areas, and the ability to restrict routes based on combined wave height. Thanks to advances in big data, and the ability to combine multiple datasets, we’re able to combine the most important aspects from real-life voyages and factor these into our models. Overall, it’s a perfect example of how hardware innovation, software and modelling expertise can work collaboratively if shipping is to meet its GHG reduction targets for 2050.

8 A comparison of the effect of weather scenarios on vessels travelling between Le Havre and Houston

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SHIP DESCRIPTIONS

HANDYSIZE LAKERS BOOST FEDNAV FLEET

Courtesy of DNV GL

Fednav’s vibrant investment policy features a long series of versatile, handysize bulkers from the Oshima yard in Japan

Canada’s pre-eminent operator in the international bulk trades, Montreal-headquartered Fednav, took delivery of two further geared handysize units from Oshima Shipbuilding in 2019. The 34,500dwt sisters Federal St Laurent and Federal Montreal are testament to a longstanding and productive business relationship with the Japanese shipbuilder. The vessels are the latest embodiments of a design that combines trading versatility with significant advances in efficiency and environmental performance.

At a time when many in the shipping community advocate an asset-light approach, Fednav has continued to champion largescale asset ownership and control as a strength, maintaining a vigorous and extensive fleet renewal and development strategy.

Oshima has been central to the current programme, whereby construction of 22 examples of Fednav’s third generation of Great Lakes-dimensioned, handysize deepsea bulkers has been assigned to the yard at Saiki, near Nagasaki in western Japan.

Federal St Laurent and Federal Montreal, completed at the end of June and August 2019, respectively, are the 17th and 18th vessels in the programme, and replicate the design employed in the Federal Dart quartet brought into service over the course of 2018. Four further sisterships are due to be delivered in 2021.

The first 12 ships of the series, incorporating some differences in technical specification, were commissioned in 2015 and 2016, starting with the Federal Baltic.

Besides the 22 orders for the 3rd generation handysize tonnage, the link between the Canadian owner and Japanese builder has also encompassed the preceding handysize generation, plus supramax and Panamax bulkers, such that a

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8 Federal Montreal, 18th in a 22-ship handysize series from Oshima

total of 40 deliveries have been made to Fednav between 1999 and 2019.

Fednav’s scrupulous approach to the efficacy of ship design and cargo carrying arrangements, coupled with the prowess of Oshima, as with other members of the Japanese shipbuilding industry, in continually refining vessel types conceived for serial or batch production, have clearly borne fruit in the 3rd-generation Lakes-suitable class. Particular consideration has been given to the optimisation of the entire propulsion configuration and hydrodynamics.

The handysize breed of ‘salties’—Great Lakes/St Lawrence Seaway-suitable ships built for deepsea deployment— consumes about 25% less fuel relative to similar capacity vessels built 15-20 years ago, with a corresponding reduction in greenhouse gas emissions and a decrease of more than 15% in NOx. Those earlier ships from Oshima were considered to be among the most energy-conservant of their era.

The environmental level of the new series meets DNV GL’s requirements for the CLEAN notation. The two latest ships are fitted with Optimarin ultraviolet ballast water treatment systems.

Fednav has been a lead player in the uptake of ballast water treatment technology, and began testing systems in 2001. 12 of the 3rd generation handysize bulkers from Oshima are equipped with BallastAce plant from JFE Engineering of Japan. The Norwegian-developed, chemical-free Optimarin solution adopted for the Federal St Laurent and Federal Montreal uses a combination of automatic back flushing, self-cleaning filters, and powerful UV irradiation to neutralise all potentially invasive species in the water.

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

10/01/2020 08:40

TWO-STROKE ENGINES Whereas the first 12 vessels are powered by MAN five-cylinder S50ME-B9.3 two-stroke diesels, the subsequent six ships, including Federal St Laurent and Federal Montreal, are installed with a five-cylinder S50ME-C9.5 engine, manufactured under licence at Mitsui’s Tamano factory. The power map for the latest model covers outputs up to 8,900kW at 117rpm, at the L1 nominal maximum continuous rating point. Direct drive is to a Nakashima fixed pitch propeller.

