The Motorship March 2019

MARCH 2019

Vol. 100 Issue 1168

WinGD R&D:

ClassNK LNG

LR in changing times

H2 addition success:

Klaus Heim interview

Hayato Suga interview

Sulphur cap and fuel pumps

Wärtsilä’s Kaj Portin

ALSO IN THIS ISSUE: China’s cruise market | Russia’s LNG strategy | ABS ethane overview | MAN ammonia study

Your visions succeed Marine system expertise Integrated system solutions raise your efficiency, sustainability and profitability. www.man-es.com/marine

CONTENTS

MARCH 2019

10 NEWS 14 Wärtsilä hybrid retrofit

8

Wärtsilä has signed an agreement with Hagland Shipping to retrofit a battery hybrid solution to a general cargo vessel, in the first such shortsea retrofit.

16 Hapag-Lloyd LNG retrofit Hapag-Lloyd has ordered MAN Energy Solutions’ MAN B&W 9S90ME-C engine for a retrofit to its 15,000 TEU containership, MS Sajir.

17 WinGD X-DF lubrication system Engine designer WinGD is introducing a new system to permit the automatic change-over of cylinder lubrication, to facilitate the change-over of oils in its X-DF dual-fuel engines.

31 REGULARS 10 Shipyard Report China’s cruise market has seen a spate of new deliveries, surging passenger volumes, and moves by Chinese shipbuilders to develop expertise. David Tinsley assesses recent development.

31 Design for Performance

18 SunRui scrubber orders Chinese manufacturer SunRui has agreed the first sales of its new SOxFree exhaust gas cleaning systems to two Greece-based shipowners, shortly after its new system received type approval.

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CEMEX UK’s new trailing suction hopper type dredger incorporates several efficiency and productivity advances while eliminating inboard pipework, writes David Tinsley.

32 Ship Description Ferus Smit has delivered the first of a series of dual-fuel coastal tanker to Thun Tankers, incorporating increased performance and improved cargo handling, writes David Tinsley.

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

FEATURES

18

16 Sulphur cap impacts

Muhammad Usman, Lloyd’s Register’s product manager for fuel delivery, examines some of the potential impacts of the 0.50% sulphur limit on fuel pumps.

18 Simplifying options?

Klaus Heim, ceo of WinGD and president of CIMAC, presents his view of marine propulsion market and WinGD’s R&D priorities.

19 Hydrogen breakthrough Kaj Portin, Wärtsilä’s General Manager of Research & Technology Programs, Engines Technology, shares progress in developing hybrid solutions to use hydrogen in gas or combustion engines.

27 Russia targets niches Denis Manturov, the Russian Minister of Industry, discusses the Russian Federation’s strategy for developing domestic civil shipbuilding, targeting ice class and LNG vessels as potential niches.

28 Ethane overview Aditya Aggarwal, ABS director, Global Gas Development, provides an overview of ethane market trends, and examines the opportunities this presents for the market.

The Motorship’s Propulsion & Future Fuels Conference will take place on 19-21 November 2019 in Hamburg, Germany.

Stay in touch at propulsionconference.com

MARCH 2019 | 3

NEWS REVIEW

VIEWPOINT

WÄRTSILÄ IN FIRST HYBRID RETROFIT PROJECT

NICK EDSTRÖM ❘ Editor nedstrom@motorship.com

One of the challenges for shipowners looking at investing to meet 2030 and 2050 emission reduction targets is the proliferation of choices, many of which we cover in this issue.

Early 2019 has seen a number of high-profile project announcements, ranging from logistics operator Hapag-Lloyd's Sajir dual-fuel containership retrofit to Grimaldi's hybrid RoRos and Norwegian shortsea operator UECC's hybrid PCTC project.

Engine designer WinGD's Rolf Stiefel argues strongly in this month's issue for engine designers to narrow down the range of options for potential buyers. This is contested by other designers, who feel that the market should decide. Wärtsilä's Kaj Portin shares advances in adding hydrogen to existing gas-fuelled engines, noting existing Wärtsilä four-stroke LNG-fuelled engines could be modified to use up to 15% hydrogen fairly easily. Stevie Knight also examines progress in a “third way” for hydrogen use, after liquefaction and compression, liquid organic hydrogen carriers (LOHC).

Other channels for hydrogen to enter the marine fuel chain exist. MAN Energy Solutions shares news of progress in progressing ammonia trials (see opposite), with an eye towards applying for flag approvals of ammonia as a gaseous fuel in H2 2019.

Ethane represents an interesting market for chemical product shipments. Aditya Aggarwal, ABS director, Global Gas Development, offers an overview of the market amid indications that increased supply in the seaborne market will create demand for additional ethane carrier capacity in the short term.

Meanwhile, significant advances in hydrogen fuel cell technology are also occurring. The fourth of four battery hybrid cruise vessels being built for Havila Kystruten will feature a hydrogen fuel cell arrangement, although the order is also noteworthy for the rapid increase in energy storage system (ESS) capacity.

However, LNG remains the most likely solution to meeting 2030 reduction targets, given the length of time it has taken for LNG bunkering infrastructure to develop. We provide a broad overview of developments in the LNG market, encompassing dual-fuel ship designs as well as regulatory and strategic views.

Mr. Hayato Suga of ClassNK took the opportunity to provide insight from the classification society's recent research into LNG containment from a regulatory perspective, while examining the opportunities digitalisation offers for improved monitoring.

We also have an exclusive interview with Denis Manturov, the Russian Federation's Federal Minister of Industry responsible for the shipbuilding sector about the country's plans to revitalise the commercial shipbuilding sector, and the strategic focus on the high-value LNG carriers and ice class vessel niches.

Meanwhile, we also examine innovations in the fuel and lubrication sector, such as WinGD's X-DF proprietary lubrication system. While the market is focusing on the availability of low sulphur fuel oils ahead of the introduction of the IMO's 0.50% sulphur cap in January 2020, comparatively less attention has been paid to the effect on fuel pumps, cylinder liners and fuel filters. Muhammad Usman of Lloyd's Register's fuel advisory services, identifies potential risks with fuel pumps ahead of the switchover date.

4 | MARCH 2019

Image: Hagland Shipping AS

Narrowing down choices

Wärtsilä has signed an agreement with international shipping company Hagland Shipping AS for a hybrid retrofit installation.

The project, the first of its kind in short-sea shipping, will take place onboard the Hagland Captain, a general cargo vessel owned by Hagland Shipping. The agreement was signed in December 2018.

The installation of a Wärtsilä battery hybrid propulsion solution will significantly enhance the ship's environmental performance by reducing its emissions, fuel consumption, and noise. Included in the solution are a shore power connection to provide power for loading/unloading operations and for battery charging, a new reduction gear with power take-off (PTO) and power take-in (PTI) technology, and a Wärtsilä NOx Reducer (NOR).

It is estimated that the total

8 An impression of how the Hagland Captain will look after the retrofit of a Wärtsilä hybrid propulsion solution

reduction in nitrogen oxide (NOx) emissions after the retrofit could be as much as 80 to 90 percent, while overall fuel cost savings are expected to be in the range of 5 to 10 percent. The battery capacity will be sufficient to sail in and out of harbour on electric power for approximately 30 minutes, which will effectively reduce noise and pollution levels in the vicinity of the harbour.

“Wärtsilä's hybrid solutions are based on a 'first-of-its-kind' fully integrated hybrid power module.

This combines engines, an energy storage system using batteries, and power electronics optimised to work together through a newly developed energy management system (EMS). It marks a new frontier in marine hybrid propulsion.

MAN ENERGY SOLUTIONS TO UNDERTAKE AMMONIA STUDY MAN Energy Solutions plans to embark on a risk assessment on the use of ammonia as a gaseous fuel for propulsion in conjunction with classification society DNV GL. The study, which will be held in Oslo with DNV GL, is expected to identify any potential safety issues that would need to be addressed before the engine designer can submit a request for flag acceptance of the use of ammonia as a gaseous fuel in a specific ship.

The application is expected to be submitted before the middle of the year, MAN Energy Solutions' promotion manager for dualfuelled engines René Laursen, told The Motorship in Copenhagen on Friday 8 March.

The engine designer is currently undertaking development of its current dual-fuel ME-LGIP engine, which is capable of operating on LPG fuel, to run on ammonia.

The application is expected to pave the way for flag acceptance of use of ammonia as a fuel. Two further studies are likely to be made later in 2019, with classification societies ABS and Bureau Veritas understood to be discussing separate studies with interested ship owners.

8 MAN Energy Solutions' promotion manager for dual-fuelled engines, René Sejer Laursen

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

NEWS REVIEW

MAN Energy Solutions has signed a contract with Hapag-Lloyd, the liner shipping company, to convert a 15,000 TEU containership to dualfuel operation. The MV Sajir's existing, HFO-burning MAN B&W 9S90ME-C engine will be converted to a dual-fuel MAN B&W ME-GI (-Gas Injection) prime mover capable of running on HFO and LNG at the Chinese Hudong/HRDD shipyard in 2020.

“By converting the Sajir, we will be the first shipping company to retrofit a container ship of this size to LNG propulsion”, said Richard von Berlepsch, Managing Director Fleet Management at HapagLloyd. “With this unprecedented pilot, we hope to learn for the future and to pave the way for large ships to be retrofitted to use this alternative fuel.”

The Hapag-Lloyd pilot project is scheduled for 2020 when the fiveyear old vessel will spend 90 days in dock. The DNV-GL approved gas-storage system will occupy an area equivalent to 350 containers, including the pipework between storage and engine.

HAPAG-LLOYD ORDERS FIRST VLCS RETROFIT TO LNG 8 The MV Sajir’s 9S90ME-C main engine will be converted to a dual-fuel MAN B&W ME-GI unit capable of running on HFO and LNG

Wayne Jones OBE - Chief Sales Officer and Member of the Executive Board, MAN Energy Solutions said: “MAN Energy Solutions' strategy is to provide complete, fully integrated solutions. Accordingly, MAN Cryo will install an entire gas system to supply gas to the main, as well as to the auxiliary engines, including a MAN Energy Solutions 300 bar high pressure Pump Vaporizer System (PVU).”

MAN Energy Solutions took over fuel-gas specialist company Cryo AB in 2015 and fully integrated it

into its business. Under the brand MAN Cryo, the company offers systems for the storage, distribution and handling of liquefied gases.

Wayne Jones added: “We are seeing great interest in this project from the industry as a whole. This is an excellent showcase for the conversion of a mega-container vessel to LNG and the potential benefits for the market is huge.

With this announcement, MAN Energy Solutions is once again at the forefront of technology with our ability to execute LNG

conversions for both four-stroke and two-stroke engines.”

The emission savings for MAN B&W two-stroke engines are significant when converting an existing HFO engine to LNG. Using LNG in the shipping industry could reduce CO2 emissions by 15 to 20 percent and sulphur dioxide and particulate matter by more than 90 percent.