The transition from ME-B to ME-C machinery realises operating benefits attributable to the latter’s broader adoption of electronics. The electronic control of the ME-C type embraces flexible control of the cylinder process, i.e. fuel injection timing and actuation of exhaust valves, starting valves, and cylinder lubrication. While the ME-B engine uses electronically-controlled pressure boosters for the fuel injection, actuation of exhaust valves is camshaft-operated.

Fednav’s data sheets for the latest vessels indicate a daily consumption of 21.1t of intermediate fuel oil(IFO) sailing in laden condition at 14 knots, dropping to 19.2t/day in ballast at the same speed.

The auxiliary outfit comprises three Daihatsu GDK-20e diesel gensets, manufactured at the company’s Moriyama division, and a bow thrusters assists with manoeuvring and berthing.

Fednav has one of the world’s largest fleets of ice-class tonnage, capable of navigating in demanding winter conditions along the St Lawrence River, in the Baltic and in Arctic and subArctic latitudes. Three icebreaking cargo ships service mines in the Canadian Arctic on a year-round basis. The Federal St Laurent and Federal Montreal, as with the sisterships, are strengthened to 1C ice class standard. The refined hull form includes energy-saving aft-end appendages and has been treated with low-friction antifoulings.

These true maids-of-all-work are laid out with six holds plumbed by four deck cranes mounted on high pillars along the centreline, each affording a maximum lift capacity of 35t.

As opposed to the more conventional, hopper-sided hold construction, the holds of Fednav’s new handysize units are

PRINCIPAL PARTICULARS: Federal St Laurent/Federal Montreal Length overall 199.98m Length bp 195.50m Breadth 23.76m Depth 14.85m Draught (summer) 10.83m Deadweight (summer) 34,492t Gross tonnage 20,763t Holds 6 Cargo capacity(grain/bale) 41,651/41,498m3 Cranes 4 x 35t Main engine MAN 5S50ME-C9.5 Speed 14kts Class DNV GL Class notations 1A1 Bulk Carrier, BIS, BWM(T), Clean D G(B, P), DK(+), E0, HA(+), Holds(2,5 or 3,5, or 3 or 4) may be empty, IB-3, Ice(1C), Nauticus(Newbuilding), Recyclable, TMON Registry Majuro, Marshall Islands

box-like in shape, to facilitate and maximise stowage of cargoes such as steel products and project consignments.

The design’s scope otherwise spans the gamut of bulk commodities, industrial and forestry goods.

The tanktop length varies from 20.4m to 28.3m, the longest and most capacious holds being Nos 3 and 5. Folding hydraulic hatch covers are used throughout, and cement holes add to the transportation scope. The holds are strengthened for heavy cargoes, CO2-fitted, and equipped with Australian Rules ladders.

Husbandry of the latest ships has been contracted to AngloEastern Ship Management of Hong Kong, and registry has been placed in Majuro under the flag of the Marshall Islands.

Courtesy of Fednav

8 New-generation ‘saltie’: Federal Montreal on trials off the Japanese coast

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Motorship January 2020.indd 31

JANUARY 2020 | 31

10/01/2020 10:14

SHIP DESCRIPTIONS

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VERSATILITY THE WATCHWORD FOR NEW RO-RO SERIES One of the leading lights in the European ro-ro freight business is powering ahead with fleet investment as part of an integrated transport chain, writes David Tinsley

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Courtesy of AW Ship Management

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Expansion-minded, Luxembourg-based shortsea operator CLdN is introducing a highly versatile class of ro-ro freight ship to its northwest European network. The fourth and latest newbuild in the Laureline series, the 50,443gt Hermine, has been phased into service after delivery from South Korea.