In respect to four-stroke, Jones is referring to the 2017 conversion of Wessels Reederei's Wes Amelie, a 1,036-teu container ship that was originally fitted with an MAN 8L48/60B diesel engine. Upon conversion to a dual-fuel MAN 51/60DF unit, the Wes Amelie, reported significantly changed emissions. The vessel now meets both the Tier II and Tier III emission requirements set by the International Maritime Organisation (IMO).

MAN Energy Solutions has won the order to supply 18 × MAN B&W 9S50ME-C9.6 TIER II-compliant main engines for 9 × 7,800 lanemetre RoRo vessels intended for operation in the Mediterranean Sea. The customer is the Grimaldi Group, the Naples, Italy-based shipping company and leading operator within the RoRo segment.

The vessels are to be built at Jiangsu Jinling Shipyard in Nanjing, China, while the engines will be built in Korea by Hyundai Heavy

Industries Co., Ltd. (Engine & Machinery Business Unit) under licence. The first vessels are expected to be delivered from 2020. Each engine will also be fitted with 1 × MAN TCA66 turbocharger.

The new RoRos are the first examples of a new series of hybrid vessels, which will use fuel oil during navigation and lithium mega-batteries in harbour, thus guaranteeing 'zero emissions in port' while still satisfying energy requirements at berth. The batteries

will be recharged during navigation through shaft generators adding the so-called peak shaving system.

The vessels will be fitted with 600 m2 of solar panels.

The vessels also feature an air lubrication system under the keel, reducing friction and hydrodynamic resistance.”

The new RoRos are part of what Grimaldi calls its “Green 5th Generation” that represents a significant expansion and modernisation of the company's

fleet. They will have a length of 238 metres, a beam of 34 metres and a gross tonnage of 64,000 tonnes with a loading capacity of 7,800 linear metres, equivalent to about 500 trailers, double that of the Neapolitan group's current, largest such vessel and triple that of its previous generation of RoRo ships. Despite the increase in loading capacity, the fuel consumption is the same at the same speed compared with Grimaldi's existing vessels, implying a 100% increase in tonne/mile fuel efficiency.

DNV GL remote surveys

MAN TCT turbocharger

Non-hazardous alkali

ClassNK senior EVP

Classification society, DNV GL, is introducing the option for DNV GL classed vessels to request remote surveys for some inspections through the Veracity data platform. Examples of potential remote surveys include occasional surveys that fall between periodical surveys, documentation-based surveys, testing and witnessing systems during normal operation, and surveys not ordered together with annual surveys.

MAN Energy Solutions is rolling out a new TCT turbocharger series intended to eventually replace the TCA generation. With TCT turbochargers, MAN Energy Solutions can significantly reduce turbocharger dimensions to meet current market requirements, while lowering manufacturing and operating costs.

MAN Energy Solutions states that it is currently offering just the TCT40 and TCT60 types, but expects the other TCT sizes to come on stream by 2020 and 2021.

Two magnesium producers, Nedmag and TIMAB Magnesium, plan to distribute a nonhazardous magnesium hydroxide alternative to traditional alkalis for use in exhaust gas cleaning systems ahead of January 2020. Unlike traditional alkalis used in scrubber installations, MH53S MARE is a non-hazardous material, and has been successfully used for several years on board several vessels.

Classification society ClassNK appointed Mr. Hiroaki Sakashita Senior Executive Vice President as well as Executive Director from March. A qualified naval engineer, Mr. Sakashita combines experience of maritime administration including regulatory oversight and industry development. He joined ClassNK in 2018 as Executive Consultant and will oversee ClassNK’s expansion of its business portfolio and digital transformation in his new role.

GRIMALDI ORDERS MAN B&W ENGINES FOR NEW HYBRID ROROs

6 | MARCH 2019

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

NEWS REVIEW

WinGD is introducing a new system that allows the automatic change-over of cylinder lubrication oil between two types of oils, normally between low and high BN oils within its X-DF dualfuel engines, minimizing delay times in change-overs. The proprietary dual-line system is patent pending.

The Integrated Cylinder Lubricant Auto Transfer (iCAT) features a second lubricant oil line, to facilitate the change-over of the cylinder lubricant oil between high and low BN oils.

Cylinder lubrication in X-DF engines operates on a oncethrough basis, in which a hydraulic pump supplies oil to the cylinder liner through slits and nozzles on the cylinder liner running surface.

By automatically selecting the appropriate lubricant for the gas or liquid fuel, the system reduces the risk of human error, which could lead to corrosion and in the worst case scuffing between the piston and piston liner if a gasoptimised lower BN lubricant were used with heavy fuel oil (HFO), for instance.

The new concept permits

WINGD INNOVATES IN X-DF LUBRICATION SYSTEM

“almost immediate” change-over of lubricant oils, as the lubricant oil change-over occurs directly in front of the lubricant oil pump, eliminating the delay in waiting for lubricant oil to empty from other single-line systems.

According to Konrad Räss, WinGD director, research and development, the system is standard now on X-DF engines.

It has been installed on some X-DF engines already and will be standard on the biggest Otto cycle engine, the X92DF engines, that are set to be delivered from April as well. It will subsequently be extended across WinGD's X-DF portfolio.

8 The Integrated Cylinder Lubricant Auto Transfer (iCAT) features a second lubricant oil line, to facilitate the change-over of the cylinder lubricant oil between high and low BN oils

Research into fine-tuning the properties of the lubricating oil for dual-fuel engines in continuing, as more data on the operational experience of managing dual-fuel engines becomes available, with the impact of fuel ratios in fuelsharing mode on lubrication oil type a particular area of attention.

HAVILA KYSTRUTEN FERRIES TO FEATURE 6.1MWH CORVUS ESS The largest marine battery installations on a hybrid-powered vessel will be integrated into four Norwegian coastal cruise ships set to be delivered for Havila Kystruten from 2020.

System integrator Norwegian Electric Systems (NES) commissioned Corvus Energy to supply a 6.1MWh Orca lithium ion Energy Storage System (ESS) to the four vessels currently under construction at Turkish shipbuilder Tersan and Astillero Hijos de J. Barreras in Spain. The ESS is double the capacity of any existing battery-operated ferries, and will be second only to the installation on the autonomous Yara Birkeland.

Speaking to The Motorship at Corvus Energy's headquarters in Norway in February, Halvard Hauso, executive vice president, sales and marketing of Corvus Energy explained that the ESS could be operated in normal sailing mode, port mode as well as a “fjord mode” in which final approaches to port within zero emissions coastal areas could be made

8 NES has selected Corvus Energy batteries for four environmentally-friendly Havila Kystruten coastal vessels

under battery power alone.

The ESS will enable the vessels to enter fjords and ECAs on zero emission mode five years before Norway tightens emissions regulations. The Norwegian parliament passed a resolution on 3 May 2018 to introduce a zero emissions policy in Norway's most heavily visited coastal fjords from 2026, although the exact details are still under discussion.

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

The last of the four vessels being constructed for Havila Kystruten will feature a hydrogen fuel cell propulsion arrangement partially funded by Norway's Pilot-E programme. The propulsion systems onboard all ferries will be designed to integrate hydrogen fuel and fuel cells.

Corvus expects to extend its range of energy storage systems at Nor-Shipping in June, when it will launch a new more compact, higher energy density battery variant intended for the cruise and Ro-Pax segments.

BRIEFS Maersk LR2 scrubbers Maersk Tankers is to retrofit one LR2 vessel in the Maersk Product Tanker fleet with a scrubber system, and has ordered a further three scrubber systems for LR2 newbuilds to comply with the IMO’s 2020 sulphur cap.

To comply with the IMO's 2020 sulphur cap, Maersk Tankers has analysed and evaluated the possibility of installing scrubbers or using compliant fuel, assessing long-term financial viability and environmental emission factors. Scrubber installations on smallersized tanker vessel are not currently "financially viable", the company said.

Ulstein unveils X-JACK Norway-based Ulstein Group has unveiled a new heavy lift jack-up design developed to meet the offshore wind industry's need for costefficient wind turbine installation vessels. The Ulstein J102 is the latest model in the company's X-JACK series, all of which have a patented cruciform primary structure said to achieve weight savings of 10 to 15%. Each design in the X-JACK series has a kiteshaped hull, cruciform structural arrangement, a vessel beam enabling floating lift operations and increased propulsion efficiency.

Schottel launches thruster German manufacturer of marine propulsion systems, Schottel, is presenting its new pump jet type SPJ 30, a shallow water thruster, work vessels and freighters.

Available in the power class up to 150 kW, the azimuth thruster is suitable for both newbuildings and modernisations. The abovewater gearboxes are available as Z and L variants.

MARCH 2019 | 7

NEWS REVIEW

BRIEFS

COSTA CRUISES SAILS INTO CHINESE MARKET

BIMCO is calling for the Fourth International Maritime Organization (IMO) Greenhouse Gas Study to exclude unrealistic gross domestic product (GDP) growth projections to predict future demand for the shipping industry, and emissions. The proposal was made to the expert workshop preparing for the study, which met in London 12-14 March. Although the scenarios are not forecasts, BIMCO notes previous “outlier” scenarios have been used to shape regional policy, citing the Third IMO GHG study’s projections of a 250% increase in CO2 emissions from shipping that have since proven to be totally unrealistic.

BV fuel reporting app Bureau Veritas has released ‘Phase 2’ of My Fuel Consumption (MFC), an online tool to facilitate compliance with fuel consumption regulations. The system meets the requirements of the IMO’s data collection system (DCS) and the EU’s monitoring, reporting and verification (MRV). MFC is designed to ensure that vessel fuel consumption data is automatically registered for the different schemes. MFC is a secure cloud based web application freely available via VeriStar, the Bureau Veritas client portal. A contract for Bureau Veritas' IMO DCS or MRV services is required.

Norsepower gets rotor TA Clean technology company, Norsepower Oy, has been awarded the first ever type approval design certificate granted to an auxiliary wind propulsion system onboard a commercial ship. The type approval, from ship classification society DNV GL, was issued in February.

8 | MARCH 2019

Photo: Costa Group

BIMCO eyes IMO

Italian cruise line, Costa Cruises, has taken delivery of the company's first ship designed specifically for the Chinese market.

The 135,000 tonne Costa Venezia is part of an expansion plan that includes seven ships being delivered to the Costa Group by 2023 for a total investment of over €6bn. At 323m long and catering for more than 5,200 guests, she was built at the Fincantieri shipyard in Monfalcone and has a range of features designed to showcase Italian culture and lifestyle, including an interior inspired by the city of Venice and gondolas made by Italian artisans.

Michael Thamm, group chief executive of Costa Group and Carnival Asia, said: Costa Venezia will help us to further develop the cruise market in China, which has a great unexplored potential."

"Currently, 2.5 million Chinese people a year choose to go on a cruise vacation, which is less than 2% of the total number of Chinese people who travel abroad," he added.

The ship has a theatre inspired by the Venetian 'La Fenice' theatre, the main atrium is reminiscent of St. Mark's Square and the main restaurants recall the traditional architecture of Venetian alleys and squares.

8 The Costa Venezia is designed to showcase Italian design to the Chinese market

The naming ceremony is planned for 1 March in Trieste and the first cruise, for invitees only, will depart from Trieste on 3 March bound for Greece and Croatia. The ship's inaugural cruise of the Mediterranean, Middle East, South East Asia and the Far East begins on 8 March.

After Costa Venezia, the group's next ship to come into service, in October 2019, will be Costa Smeralda, the new Costa Cruises flagship and the first ship for the world market to be powered by LNG.

SUNRUI CONFIRMS FIRST ORDERS FOR NEW EGCS Chinese manufacturer SunRui has received a number of orders for its SOxFree exhaust gas cleaning system (EGCS), confirming 10 orders from European ship owners since the beginning of the year, with a further 30 orders under negotiation.

Greek shipowner Oceangold Tankers confirmed the first order for SunRui's new EGCS for three vessels in January, shortly after the product's launch in December.

On 6 March, SunRui confirmed the recent conclusion of an order with Greek shipowner Eastern Mediterranean for the

installation of its EGCS on seven ships, including an ongoing support package.

Eastern Mediterranean had initially concluded an order for the combined retrofit of SunRui's ballast water management system (BWMS) and its new SOxFree EGCS on three VLCCs in early February.

“It fully demonstrates the high trust of Greek shipowners in the technology, products and services of SunRui,” the company said.

The company received type approval for its hybrid wet EGCS system in late 2018 from class societies China Classification

Society, DNV GL and LR. The system had approved AiP from CCS in 2016, and from LR in early 2018.

The company conducted emission tests at Shanghai Maritime University for two months on a MAN 6S35ME-B9 diesel engine.

DNV GL supervised a concurrent performance verification test of the washwater treatment system used in the exhaust gas recirculation system (EGR), which was successfully completed, and showed the system meets MEPC 259 (68) emission requirements.

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

LEADER BRIEFING

CLASSNK TO FORE IN GAS CONTAINMENT CLASSIFICATION ClassNK focuses on updating its classification rules and developing standards in new areas Mr. Hayato Suga, Corporate Officer, Director of Plan Approval and Technical Solution Division at Nippon Kaiji Kyokai (ClassNK), spoke to The Motorship in London in early February about the classification society’s recent work in the field of gas containment regulation, and broader developments in the field of of digitalization.

ClassNK released a number of updates on guidance around on prismatic systems in July 2018. One of the points referred to revisions to strength assessment methods against fatigue cracks caused to vessels by prolonged and repeated loads. What implications does this have for filling constraints for self-supporting container?

We decided to establish (self-supporting) Prismatic tank A guidelines because there was a gap in practical guidelines around the technology, which previously depended upon the know-how of the designers. The key item to be reviewed was the specific assumption to deflect fatigue strength phenomenon. We clarified in our guidelines that the filling level was not particularly connected with fatigue strength, unless a partial filling condition is planned as a standard loading condition. We have also taken the opportunity to update the fatigue strength assumptions, which were overly conservative.

8 Mr. Hayato Suga saw opportunities for increased availability of data from sensors in commercial applications to manage boil-off rates or condition monitoring

Q

In your guidelines, how will revising fatigue strength assessment methods affect the frequency of inspections?

We have improved our understanding of which areas of A the containment tank stresses are likely to concentrate, and are focusing our attention on these likely areas, such as tank supporting structures.

However, these changes are purely during the design review and construction stages. The revised guidance does not imply any change to inspection schemes post-delivery. The possible changes have been generally mentioned in our Rules and need further consideration. In addition, there have been discussions at the AIS level about potentially extending the interval between inspections. The increasing availability of data from sensors might make real-time monitoring of the condition of tanks possible: after all, a number of commercial software providers are currently providing detailed information about the condition of gas contained inside containment tanks, from a sloshing-monitoring perspective.

Q

What scope do you see for increased data availability to play in developing LNG containment monitoring guidelines?

We do think that the increased availability of data from A sensors has potential applicability, although there is a need to verify the accuracy of sensor data, and to cleanse the data to ensure it is reliable. We need to distinguish between the development of more accurate monitoring and the requirements for monitoring the containment vessel, which is a regulatory requirement. The condition monitoring will provide evidence of the reliability of the Ship inspection, but it will not replace the ship survey. The measurements from the survey have to meet class standards and will remain the gold standard.

Q

Q A

In your guidelines, how will revised guidelines for prismatic tanks impact filling constraints?

We don’t see any changes to filling constraints at the moment.

What is your opinion of sloshing and in operation monitoring systems?

Sloshing issues are usually critical for membrane tank A systems. There are many related R&D projects giving higher reliance on this issue, but attention must continue to be paid to the issue. Our colleagues from ClassNK’s commercial arm collaborate with commercial software developers (such as NAPA) for improving the management of LNG cargoes, to reduce boil-off rates, for example. Other software suppliers offer other systems, and GTT has developed a sloshing monitoring solution for membrane containment systems.

We do think that the increased availability of data from sensors has potential applicability, whether that is in terms of monitoring boil-off rates, sloshing or the ageing of the contents of the LNG containment vessel, which is more relevant from a commercial point of view, or pressure control issues and more accurate condition monitoring, which has potential safety advantages from a class perspective.

Q

You have conducted research into the integrity of intank cargo pump towers. Do you have any views on their performance when subjected to higher loads in partially filled tank conditions?

The tower design varies between Moss, independent A prismatic tank Type B and membrane containment systems. There have not been many operational problems reported on cargo pump towers so far, but we have conducted some research into the issue. Our findings identified potential issues around the pump with supporting structures. Although different systems use different designs, they all seem to perform satisfactorily.

Q

Does the degree of deformation have any effect on the safety or longevity of containment systems?

The degree of deformation varies depending on the tank A type, and permissible tolerance is normally included and controlled in the strength review. Under special circumstances, we have to pay extra attention to verify comprehensive safety with the tank test, model test etc. It is through these steps that we believe sufficient safety and longevity can be confirmed.

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

Q

MARCH 2019 | 9

SHIPYARD REPORT

ALLURE OF EMBRYONIC CHINESE CRUISE MARKET

Credit: MV Werften

High-capacity, advanced cruiseship newbuilds are set to cut their teeth on China-based operations, writes David Tinsley

A new stage in the evolution of Costa Cruises, the Italian brand of global market leader Carnival Corporation, is signalled by the impending debut of its first-ever vessel built specifically for the Chinese market. While based on the proven Vista-class, able to accommodate over 5,000 passengers and powered by diesel-electric plant incorporating five MAN medium-speed prime movers and Azipod propulsion units, the Costa Venezia has been fitted out to meet the specific culinary, leisure and entertainment requirements of Chinese guests.

The 135,500gt, 323m-long newbuild, constructed on the north Adriatic at Fincantieri's Monfalcone yard, is due to commence her Chinese schedule during May, homeported in Shanghai, following a 53-day inaugural, pre-positioning cruise from the Mediterranean to Japan. A sistership booked from Fincantieri and due in the autumn of 2020 is similarly slated for operation out of China.

The Vista-class also provides the platform for the seminal, US$1.5 billion project which will mark the Chinese shipbuilding industry's entry to the market for large, luxury cruise vessels.

Shanghai Waigaojiao Shipbuilding is scheduled to deliver the first of two firmly-ordered vessels of 133,500gt to CSSC Carnival Cruise Shipping in 2023.

Formally inaugurated in November 2018 as a joint venture between China State Shipbuilding Corporation (CCSC) and Carnival Corporation, CSSC Carnival Cruise Shipping has options on four further newbuilds. The entire, anticipated series

10 | MARCH 2019

8 Genting's Dream Cruises plans to have its first Global-class newbuild operating out of Shanghai by early 2021

of six 5,260 passenger-capacity vessels is intended to cater to growing demand from Chinese consumers. The programme in Shanghai will entail transfer of technological, process and project management from Fincantieri, including know-how with regard to development and management of the crucial supply chain network.

In the interim, CSSC Carnival is scheduled to begin activities by the end of this year, using the first of two 86,000gt vessels purchased from Carnival's Costa fleet. Built by Fincantieri in 2000 and 2003, respectively, each is of some 2,200 passengercapacity.

Carnival views China as “a large, embryonic and underpenetrated cruise market with continued long-term projections for outbound tourism growth�. Now second to the USA as a source of passenger numbers, reaching 2.4m in 2017. China is forecast to generate 10m passenger trips by 2026, with some industry sources suggesting that it will ultimately become the market leader.

Royal Caribbean has a similarly positive outlook towards China and the Asia Pacific region, such that the group is set to extend its commitments there by allocating its next newbuild delivery, the 170,000gt Spectrum of the Seas, to cruising out of Chinese ports in June 2019. As the first in the Quantum Ultra class of ships booked with Meyer Werft, Spectrum of the Seas will become the largest Asia-based cruise vessel, offering a capacity for 4,246 guests on a double-occupancy calculation,

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

but with scope for a maximum 5,622 passengers. The interiors and amenities have been adapted to Chinese tastes.

With the arrival of the Spectrum of the Seas in Shanghai, the line's 168,700gt Quantum of the Seas will be redeployed to Tianjin.

Both vessels are showcases for advanced, largely Europeanoriginating cruiseship technology, honed to further effect in the latest ship. The deployments demonstrate the importance attached by Royal Caribbean to serving an increasingly sophisticated Chinese market with premium 'products'.

Quantum of the Seas, completed by Meyer Werft in 2014 and assigned to year-round cruising from Shanghai-Baoshan in May 2015, hosted developments in energy-saving technology, including an under-hull air bubbling system, a new generation of Azipod electric propulsors, comprehensive exhaust gas purification plant, and innovative onboard activity and entertainment features.

Royal Caribbean's reinforced presence on the Chinese market in 2019 will also be expressed in the re-allocation of the 138,000gt Voyager of the Seas to Hong Kong and Shenzhen.

Genting Cruise Lines, a division of Genting Hong Kong comprising the brands Star Cruises, Dream Cruises and Crystal Cruises, has been in the vanguard of the development of the cruise industry in Asia Pacific and China for the past 25 years.

Two 150,000gt vessels of bespoke design for the regional market were delivered to Dream Cruises by Meyer Werft in 2016 and 2017 and a further, considerable fleet investment programme has been implemented at the group's own shipbuilding organisation in Germany, MV Werften.

The expansion plan entails three distinct design series of cruise vessel, and will give new impetus to business growth. The largest, nascent type is the 204,000gt, Global-class, the first of which will initially homeport in Shanghai-Baoshan's Wusongkou cruise port following scheduled handover in early 2021.

With 2,500 cabins, the ship will be able to accommodate 5,000 passengers on a twin-share or double-occupancy basis.

Moreover, the cabins have been specially designed for Asian families, so as to provide comfortable berths for two, three or four persons with two bathrooms. This allows increased scope and a wider pricing point for the Asian market. Since the lifesaving outfit will be for up to 9,500 passengers, the Globalclass will have the capacity to cater to the region's extremely high peak holiday season demand. Close consideration has accordingly been paid in the design to passenger flow and its facilitation.