The ship’s multi-deck layout affords a minimum capacity of 5,051 lane-metres and the capability to accommodate a broad payload mix, including unaccompanied trailers, rolltrailer-borne freight, double-stacked containers on cassettes, factory-new cars, vans and other vehicles and equipment, as typifies manifests on the through-transport carrier’s various routes. With dedicated laneage for automotive clients and use of internal ramps as standing area for cargo, maximum ro-ro capacity is approximately 5,400 lane-metres.

The new generation made its debut in January this year through the commissioning of the Laureline, followed by the Ysaline and Sixtine in April and July, respectively. Fourth-ofclass Hermine arrived in Zeebrugge during early October, for initial assignment to the route connecting the Belgian port with the Irish Republic via Dublin.

Shipbuilding contractor Hyundai Mipo Dockyard (HMD) was entrusted with fifth and sixth newbuilds in July, and options were taken out on seventh and eighth vessels. The newly-ordered tonnage has been specified with LNG dualfuel main machinery, whereas each of the four dieselengined ships delivered so far has been conceived and certificated to facilitate future conversion to dual-fuel power.

HMD’s business links with the shipping company have embraced two ro-ros of record-breaking capacity in the shortsea domain, the 7,970 lane-metre Celine and Delphine, handed over in 2017 and 2018.

Viewed as game-changers in the intra-European shortsea business, the 74,000gt, 235-metre Celine and Delphine offer unsurpassed scope in cargo range on CLdN’s longer routes.

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8 Functional in form and suited to CLdN’s extensive ro-ro network and differing cargo combinations, the South Korean-built Hermine

Configuration and capacity confers the ability to switch from a 100% dedicated cargo type to any degree of mix, from new cars to double-stacked boxes or project consignments. The Laureline class affords a similar degree of flexibility at a smaller size, dimensioned for shorter-haul trade throughout the network, but with the same technology and design advances.

The new ships thereby follow CLdN’s proven methodology of combining high-headroom trailer and container decks with special provision for automotive industry clients, and are expected to become the ‘workhorses’ of the growing fleet, responding both to the demands of the differing trades and enabling effective response to changes in client needs and market conditions.

The Laureline-class vessels are designed for all cargo handling to be effected by way of a 20m-wide, 18m-long stern ramp, strengthened to take a maximum load of 180t.

Each ship has seven cargo deck levels, of which five are fixed and two are hoistable decks. Four of the five fixed decks afford the headroom and wherewithal for trailers and containers, and one is specifically for cars. The inter-deck ramp system reflects the design’s guiding principles of flexibility for rolling cargo and point of stow in conjunction with expeditious and safe ship turnarounds.

Hermine is powered by a seven-cylinder model of the MAN S50ME-C engine, an electronically-controlled, 500mm-bore two-stroke diesel, producing 12,460kW at the nominal maximum continuous rating (MCR) in its C9 version. Drive is direct to a 6m-diameter, Kongsberg controllable pitch propeller.

An in-line shaft generator of 2,200kW provides at-sea electrical energy, supplying and augmenting the auxiliary outfit comprised of aggregates manufactured by Hyundai Heavy Industries and sold under its HiMSEN brand. The onboard electrical demand is substantial, arising from the reefer container/trailer cargo as well as the hotel load, plus manoeuvring power for the array of thrusters. The three main

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SHIP DESCRIPTIONS diesel gensets are driven by HiMSEN 8H25/33 engines, each of approximately 2,300kW output. The harbour set is from the same source, being based a 5H21/32 unit of 900kW. The Nishishiba shaft generator incorporates a power take-in (PTI) function, acting as an electrical motor energised by the gensets to render an auxiliary propulsion capability.

The vessel is necessarily highly manoeuvrable, to ensure efficient working to tidal and wind-prone berths without having to call on tug assistance in all but the most adverse conditions. To achieve the requisite self-sufficiency, she is fitted with two 2,000kW tunnel thrusters at the bow and two 1,500kW stern thrusters, flap rudder and Promas rudder bulb and hub cap.

As with the preceding ships in the series, Hermine is not equipped with an exhaust gas treatment system, CLdN having otherwise addressed emission directives by nominating ultra-low sulphur bunkers. However, the vessel has been laid out to facilitate future conversion to LNGfuelled propulsion, and in accordance with criteria stipulated for DNV GL’s gas-ready notation.

Although CLdN is by no means alone in adopting singlescrew, two-stroke propulsion for ro-ro tonnage, the solution chosen for Hermine and her consorts is still significant in a field where twin or multi engine, geared medium-speed plant typically applies. The company has built experience with low-speed, single-propeller arrangements, and took the mode to a new level with the 9L60ME-C installation in the flagships Celine and Delphine.

In the next phase of the fleet development strategy, the fifth and sixth vessels of the Laureline series will be powered

by MAN dual-fuel propulsion machinery of the 500mm-bore ME-C-GI gas-injected type. The lane-metre intake may differ somewhat from the four ships completed to date, in accordance with the siting and capacity of the LNG fuel tank.

Each of the forthcoming newbuilds will have 320m3 of LNG fuel storage. The supply infrastructure in northwest Europe has been substantially improved and extended over recent years, and bunkering of future LNG-capable CLdN ships is likely to be focused on Zeebrugge and Rotterdam, the company’s two continental hub ports serving its routes to Britain, Ireland, Scandinavia and the Iberian peninsula. The terminals at Zeebrugge are adjacent to the Fluxys LNG complex in the outer harbour.

Technical husbandry for the Hermine has been placed with AW Ship Management of London. The latter’s activities include technical and crewing management for the four roro cargo vessels operated by Foreland Shipping, a 100% subsidiary of the Hadley Shipping Group. The latter is one of the few remaining, family-controlled British shipping firms.

Five years ago, Hadley entered into a joint venture pact with former management of Andrew Weir Shipping to provide third party services under the guise of AW Ship Management.

CLdN’s newbuild programme target is 12 vessels. With the six ships handed over to date (Celine, Delphine, Laureline, Ysaline, Sixtine and Hermine), plus the two newly-ordered dual-fuel versions, the tally currently stands at eight, and would be brought to 10 on declaration of the options. Terms relating to the seventh and eighth ships call for deliveries in 2022. The group’s ports division has committed around EUR200 million(US$222m) on terminal extensions and adaptations to the new-generation vessels and emerging trade needs. Part of the outlay includes value-added services tailored specifically to the automotive industry, whose requirements are evolving at a rapid pace.

Capacity development within the fleet has also entailed the addition of a fourth freight deck to the 2009-built con-ro Mazarine, raising cargo intake from 2,907 to 3,678 lane-metres,

34 | JANUARY 2020

Motorship January 2020.indd 34

and a similar rebuild specification has been drawn up for sistership Palatine. The vessels were constructed by Flensburger Schiffbau-Gesellschaft in Germany, with the recent upscaling awarded to Remontowa Shiprepair Yard at Gdansk.

CLdN, whsoe identity derives from Compagnie Luxembourgeoise de Navigation, is part of the Belgium/ Luxembourg group owned by the Cigrang family. Operational flexibility and control of key elements of the transportation chain is fundamental to the Cigrang philosophy, and has a signal bearing on the organisation’s success in the intensely competitive shortsea arena. Other components of the shipping and logistics group are Cobelfret Ferries, C.RO Ports, CLdN Road, CLdN Cargo and Cobelfret Waterways.