The diesel-electric Global-class has been specified with a potent primary power installation, whereby six main gensets will be driven by MAN common-rail, medium-speed engines with a combined output of 96,000kW, feeding a troika of Azipod XO thrusters.

Norwegian Cruise Line (NCL) made a major commitment to the Chinese market through the assignment in 2017 of its 168,800gt Norwegian Joy to year-round cruising from Shanghai and Tianjin immediately following her completion by Meyer Werft.

As the second ship of the Breakaway Plus generation, initial planning had envisaged her use in Alaskan waters. However, just 16 months before the scheduled delivery date, it was decided to repurpose the vessel as a tool of business development in China. This necessitated modification of the design and customisation to the preferences of Chinese guests in terms of accommodation, interiors, cuisine and onboard entertainment. The scheme resultantly differentiated her from the first Breakaway Plus vessel, Norwegian Escape, phased into Caribbean cruising out of Miami in 2015.

In the latest turn of events, the 4,000-passenger Norwegian Joy is to be redeployed to Alaska for the 2019 summer cruise season. The move is further testament to the industry's capacity

Photo: Fincantieri

SHIPYARD REPORT

to quickly redeploy and adapt its assets in accordance with shifts in demand and trends—and to respond to more financially rewarding opportunities. Prior to repositioning to Seattle in April, the vessel is slated for US$50m of modifications and enhancements to mould her to the North American market, bringing the ship's interiors and offerings in line with those of Norwegian Bliss, the 2018-built third representative of the Breakaway Plus series.

NCL's decision to pull Norwegian Joy out of China-based operations with effect from March this year is in stark contrast to the impending homeporting in China of major newbuilds by Royal Caribbean and Dream Cruises. But, going forward, the line has signalled a commitment to the Chinese market through the intended refitting of the 1998-built, 2,000-passenger Norwegian Spirit in readiness for her switch to seasonal cruising out of Chinese ports beginning in the summer of 2020.

China's strategic bid to become a player in the global market for cruiseship construction, and as part of the wider national bid for higher value-added production streams, is encapsulated by the programme at Shanghai Waigaojiao and the associated development of a dedicated industrial park, designated as a cruise hub, in Shanghai's Baoshan district.

But another highly significant endeavour in this field, albeit entailing a much smaller class of vessel, is under way at China Merchants Heavy Industry and is due to yield first fruit this year in the shape of a 104m expedition-type cruise ship. Leading a series of up to 10 such vessels for the US company SunStone Ships, the 8,000gt Greg Mortimer will commence a programme of polar cruises under charter to Australian travel specialist Aurora Expeditions after completion towards the end of 2019.

Dubbed the Infinity-type, with varying configurations to give payloads of between 130 and 200 passengers, construction is to Polar Class 6 and Ice Class 1A criteria. China Merchants Heavy Industry has sealed contracts for five of the Infinity generation, taking production into 2022, and continuity beyond is anticipated through current options covering five further vessels.

This breakthrough by China into a capital-intensive, outfitting-demanding sphere of construction draws on Norwegian design know-how. Each vessel is based on Ulstein CX103 blueprints, featuring the patented X-BOW foreship form, affording improved seakeeping and fuel saving performance and onboard comfort in high seas and rough conditions.

Circumspect planning and cooperation with foreign technical experts are characteristic traits of a country investing for the long-term in higher-value sectors of industry and business.

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

8 Fincantieri-built Costa Venezia, tailored to the Chinese market

MARCH 2019 | 11

FOUR-STROKE ENGINES

LOOKING FORWARD INTO AN LNG-FUELLED FUTURE

Image: Forward Maritime

Forward Maritime is pursuing a series of 20, LNG-fuelled bulk carriers with the aim of creating a new standard and reshaping the market. Stevie Knight examines the details

There is a sizeable carrot: the LNG bunker network is already in place at the larger ports and there are further moves to bring the liquid gas to the ship's side. Recent, novel operations have demonstrated “that companies like Shell will work with vessel owners to get them the LNG bunkers that they require, where they require it and when they require it”, says David Bull of MSI, adding that with this kind of backing he believes that as a marine fuel LNG “will stay competitive”.

The carrot is accompanied by a pretty big stick. Global and local air pollution regulations are gaining pace: China is moving ahead with tightening its own Emissions Control Areas and only recently both France and then the European Commission published impact assessments on a potential Mediterranean ECA. With all this in the background, the strategy of driving cleaner, more efficient, technologically advanced ships into the heart of the bulker market starts to make sense.

Forward Maritime is in good company: only last year saw delivery of the world's first LNG-fuelled bulk carrier, the 50,000 dwt Ilshin Green Iris. The high pressure MAN, 6G50ME-C9.5-GI two-stroke engine and the pair of low pressure Wartsila 6L20DF auxiliaries are being fed by a Type 'C' LNG fuel tank with a capacity of 500m3. Paul Carrett of Lloyd's Register explains that this is comprised of a new material, a high-manganese austenitic steel developed by POSCO “specifically designed for cryogenic LNG and liquefied gas-storage applications”.

The manufacturer has high hopes for this steel: now recognised by both ASTM International and IMO, it claims easywelding advantages, greater tensile strength and better impact resistance at -196°C when compared with other approved materials. More, according to POSCO, it should be cheaper and less prone to price fluctuations than the most widely-used alternative, nickel alloy steel.

But this is a modestly sized operation. The 191m Green Iris' 500m3 tank is perched on the aft mooring deck limiting the LNG range; therefore it's being charted back to POSCO for coastal limestone deliveries, relying on truck refuelling at South Korea's

12 | MARCH 2019

8 Project Forward aims to realise a series of 20, LNGfuelled bulk carriers

Donghae Port. Despite this, it remains an important marker, having been built under both Korean and LR classification as well as the IGF code.

The scale hasn't taken long to pick up. Bull explains that HLine has followed Green Iris with a contract for two 180,000dwt bulkers, built by Hyundai Samho Heavy Industries (HSHI), to carry the steel manufacturer's iron ore from Australia to South Korea. Interestingly, the pair of 3,000 m3 Type C tanks on each vessel - sized for a round trip - will also utilise the same highmanganese steel although the scaling up means they will be located at the rear of the vessel below the main deck near the engine room.

Also playing to likely demand from the Southeast Asian-Australian bulk market, KHI recently won an approval-inprinciple for a 207,000 dwt design from ClassNK: likewise this positions IMO Type C, insulated, independent cylindrical pressure-accumulation tanks in the stern. As KHI's Yoshiyuki Kinugasa explains, it's been designed “so that the boil-off gas ... can be contained without venting or treating, which eliminates the need for additional reliquefaction equipment”, keeping the footprint down.

However, Project Forward has chosen a substantially different approach for its neat, 84,000 dwt bulk carriers: the modest size keeps trading options open while the propulsion allows for a steady 14 knot pace.

The engine technology is mature - if a little unexpected. “If we were building a traditional ship we could have settled on a two stroke diesel engine. However, when you are looking at alternative fuels, the most reliable option is actually a fourstroke,” says Antonis Trakakis, Arista technical director and tech lead for Project Forward. “The service record for two-stroke engines still only amounts to several thousands of hours. But four-stroke LNG engines now have several million service hours in total which means that most problems have already been addressed.” Therefore the project has chosen a pair of efficient Wärtsilä 31DF engines.

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

However, the propulsion layout is rather novel: instead of the more usual single two-stroke and three-genset layout “we have just two engines onboard,” says Trakakis. This design, while retaining the mechanical shaft, also couples the power from each engine via PTO/PTI connections to feed two big, 1MW capacity motors. Not only does this mean that the electrical load is taken care of without the need for auxiliary gensets, but either or both engines can be used to turn the CP propellers, yielding a far higher degree of redundancy.

Further, the electrical generation will also be able to run at berth without the extra load of the shaft line. “It makes the whole design more efficient,” says Trakakis, adding that dropping the gensets has also freed up valuable space in the engine room.

None of this would be possible without another innovation in tank technology.

To allow for 40 days operation at 14 knot speeds, the ship requires an LNG bunker tank capacity of 2,500m3. But, explains Trakakis, the fairly standard cylindrical, stand-alone Type C tanks “were just not going to make the most of the space” on these 238m long, 32m beam vessels. Instead, he says: “We chose membrane tanks which form around the shape of the hull.”

As Julien Bec, vice-president of GTT's LNG Fuel division points out, combine low weight and high volume efficiency and the result is “more autonomy and more cargo”.

The concept is sound: there has long been a variety of ideas about how to handle LNG, and after all, a majority of gas tanker designs already use membrane cargo tanks.

Furthermore, the technology has continuously evolved. Over the last few years, GTT's Mark III tank has risen to the challenge originally set by dual-fuel LNG-carrier engines: efficiency had to increase as the boil-off solutions met raised engine performance. A primary containment membrane made from corrugated, 1.2mm stainless steel, with distinctive waffleshaped folds, allows the inner membrane to 'give' slightly, allowing it to accommodate the thermal stresses that arise with bunkering fresh, chilled LNG and handle any hull deflection stresses without adding fatigue issues.

To meet the new requirements, the density of the layers of glass reinforced polyurethane foam insulation has been increased along with its thickness. As a result, the company says that its Mark III Flex has more resistance to the loads that result from any sloshing action, and guarantee meeting a boil-off rate of under 0.35% of tank volume a day on the Forward project.

While the containment system's footprint has been minimised, it still requires extra stiffening amidships around the tank area and revisiting the ship's lines: “We had to elongate the vessel by around 9m to give us the extra capacity,” says Trakakis. However, the Project Forward teams were clear they wanted to minimise the hydrodynamic impact, so they turned to an old hand for ideas. “Deltamarin has a long history in energy-efficient ship designs where hull form development has always been one of the spearheads,” explains the naval architect's project engineer Tommi Hietamäki.

“Although the bow has not changed, Deltamarin and ABS worked in collaboration to streamline the aft section of the hull so now we have a ship that, taken together, is more efficient than a traditional vessel,” he adds.

Despite the progressive nature of the design, Bec says the technical challenges are “relatively small”, partly because GTT has a strategy of mitigating potential issues arising from inexperience by licensing outfitting companies, and partly because there is an existing familiarity between the various partners: GTT is already collaborating with Deltamarin on LNG fuelled vessels, both a ULCV and cruise ship development is bringing the tank designer and Wärtsila together while ABS and GTT have “a long history of cooperation on LNG carriers” says Bec.

Photo: GTT - Roland Mouron

FOUR-STROKE ENGINES

However, there are more challenges to meet than those immediately presenting themselves.

“The next big issue is decarbonisation,” says Trakakis, and David Bull adds that “the general consensus seems to have shifted over the past two years to seeing LNG as a phasing fuel to something else”. He believes “we will now start to see multifuelling options; methanol, ethane, LPG, biofuels all being used to help reduce emissions, and what fuel will be used will depend on where the vessel is trading and what it its cargo might be.”

So, what happens to the LNG infrastructure? Trakakis has a particular point to make: “While natural gas is one of the most efficient marine fuels today, this kind of gas will also become one of the cleanest and least expensive to produce as renewable sources can be combined with captured carbon.”

Bec, too, predicts a blend where the bio-version “will probably be mixed in the future with conventionnal LNG”. According to Trakakis, the winners will be those “slotting into the existing supply chain”, therefore both the GTT tanks and overall vessel design have been selected with this prospect in mind.

Last but by no means least, he argues that 'future-proof' vessels such as these will likely hold their value in the coming years: “The resale value changes the balance of total cost of ownership, so although investment is higher, there is more time to pay back. And it looks like in any case LNG will remain competitive over the long term.”

He adds that itis also worth noting that model tests that took place in Hamburg indicate that the Energy Efficiency Design Index (EEDI) “is well below” the stringent Phase III level. This is applicable to ships built after 2025 and, for this type of vessel, requires a rise in efficiency of at least 30% on the 2008 reference point.

A Letter of Intent (LoI) has been signed for 10 firm orders along with the extra five-plus-five options and ABS are onboard, but Trakakis says the project still needs “belief” in order to take off, admitting construction has hit an unexpected stumbling block. “The yards are experiencing turbulent times... and consequently it's not been so straightforward for them to enter into a new venture like this one.” It's entirely understandable, he says “as it involves a certain risk”.

However, the eloquent Mr Trakakis hopes that this hiccup will be resolved fairly soon and predicts the builds will find a slot and get the go-ahead sometime this year.

Finally, the Forward design itself has an eye on the future: later ships could take advantage of its inherent flexibility: “You have several degrees of freedom to adjust depth, length and beam,” he explains, “While our lengthened option increases the deadweight, you could say, 'I want a lower draught' and select accordingly.

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

8 GTT membrane tanks display distinctive ‘waffle’ shaped folds that allow the tank to flex around thermal and physical stresses

MARCH 2019 | 13

FOUR-STROKE ENGINES

MAN BUILDS ON CLASSIC L23/30H FOR MK 3 ECOGEN Engine designer MAN Energy Solutions has introduced an updated version of its ‘workhorse’ MAN L23/30H engine, the MAN L23/30H Mk 3 EcoGen. The upgraded genset was introduced in late 2018, and MAN has already received a number of orders for the new iteration. Compared with the Mark 2 variant, the new engine has increased power output of 15%. With the introduction of a new 9-cylinder version, capable of generating up to 1,800kW at 900rpm, the L23/30H range now extends from 500kW to 1,800kW, increasing its appeal to deep-sea vessels.

“The new EcoGen engine meets the requirements of most merchant ships, and because it covers such a range of vessels and power requirements, it is ideal for shipowners and operators with diverse fleets,” Paw Houmann-Poulsen, head of promotion and customer support, Marine Gensets, told The Motorship.

The increased power output offers shipowners the choice of reducing the number of cylinders, reducing weight and fuel consumption, or of selecting an additional

8 MAN’s updated MAN L23/30H Mk 3 EcoGen has received several orders since its launch in late 2018

cylinder to reduce the engine speed from 900 to 720rpm, which will prolong the time between overhauls by up to a year.

The four-stroke engine design has been updated to meet the energy requirements of shipowners investing in exhaust gas cleansing systems (scrubbers), which can reach as high as

250kW for some larger bulkers operating closed loop scrubbers, or operating on low sulphur fuel.

While the engine draws heavily on previous iterations of the reliable MAN L23/30H, which was originally launched in 1965, and was appreciated for its “forgiving” service record.

However, a number of design improvements have been made to speed up maintenance, while installation has been simplified.

The time between overhaul remains best in class. The new MAN L23/30H Mk 3 EcoGen engines will also be compatible with MAN’s online service offering.

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Meeting the Future of Combustion Engines 29th CIMAC WORLD CONGRESS Combustion Engine Technology for Ship Propulsion | Power Generation | Rail Traction

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FUELS & LUBRICATION

0.50% SULPHUR LIMIT IMPACT ON FUELS PUMPS Muhammad Usman, LR's product manager for fuel advisory services, examines some of the potential impacts of the 0.50% sulphur limit on fuel pumps The implementation of MAPROL Annex VI Reg.14.1.3 0.50% sulphur limit for fuel oil, used onboard ships operating outside emission control areas, shall enter into force 1 January 2020 and presents one of the most significant challenges we've seen in the shipping industry for many years. Among the potential fuel-related issues that may need to be addressed, in preparation for the 0.50% sulphur limit requirement, is the potential impact on high pressure engine fuel pumps from the expected variations in 0.50% sulphur fuel quality.

The most common fuel pump failure modes are sticking, damage/wear out and leakage. Each failure mode can have a common or specific set of corresponding causes of failure. At the peak of the Houston fuel issue last year, the most common issues reported to LR's Fuel Oil and Bunker Analysis Service (FOBAS) were fuel pump damage or a sticking problem. It was determined at that time that the most likely reason of the reported issues were suspicious fuel quality and the set of unusual components found in the Gas Chromatography and Mass Spectrometry (GCMS) analysis. It remains one of the most talked about subjects in the industry, with little consensus on the definition of a contaminant and at what levels a specific contaminant or component is likely to cause a problem.

However, something in the fuel caused the problem even if there are still uncertainties as to how certain components cause fuel pump sticking and/or damage.

This specific contamination issue which caused damages to fuel pumps is not a frequent occurrence though it highlighted the importance of quality control within the marine bunker supply chain. At the International Maritime Organisation's sixth SubCommittee on Pollution Prevention and Response (PPR6) in February this year, there were a number of submissions related to fuel supply chain control. These proposed measures might receive some resistance due to certain practicalities nevertheless it will be discussed once more at the MEPC 74 in May this year.

FUEL PUMP IMPACTS When approaching the MARPOL Annex VI regulation, managing the variability of 0.50% sulphur fuels quality parameters will likely be one of the major challenges for ship operators, and fuel pumps will be impacted. The variable viscosity, especially change-over to very low viscosity fuels, may cause an increase in fuel oil leakage and in some cases, loss of hydrodynamic film between the fuel pump's barrel and plunger. Internal leakages in the fuel pumps would result in reduced fuel injection pressure, which may have consequences on the engine's performance. In the past, we have seen cases of engine breakdowns when engines running on high sulphur fuels (HSFO) for very long periods have had to change to low viscosity marine gas oils (MGO). For the ships sailing on high seas regularly visiting 0.10% sulphur emission control areas (ECA-SOx), their crews would have gathered a good level of experience in changing over to different blends. However, there will be many operators and owners who will have to experience a fuel changeover to these potentially very low viscosity fuels for the first time and will need to consider these issues ahead of the 1 January 2020 deadline.

16 | MARCH 2019

8 Signs of adhesive wear on fuel pump plunger

EQUIPMENT MAKERS PROVIDE GUIDANCE Equipment makers provide a good level of guidance which should be consulted for operations and change-over to distillate or low viscosity fuels. Though in specific cases, to maintain the correct viscosity, system design modifications are sometimes recommended such as the installation of coolers or chillers and/or installing fuel pumps and injection nozzles, suitable to fuel oil with low viscosity. Fuel oil with extremely low viscosity at engine inlet may lead to adhesive wear (also known as 2 body wear). Engine makers and boiler makers should be consulted to ensure its safe and efficient operation. It is important to note that while some compliant fuels may not require heating, others including some distillates will require heating. It would therefore be prudent to review heating arrangements for distillate fuels on board and, where appropriate, maintain the existing heating arrangements.

One way of preventing issues with fuel pumps for owners and operators is to have a ship implementation plan (SIPs) for each ship in their fleet, this way they can consider the known and potential safety risks in the process of switching from the HSFO to Very Low Sulphur Fuel Oil (VLSFO) compliant fuel and defining the measures that will mitigate those risks. Part of this SIP process should be reviewing fuel ordering specifications and include any limit on fuel parameters to ensure safe operations on board. For example, some engine makers do have a limit on a fuel's Calculated Carbon Aromaticity Index (CCAI). Shipowners and operators should also be evaluating the maintenance condition of the fuel pumps and identify any potential issues ahead of 1 January 2020, which is also part of a standard procedure defined in section 10 of the International Safety Management (ISM) code.

Overall, shipowners and operators need to adopt a holistic approach to help prevent issues with fuels pumps and machinery in general. This involves identifying the ships critical machinery components, assessing the performance conditions and making maintenance decisions to mitigate risks. Conventional fixed interval maintenance regimes may not be the optimum strategy and some ships/fleets may need to adopt condition-based maintenance to ensure better resource utilisation. To facilitate owners and operators, there are guidance documents available on how best to handle fuel pump problems, however ship planning and preparation is key to successfully meeting the IMO's sulphur limit.

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

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MOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

FUELS & LUBRICATION

WINGD TO RAMP UP R&D EFFORTS

Credit: WinGD

Klaus Heim, ceo of WinGD and president of CIMAC, was clear that the diesel engine has a future to play, during a recent interview in Winterthur

The adoption of alternative fuels by the shipping industry is unprecedented: it is the first such energy transition that is being driven by legislation rather than international competition, as was the case with the wind-to-coal or coal-to-oil shifts.

But no matter how the fuel landscape alters, we have yet to find a more efficient means of propelling a vessel than a low speed engine with direct transmission. “We think that the diesel engine will be there in the future,” Klaus Heim reiterated.

However, the range of research objectives continues to proliferate. “Ten years ago, we were focused on one fuel type, which still entailed research in a wide variety of areas. Now we have research in areas as diverse as alternative fuels, digitalisation and emissions control,” Klaus Heim said.

NEW TEST ENGINES Faced with increasing research objectives, and in order to pursue our goal of becoming the leading two-stroke engine designer, WinGD has increased its R&D budget significantly and expects to maintain this upward trajectory, Klaus Heim said. “As such, we are undertaking a significant expansion in our research capacity.”

In addition to increasing research, WinGD is investing in test engines. WinGD expects to finalise a planning application for a single-cylinder test engine at its Winterthur site in spring 2019, with ground likely to be broken before winter 2019. Meanwhile, construction of two further test engines at the facility of our colleagues in Shanghai is likely to be completed by May 2019.

One of the test engines, the RTX7, will have a 520mm bore, 4cylinders and DF technology as basis, while the RTX8 is a pure diesel engine, also with 520mm bore and 4-cylinders.

18 | MARCH 2019

8 Klaus Heim, WinGD CEO and president of CIMAC

Combining the expanded capacities with the 6X72 Dual Fuel test engine to which WinGD has access at Diesel United in Japan and the 6-cylinder test engine at WinGD's Trieste facility will give the company access to 25 cylinders, of which 8 will be diesel only and 17 will be configured for DF operation.

DIGITALISATION The development of additional test engines is a timely investment as WinGD is developing a number of new digitalisation services, and the rapid development of new services will require ever greater access to real time data from the engine control system.