8 A six-cylinder 50ME-C engine pictured after production at STX

PRINCIPAL PARTICULARS - Hermine Length overall 216.5m Length bp 204.0m Breadth 32.3m Depth to main deck 12.2m Draught, design 7.4m Draught, scantling 8.2m Gross tonnage 50,443t Deadweight 20,615t Freight capacity 5,051 lane-m Main engine 12,460kW Auxiliary gensets 3 x 2,300kW Shaft generator 2,200kW Manoeuvring thrusters 2 x 2,000kW + 2 x 1,500kW Class DNV GL Class notations 1A Ro/Ro ship, BIS, CLEAN, Container, DG(P), E0, Gas ready(D, MEC, S), LCS, NAUT(AW), TMON(oil lubricated) Malta Flag

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COMING UP

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The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edstrom editor@mercatormedia.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com

SHIPPING IN 1970 - 50 YEARS ON As The Motorship enters a new decade and its centenary year, we can look back to what predictions our predecessors were making for the title’s 50th anniversary year, and going forward from then.

The Motor Ship, January 1970, rightly and predictably forecast significant growth in world ocean trade. Projecting data from the 1960s, it suggested that dry cargo would be climbing at a more or less constant rate, with the growth rate for liquid cargoes tailing off after reaching a peak in the early 1980s. 2020 would be the year when both types accounted for similar tonnage, at about 8 billion tons each. The actual figures from UNCTAD (2017 data are the latest available at the time of writing) show that this was somewhat over underestimated, with a total worldwide trade amounting to 10.7 billion tons, liquid cargoes (crude oil, petroleum gas and chemicals) representing just 3.3 billion.

Other predictions were that nuclear-powered submarine tankers would be employed on the Alaskan oil trade - this failed to foresee global warming and the environmental concerns associated with the polar regions - and that although conventional displacement monohull vessels would evolve further - correct - fast multihull vessels would be introduced for trans-oceanic container trades definitely no forecast of slow steaming and overcapacity. Finally, shipbuilders in areas like Britain, where steel was costly, would be looking at aluminium, plastic composites or even titanium for hull construction after the end of the 20th century.

In the propulsion world, the future was even less tangible. Engine output had soared from 1,000 bhp per engine to around 4,000 bhp per cylinder. How far this could be improved upon was regarded with some scepticism. That Diesel engines had reached nearly twice that specific output by 2015 would have been beyond the comprehension of the average marine engineer in 1970.

As far as 1970s ships themselves were concerned, there was quite a focus on the Liberty Ship replacement programme, intended to fill the gap left in the smaller general cargo market by the fastdisappearing WW2-built US design. Some 60 of each of the British SD14 design and the Japanese Freedom class had been ordered. The 15,000 dwt SD14 could be specified with a number of different engine options, including the new Sulzer 5RND68, with which the total cost of the ship would be £1.325 million.

38 | JANUARY 2020

Motorship January 2020.indd 38

8 SD14 Liberty Ship replacement Carina

Ro-ro and container vessels continued to attract orders. Even one of the Freedom class Liberty Ship replacements, the 14,800 dwt Argos, incorporated a development from Canadian designer GTR Campbell allowing it to carry about 1,000 cars on three collapsible decks.

The first of a new generation of six fast ro-ro/ container vessels, the Atlantic Causeway for ACL, had been delivered by Swan Hunter and was described as “the most versatile transatlantic cargo liner yet designed”. The 212m ship was designed to carry 920 cars, 144 freight trailers and 594 containers. Based on an earlier ACL class, the new vessels were built to enlarged dimensions, increasing deadweight capacity by over 2,000t to 18,143 dwt. The increased tonnage, as well as the 24-knot speed requirement, led to the specification of a twin-screw steam turbine plant of 38,000hp rather than the single 20,000 bhp diesel installation of the earlier ships. The steam turbines were based on a type developed by AEI for naval ship propulsion. This choice was made because no suitable medium speed engine was available, and there was insufficient height for low-speed diesel machinery. A comprehensive package of cargo equipment was supplied by MacGregor, including five hatch covers, side, stern and bulkhead doors, and an internal ramp-style hatch cover. Electrical connections were provided for reefer containers.

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8 Atlantic Causeway, first of a class of versatile transatlantic ro-ro/container ships

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