However, the development of a new control system to replace WinGD's existing engine control system, based on the legacy UNIC (Unified Controls) platform, is highly complex and is likely to require additional engine test time.

The new control system will provide users with full control over the engine and associated systems, increasing the platform's speed, power and number of channels, a systems developer told The Motorship. The system will include better integration with associated systems, such as emissions abatement, while opening up the possibility of an improved fuel injection control system or a more sophisticated lubrication system.

The system uses ethernet technology with security features to ensure data integrity while increasing the number and frequency of data inputs from sensors around the engine's functions.

The new platform is designed to be compatible with other ship management systems, such as ABB Agile or Kongsberg Kognifai, and will be able to interface with the WinGD Integrated Digital Expert (WiDE) engine diagnostics programme.

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

FUELS & LUBRICATION

By offering faster data transmission, and improved data processing, the platform will open the way for future developments in predictive maintenance and condition-based monitoring of the engine.

ALTERNATIVE FUELS The increasing demand for research into alternative fuels is also likely to make more use of the expanded availability of test engines. Research into alternative fuels is likely to significantly increase demands for more detailed research into areas such as combustion optimisation, injection equipment, materials and tribology for these new fuels.

These are areas where WinGD already has a leading position.

For example, the company is home to a sophisticated Spray Combustion Chamber (SCC) and a wealth of experience in applying it for studying the impact of any liquid fuel on spray morphology. This has led to improved understanding of spray processes in the combustion chamber, which in turn trigger variations in ignition and combustion behaviour between HFO and distillate, for example.

This SCC is one of the legacies of WinGD's involvement in the Hercules series of projects, German Weisser, senior advisor emissions, research and development, said. The research conducted on this device is highly relevant for investigations into optimising combustion for all kinds of liquid fuels, including the layout of the injection systems applied.

Another area of focus has been on the interaction of lower sulphur fuels on cylinder wear and associated lubrication issues. Applying incorrectly adjusted lube oil feed rates and

8 The 11X92 is an example of a WinGD design that has benefited from recent advances in engine research

inappropriate BN cylinder oils can lead to the build-up of additive based deposits from the lubricants. Consequently, the risk of excessive component wear, for example on piston rings and cylinder liners, increases.

Such research has fed through into a number of recent product innovations, such as the adaptation of dual-fuel engines to higher firing pressures - including altered combustion chamber geometries - the shift from three piston rings to two piston rings, and the integration of the GVU nozzle into the cylinder liner plus the development of WinGD's own and integrated gas pressure regulation system (iGPR).

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MARCH 2019 | 19

LNG & ALTERNATIVE FUELS

HYDROGEN: NO PRESSURE, NO CHILL

Image: Hydrogenious

ICS chair Esben Poulssen recently called for non-fossil based fuels to help the deep-sea segment achieve 2050 GHG targets. Stevie Knight takes the temperature of one possible solution

Hydrogen has long been billed as the clean, green saviour of our industry: not surprising since it has a gravimetric energy density around three times that of gasoline and - if it's created from a renewable source - meets the zero-carbon criteria.

But, while it's a very efficient form of fuel taken by weight, in its natural state it takes up a lot of space: H2 has the lowest specific volumetric density of all the elements. Unfortunately, compression to the standard 300bar still doesn't make it a realistic alternative to liquid fuels, while freezing it to -253°C consumes a lot of energy and requires cryogenics for transport and storage.

In short, it's either big and bulky, or expensive and not so easy to handle.

So, what about a form of hydrogen that is liquid at room temperature - one that doesn't need pressure or cryogenic temperatures?

It's achieved by binding the hydrogen to a carrier substance, giving rise to the class of Liquid Organic Hydrogen Carriers (LOHCs). Benzene, naphthalene, toluene and their derivatives all fall into the aromatics category which can, with a little help, absorb a number of other molecules into their structure.

While the chemicals differ, the process remains similar: hydrogenate the H2 with the base carrier to bind it and dehydrogenate to release it. It's a relatively well-established technique, and as such, it's been drawing some specialised attention since the 1980s, though the abundance of cheap hydrocarbons delayed widespread interest.

Things have changed. Many countries (from Europe to Africa and Asia) are now investigating various ways to harvest clean

20 | MARCH 2019

8 Shipping the components for a LOHC system

energy and - importantly - move it from origination to destination.

In Japan, Chiyoda Corporation has chosen to utilise toluene for the process, a fairly cheap and commonly shipped commodity, the resulting methylcyclohexane (MCH) reduces the volume of hydrogen to about 1/500th of its gaseous form.

Its attraction is that it's considered by some to be a useful, economical carrier as it remains in the liquid phase under normal ambient temperature and pressures. Further, although it's a hydrocarbon, the LOHC can be returned and recycled.

Based on this proprietary carrier chemistry - named 'Spera', because it means 'hope' - three other companies, Mitsubishi Corporation, NYK line and Mitsui have joined forces with Chiyoda to establish the Advanced Hydrogen Energy Association for technology Development (AHEAD), which is just about to start the world's first international, H2 supply chain.

First, electricity produced at Brunei's LNG plant will be fed through a reformer to create hydrogen. Following this, the gas will be hydrogenated to form LOHC which will be trucked to Muara Port around 90km away.

What's remarkable is that it won't need any special measures to ship it to Japan: standard ISO chemical tank containers will be loaded for the road leg, and these will take their place alongside other cargo in the container yard, ready for the sea journey on ordinary box ships. Similarly, it requires only regular handling kit when these containers land at Japan's Kawasaki Port for onward transport to the Toa Oils refinery in Keihin.

Here, Spera is delivered to a dehydrogenation plant where the extracted gas is purified and fed into a solid oxide fuel cell which supplies the city's electrical grid. Interestingly, excess

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

POWERING ON However, while a new supply chain is always of interest to the shipping community, could it be used to power the ships themselves? The answer is an unequivocal yes from two companies that have entered the field: Hydrogenious and H2Industries. As Michael Stusch, the latter's CEO and founder explains, “toluene is very flammable, the flame point is actually -4C, so it can't be used to power the ship”.

It's been a consideration for any initiative that wants to provide a practical solution for a large swathe of the supply chain, so while these companies are definitely competitors, not collaborators, both have rejected toluene in favour of a related substance, dibenzyltoluene or DBT. Firstly, Cornelius von der Heydt of Hydrogenious explains DBT is nowhere near as toxic as its parent, and it's already in existence as a fully registered, standard product under the Marlotherm brand: “It's not classified as hazardous by transport regulations, and in fact it's safer to handle than diesel,” he says.

Secondly, as Stusch explains, it has a relatively high flame point, “around 200C”. He adds: “It's the only LOHC that's both stable enough and liquid under ambient conditions.”

Because of these characteristics, von der Heydt underlines that DBT can utilise existing, liquid fuel infrastructure - including assets in urban or densely populated areas. Further, the carrierloaded hydrogen is very slow to deteriorate, remaining locked in this state - and useable - for years.

While there are fairly high, 30% energy losses associated with the endothermic dehydrogenation process, both companies say the biggest advantage is its ability to sit inside the supply chain and provide a relatively concentrated onboard power source. “With our technology you get 57kg of hydrogen for every cubic metre of LOHC,” says von der Heydt, explaining that this is under one-third of the volume and a fifth of the weight of the compressed alternative.

Moreover, according to Stusch “it costs approximately the same as traditional fuels, compared by nautical miles - although

8 Loaded LOHC is simply stored and ready for transport in an IBC container Inset – Hydrogen: liquid at room temperature and pressure in the form of Liquid Organic Hydrogen Carriers (LOHCs)

that does depend to an extent on your base electricity price”.

This promises to be music to the ears of ship operators. “We are already seeing a lot of requests for onboard power,” says von der Heydt, adding that discussions have embraced everything from small cargo vessels up to 46MW cruise ships.

Likewise, Stusch explains that “the technology is suitable for everything from 18m boats up to the largest cargo ships”. While H2-Industries is already collaborating with Netherlands-based PortLiner on the first electric inland vessels based on LOHC power storage, Hydrogenious' maritime focus currently includes the 2MW to 4MW support vessels, “those that see a duty cycle of a few weeks”, explains Von der Heydt.

The idea is that a hydrogenation plant would sit close to the electrical source, creating LOHC fuel ready for transport to the quayside for bunkering. It's not particularly demanding: Hydrogenious' technology requires just 25bar pressures and is exothermic at 200 to 250°C and the waste heat from the hydrogen-uptake process can be utilised for boilers or other energy demands.

Scale obviously matters, so what kind of demand means a ship operator could find LOHC hydrogen worthwhile? “It's a standard process, but the bigger you make it, the more costeffective it is,” says von der Heydt. “I'd say the lower boundary is where you'd expect to use a few hundred kilos a day.”

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

8 Hydrogenious' system to release hydrogen from LOHC

Image: Hydrogenious

thermal energy from the fuel cell is being recovered and returned to support the process.

Most importantly the toluene, once released from its burden, can be shipped back to the originating plant ... ready to do it all over again.

Even though this early demonstrator project is reasonably substantial and has the aim of supplying Japan's domestic electricity grid with 200 tonnes of hydrogen p/a as soon as next year, the concept can easily be scaled up. The idea is that the output would be used in a number of ways to support Japan's nascent hydrogen society, directly feeding its innovative transport sector or even utilised as feedstock for new, synthetic fuels; fuels which may well find their way back into the maritime supply chain.

However, while the first of these plants uses standard LNG, the real aim of the project is to green the entire process by giving hydrogen from renewable sources a foothold. Chiyoda's president and CEO, Masaji Santo believes “that Spera hydrogen will play a significant role in the transportation storage of energy and the growth of the renewable energy sector”, adding that it “will contribute to realising a zero-emission society”.

Big ideas indeed - but it's not entirely new; this green-H2 approach is already being tried on a small scale in the UK's Orkney Islands, where excess energy from wind and tidal producers is now being turned into compressed hydrogen on the spot and shipped out, by ro-ro, for reconversion into electricity on the mainland.

Image: Hydrogenious

LNG & ALTERNATIVE FUELS

MARCH 2019 | 21

LNG & ALTERNATIVE FUELS

Interestingly, Hydrogenious' has not one, but two approaches to using LOHC onboard. The first sees a dehydrogenation unit set up in the engine room to release the gas from the liquid before it's pumped to the fuel cell stacks.

Although this end of the process takes place at normal pressures, both Hydrogenious and H2-Industries technologies require a temperature of around 300.

While it's a flexible, scaleable system, the dehydrogenation plant's footprint is probably the sticking point for more modest craft. Still, von der Heydt explains that as capacity expands exponentially in relation to the diameter it fits snugly inside a standard, 60m support ship layout, potentially replacing one of the engines - a tank can be compartmentalised for collecting the DBT for recycling.

There is an additional point to note: “Any fuel cell system will always be a hybrid, with some kind of battery onboard to cover dynamic loads,” says von der Heydt. This isn't a bad idea anyway as having batteries onboard gives the vessel more flexibility, but it does mean looking carefully at the operating profile to find out how best to utilise each element. “In the end, for each application, you need to find an optimal setting between all of the energy sources,” he adds.

Given all this, while he admits the technology is “not as spaceefficient as an equivalent diesel”, a concept for a Norwegian owner saw the entire system bettering both the compressed or liquefied hydrogen alternatives by almost a third. He explains it's partly because there's no need for safety zones around the tanks and also because they don't need to be cylindrical C-type affairs “of the type that can fit easily into the voids”.

8 The LOHC circle

RESHAPING POTENTIAL While Hydrogenous' initial LOHC offering is ready to go, the company's other development will take somewhat longer to see the light of day.

This requires installing a new kind of technology, “a direct LOHC fuel cell” says von der Heydt. Here, not heat but the electrochemical reaction itself releases the hydrogen from the carrier “so there will actually be no molecular hydrogen” he explains. What results is, he says, “hydrogen-free hydrogen mobility”.

While technically challenging, this promises to reshape the vessel's interior. If these systems can ditch the dehydrogenation plant there's no need to fight for space in the engine room, allowing the fuel cells to be decentralised, enabling the stacks to be positioned closer to the electrical consumers.

Given all this, LOHC could well be the way forward. It certainly fits Poulsson's call for deep-sea ready, zero-carbon propulsion.

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The Motorship Motorship Award Award The Zero Zero Emissions Emissions Race Race The Motorship Motorship A Award ward willl rreturn eturn tto o the 2019 Pr Propulsion opulsion & F Future uture F Fuels uels Conference, Confer e ence, honouring and rrecognising ecognising innovative low low emissions emis vessels innovative vessels partnerships.

Submit y your our en entry try no now w Pr Projects ojects should ideall ideally y focus focus o on: o • fuels • containment containment • in infrastructure frastructure • class rules/ sa safety fety • engine considerations considerations Pr ojects must involve involve at at least tw oo ollowing Projects two off the ffollowing industry ndustry y sect sectors: ors: • ship o wner • ship yard • class society society y • naval naval owner shipyard ar chitect • equipmen t/fuell supplier su • academic architect equipment/fuel institution Shortlist ed entrants entrants willl pr esent their pr ojects Shortlisted present projects a otorship’s Pr opulsion and F uture Fuels Fuels att The M Motorship’s Propulsion Future Con Conference fe erence 2019, wher where e the o overall verall winner willl be decided b by y a delegate delegate v vote. ote.

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LNG & ALTERNATIVE FUELS

MAN ENERGY SOLUTIONS TO INTRODUCE PVU TO ME-GI ENGINES MAN Energy Solutions is introducing a newly-designed Pump Vaporiser Unit (PVU) to fuel its ME-GI engines, and will install the first reference of its PVU8000 in 2020

8 Testing of the newly-designed Pump Vaporiser Unit (PVU) installed at MAN Cryo will begin in summer 2019, and the first reference of the PVU8000 is expected in 2020

The PVU program consists of several sizes all dimensioned so the newly designed fuel system fits into the already existing ME-GI engine program.

Klaus Rasmussen, head of sales, retrofit projects and PVU, PrimeServ Copenhagen at MAN Energy Solutions told the Motorship in Copenhagen that the newly designed PVU is an example of MAN Energy Solutions utilizing the technical expertise of different units within MAN to achieve strategic goals on providing energy solutions to the market.

The PVU unit was developed in collaboration with MAN Energy Solutions' unit MAN Cryo. Testing of the PVU unit installed at MAN Cryo will begin in summer 2019, with one of the first units to be installed in the retrofit conversion of Hapag Lloyd's containership Sajir in 2020.

MAN Energy Solutions has newly developed a PVU system, where one of the main advantages is extended time between overhauls from the present market standard of 1,000-1,500 hours to 6,000 hours.

The system uses components that have extensive service histories in the marine industry: it uses the same proven hydraulic actuator technology used to operate the exhaust valves in the ME-GI engine.

The PVU system is designed to pressurize and vaporize LNG fuel to the exact pressure and temperature required by ME-GI

engines by means of hydraulic actuation of the cryogenic pumps.

The improved PVU offers significant advantages over the previous third-party components used in the FGSS systems, occupying around 20m2, down from in some cases 200m2, and reducing the weight of the system. The system has low installation costs and includes separate control of each pump head, providing full pump redundancy. Each of the three pumps has a capacity of 50%.

The ME-GI PVU has an upgraded control system - including supervision and safety functions - that is highly integrated into the ME-GI engine control system. The PVU system will also offer improved sensor and operational data functionality, reflecting advances in engine control and sensor technology.

The main objectives to introduce a MAN-ES developed PVU is increased time between overhauls, to provide a more cost efficient and compact design that is easier to integrate into vessel designs.

According to Klaus Rasmussen, MAN Energy Solutions has received several orders for the new PVU already and the market shows great interest in this newly designed LNG fuel system. The PVU system will also be provided in an ethane version for those vessels that see the opportunity of utilising ethane as a future bunker fuel.

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MARCH 2019 | 23

LNG & ALTERNATIVE FUELS

WINGD SEES LNG AS FUTURE FOR INDUSTRY Winterthur-based engine designer WinGD sees LNG based fuels as the future for the marine propulsion market, Rolf Stiefel, vice president of sales & marketing, told The Motorship “We think LNG is the future. LNG-fuelled vessels have lower greenhouse gas emissions, and superior Sulphuric Oxides (SOx) and particulate matter (PM) emissions, so the environmental advantage for LNG are clear, both in terms of current and future environmental regulations,” Stiefel said, noting increasing pressure from industry regulators to restrict other environmental emissions, such PM, Black Carbon and volatile organic compounds (VOCs).

Focusing on WinGD's low-pressure Otto cycle based dualfuel engine technology, Stiefel noted that Nitrogen Oxides (NOx) emissions were well within likely future targets. WinGD X-DF engines operating on LNG reduce a cargo vessel's emissions by 99% for SOx, 90% for NOx, 99% for PM and about 18% for Greenhouse gases.

“We think exhaust gas control systems have a place, extending the life of existing vessels in the market, but they are a short-term solution at best. They cannot represent the future as they actually increase overall CO2 emissions because of the additional energy consumption of running the abatement technology,” Stiefel said. “For newbuildings, scrubber installation is a short-term financial engineering fix.”

‘‘

Stiefel was equally outspoken about the range of alternative fuel options being presented to the market. “We have conducted research into a range of alternative fuels ourselves and think that there may be a place for them in the future looking towards 2030 and 2050 onwards. But we need to come together as an industry around one solution to present to shipowners.”

“LNG is the obvious choice now and over the coming 10 to 15 years - it is based on existing engine technologies, dual-fuel engines have been in service for years, the shoreside technology and infrastructure exists, and it doesn't rely on technological innovations in containment technology.”

ENVIRONMENTAL REGULATION Such concerns need to be factored in when ship owners make purchasing decisions. The rapid expansion of infrastructure means that concerns about LNG bunker fuel availability have

24 | MARCH 2019

Credit: WinGD

We have conducted research into a range of alternative fuels ourselves and think that there may be a place for them in the future looking towards 2030 and 2050 onwards. But we need to come together as an industry around one solution to present to shipowners

receded, while emerging price differentials against existing bunker benchmarks will help cost management.

“Future environmental regulation remains the key variable for ship owners to monitor,” Stiefel argued.

The Energy Efficient Design Index is also likely to tighten further after 2025. However, Stiefel warned the scope for further efficiency improvements in diesel engine design is decreasing.

The thermal efficiency of WinGD's latest X82-B engines, which feature upgraded power density, and improved fuel consumption characteristics, is now 50% and has reached 56% for part-loads.

8 Rolf Stiefel of WinGD thinks the industry needs to come together to present shipowners with one short-term solution - LNG

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LNG & ALTERNATIVE FUELS

“Given the high efficiency of these engines, and the longterm trend of 3% efficiency gains every 5-8 years, further transformational improvements in diesel engine efficiency will be hard to achieve,” Stiefel explained. The market may need to accept smaller engines, and reduced navigation speeds.

LNG MARKET Returning to the LNG market, demand for LNG-fuelled engines has continued to grow robustly: dual-fuel orders accounted for almost 30% of all two-stroke orders in 2018, measured on a MW output basis.

Industry analysts, such as Clarksons, expect the overall share of dual-fuel engines within the marine propulsion market will continue to grow until 2026, as new orders for dual-fuel engines outpace the overall market.

The growth in demand for dual-fuel engines has been welcomed by WinGD, which received a 60% market share of dual-fuel engine orders placed in the last year. “We had received over 150 orders for our new X-DF engine by the end of last year, and market feedback has been highly complimentary about its operational performance,” Stiefel added.

Stiefel noted that the dual-fuel engines have become a significant part of WinGD's overall orderbook, accounting for 30-40% of overall orders in 2018. While LNG carriers continued to account for around 70-80% of orders for X-DF engines received in 2018, the growth of interest from other market segments, such as bulk carriers, was as encouraging as they represent significantly larger potential markets.

Some of the interest is being driven by the extension of the

11

X-DF product portfolio: WinGD is expected to make its first deliveries of its new X92DF engines in July 2019. The company has received a number of high-profile orders for its new X-DF engines, such as an order by Korean dry bulk operator H-Line Shipping for two 180,000-dwt, LNG-powered bulk carriers in July 2018 with options for up to 20 further orders.

8 Stiefel noted that dual-fuel engines, such as the 11X92 pictured, have become a significant part of WinGD’s overall orderbook

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MARCH 2019 | 25

LNG & ALTERNATIVE FUELS

WÄRTSILÄ HYDROGEN RESEARCH BEARS FRUIT Kaj Portin, Wärtsilä's General Manager of Research & Technology Programs, Engines Technology, discussed progress in developing hybrid solutions to use hydrogen in gas or combustion engines “We have successfully proven the concept and tested the addition of hydrogen in two different types of engines, at concentrations of up to 60% hydrogen,” Kaj Portin told the Motorship in early March.

The two engine types were spark-ignited gas engines and dual-fuel engines with a small micropilot. Wärtsilä had also successfully proven the concept of hydrogen addition in highpressure gas engines, Portin noted.

The successful testing of engines based on the direct inclusion of hydrogen as a fuel represents an important step in the development of hydrogen technology for marine engines for the deep-sea market. Other alternatives, including hydrogen fuel cells, are at various stages of development but are unlikely to be suitable for use in deep-sea vessels in the medium term.

Directly including hydrogen requires engine designers to adapt to hydrogen's particular properties, such as the need for tight control over lean air-fuel mixtures in order to avoid excessively fast burning (and the production of CO2 emissions), as hydrogen has a very high flame speed at stoichiometric ratios.

“An engine is a good basis on which to start,” Portin said, noting that building on existing gas and diesel engine technology permits developers to leverage existing research.

LNG RESEARCH EXPERIENCE One of the technical challenges posed by the introduction of hydrogen is its accelerating impact on combustion, which leads to higher accumulations on NOx and higher pressures which need to be resolved.

A related challenge is the gas's relatively high autoignition temperature. This has important implications when a hydrogenair mixture is compressed to higher pressures, as this complicates ignition.

Higher combustion chamber temperatures and pressures requires optimisation of the air flow to the cylinder, which in turn depends on improved visualisation of compression data and valve timings, as well as developments to optimise the combustion chamber design.

In fact, Wärtsilä has developed different controls to enable variable valve timings in its engine control panel. “We continue to look at optimising further in this area,” Portin said, noting that this will offer improved safety, as well as improved operational performance, via faster in-loading, and ignition control.

Portin notes that this is a complex area but that Wärtsilä developed significant experience in this area developing dualfuel LNG engine technology, while recent advances in sensor and engine management control systems permit greater control.

HYDROGEN RESEARCH Wärtsilä began blue sky research into the use of hydrogen as a fuel over 20 years ago but began a focused development programme in 2014.

The low temperatures required for hydrogen liquefication create pressures on operating machinery: compression pumps need to be able to withstand temperatures 100 degrees colder than LNG. Meanwhile, at higher concentrations, it is necessary

26 | MARCH 2019

to look at pipe sizes and leakage around the engine, Including the injection valve and return block.

“We do not envisage anyone running an engine fully on hydrogen, but we have been able to run test engines at concentrations of over 60%,” Portin said. “However, the engine requires certain modifications to efficiently run on mixtures containing above 60% hydrogen. It ceases to be a natural gasfuelled engine and becomes a hydrogen engine.”

DUAL-FUEL READY? The requirement for obtaining separate classification society type approval for a hydrogen-fuelled engine is likely to delay the introduction of hydrogen engines, leaving aside issues around the economics of hydrogen production or the development of hydrogen supply chains. In the short to medium term, class society rules are likely to impose a de facto 25% regulatory ceiling on hydrogen use.

However, Portin noted that because the engine modification requirements to introduce hydrogen into existing engines are comparatively simple, existing Wartsila dual-fuel LNG engines could be retrofitted to run on 10-15% hydrogen “relatively quickly”.

The introduction of hydrogen may require cylinder lubrication oils to withstand higher combustion temperatures but would requires lower BN cylinder lubricants as a clean burning fuel.

ENVIRONMENTAL ADVANTAGES Kaj Portin noted that the market will require a range of different fuels to meet the demands of future regulations, and that the research into hydrogen formed part of Wärtsilä's strategy.

The advantage of introducing hydrogen into the marine fuel market is that it will help the industry meet 40% reduction of carbon intensity per transport work by 2030. Wärtsilä is committed to helping the maritime sector meet its 2030 and 2050 commitments. Many different tools will be required to help the industry meet these objectives, including research in equipment and propulsion technology, Portin concluded.

8 Portin noted existing Wärtsilä dual-fuel LNG engines, such as the 8L46FDF pictured, could be retrofitted to run on 10-15% hydrogen "relatively quickly"

8 “Wärtsilä has successfully proven the concept of hydrogen addition in high-pressure gas engines, sparkignited gas engines and dual-fuel engines with a small micropilot”, Kaj Portin said

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

LNG & ALTERNATIVE FUELS

RUSSIA TARGETS LNG SHIPBUILDING NICHE Russia plans to expand commercial shipbuilding and has identified ice class vessels and LNG carriers as target niches, Denis Manturov, the Federal Minister of Industry tells The Motorship The Russian Federation has no plans to compete with leading foreign shipbuilders in mass transport shipbuilding, but plans to focus on high-value niches, such as the building of hightech vessels. Examples include ice class vessels specially designed for the development of hydrocarbon deposits on the continental shelf of Arctic and the Far East, as well as ice class vessels designed to pass along the Northern Sea Route.

The government also wants to increase the proportion of Russian ship orders built in Russia. Before 2013, more than 90% of civil ship orders were placed at foreign shipyards. Domestic shipbuilders need to increase the number of trained staff and improve labour productivity, which remains low compared with European or East Asian competitors, to attract domestic customers back to local shipyards.

Two sectors are actively ordering vessels from domestic shipyards: domestic oil and gas producers, and the country's fishing industry. Lukoil, one of Russia's leading oil producers, has recently placed an order for the building of several oil tankers and a new ice-resistant platform, that will be used for the development of its oil fields in the Caspian Sea. The modernisation and renewal of the country's fishing fleet is also likely to result in additional orders for domestic civil shipbuilders, with up to 35 fish trawlers likely to be commissioned in 2019. The average age of the majority of the Russian fishing fleet exceeds 30 years and is even higher for at least a third of ships.

HIGH-VALUE NICHES The government plans to create conditions for the building of LNG carriers, planning their further exports to major LNGproducing countries in Asia-Pacific and Middle East. The Russian Federation's Merchant Shipping Code was amended to grant Russian Federation-flagged vessels the exclusive right to carry hydrocarbons produced in the Russian Federation and loaded onto vessels in the Northern Sea Route area.

The state's plans aim to develop the Zvezda shipyard into a national hub for the construction of LNG carriers in Russia. The shipyard is expected to build up to 15 LNG vessels over the next decade. Part of them will be probably supplied for the needs of the national LNG producer Novatek, which is currently developing a 19.8 mtpa natural gas liquefaction at Utrenneye field in the Russian Arctic (the Arctic LNG 2 project). It already has three LNG trains operating at its Yamal LNG project, the 17.4 mtpa natural gas liquefaction project in the Russian Arctic region.

The eventual cost of the building of these ships will depend on Zvezda's capacity utilisation, varying from USD380 million per vessel to a high of USD650 million. The government will underwrite about 30% of costs for the building of each LNG tanker at the capacities of Zvezda.

MODAL SHIFT Overall, the development the Zvezda and other Russian shipyards forms part of the existing state strategy for the development of domestic seaports until 2030. The strategy involves the increase of total cargo traffic of Russian seaports

up to 1.5 billion tonnes, compared with the current 1 billion tonnes and to raise their utilization up to 85-90%.

Russian seaports are still mostly oriented towards dry bulk exports, but high-margin cargo volumes, and containers in particular, are expected to increase in the coming years, according to Russian Ministry of Transport forecasts. This partly reflects alterations in traditional trade flows and the development of new terminals, The Motorship notes.

One particular area of attention is the design of new marine and port equipment, as trade restrictions have seen a technological gap emerge between Russia and the most efficient ports overseas. As part of these plans, additional funding will be provided for the conduction of researches in the field of robotic equipment, along with the design of new commercial solutions for autonomous unmanned vehicles and ships, as well as energy-efficient vessels.

8 Novatek signed a framework agreement with Zvezda shipyard to build 14 LNG carriers in December 2018, according to a ministerial press release

STRATEGIC PLANS Russia plans to increase civil shipbuilding by 50% in 2020-21 and fivefold by 2025 with the aim of becoming a leading player in the global market, according to recent statements of some leading Russian shipyards and senior officials of the Ministry of Industry and Trade.

While naval shipbuilding dominates Russia's industry, civil shipbuilding is increasing. Some 40 civil ships were delivered in 2018, equivalent to about USD400 million (RUB 25 billion) in value terms. As such, civil shipbuilding accounted for 19% of total Russian shipbuilding output in 2018, the highest since the collapse of the USSR. Manturov concluded that Russia's share of global commercial shipbuilding could reach 3-5% over the coming years, allowing it to enter top 10 nations in the field of commercial shipbuilding. The country is already the world's second largest naval shipbuilder, he noted.

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

MARCH 2019 | 27

DESIGN FOR PERFORMANCE

VERY LARGE ETHANE CARRIERS: AN OPPORTUNITY FOR SHIPPING Aditya Aggarwal, ABS director, Global Gas Development, provides an overview of ethane market trends, and examines the opportunities this presents for the market The fracking boom that started in 2005 marked a turning point for natural gas production in the US, although the impact on the natural gas liquids (NGL) sector was overshadowed by the tectonic shift in global natural gas markets. Ethane is separated from the natural gas stream along with other hydrocarbon liquids such as propane, butane, iso-butane and natural gasoline and is a critical feedstock for the petrochemical industry. Surplus shalebased ethane production in the U.S. has created a market for exports to India and China of this valuable commodity.

As production has increased, so too have carrier capacities.

Prior to 2015, Ethylene was traded in smaller parcels and transported in a handful of semi-pressurized gas carriers with maximum capacities of around 22,000m3. At the time, dedicated ethylene carriers of up to 37,000m3 were sufficient for the emerging ethane trades. However, the success of Reliance Industries’ six ABS classed 87,000m3 Very Large Ethane Carriers (VLEC) helped to transform the gas sector, opening the door to U.S. ethane exports to feed new ethane crackers in China.

The current liquefied ethane market is small but there are undeniable signs that trading volumes will grow significantly, which will require greater dedicated VLEC capacity. In addition to Reliance’s six VLECs, two slightly smaller 85,000m3 VLECs were ordered for Jaccar Holding. While China is looking to more than double its ethylene production capacity by 2022, Chinese companies are seeking to substitute domestic naphtha with imported ethane as a feedstock for the production of ethylene.

Infrastructure development to meet ethane demand is already progressing on the US Gulf coast. In 2018, Energy Transfer Partners and Satellite Petrochemical USA Corp. announced plans to construct a new export terminal on the U.S. Gulf Coast to supply feedstock for Satellite’s ethane cracker in China. In January 2019, Houston-based American Ethane Co. broke ground on a new ethane export terminal in Beaumont, Texas. The project will potentially transport 7.2 MTPA of US ethane to China.

The cost of ethane along with the liquefaction and transportation had previously been viewed as too expensive to export. However, the shale gas development in the US has resulted in a surplus capacity of ethane. This abundance of US ethane has led to lower prices and made it a cheaper alternative to naphtha, whose price is linked to that of crude oil. Furthermore, the development of the next generation of bigger VLEC designs will make it cost-effective to transport large volumes of liquefied ethane. Carriage of ethane using conventional LNG carrier technology posed challenges but the new VLEC designs can accommodate the higher density and temperature ethane cargo by reinforcing the cargo containment system.

The development of new gas engine technology capable of burning ethane as fuel also offers significant environmental and fuel cost reductions. MAN Energy Solutions’ dual-fuel ME-GIE two-stroke engine is a development of the ME-GI natural gas engine that is designed for burning ethane. Operating according to the Diesel combustion cycle in gas mode the

28 | MARCH 2019

8 New VLEC designs that allow flexibility between ethane and methane cargoes have emerged, as VLEC have outgrown LPG terminals”, said Aditya Aggarwal

ME-GIE engine offers greater flexibility on fuel options with capability for burning ethane, LPG or natural gas. ABS has a long standing approval history with the MAN slow speed DF engine that stretches back to the mechanical injection engine of the early 1990’s and with many ABS MAN DF engine type approvals in place. The world’s first ME-GI engine orders were for ABS Classed container carriers, the world’s first ME-GI engine in operation was ABS classed LNGC conversion and most recently the world’s first conversion of an ME-GI engine to ME-GIE ethane burning engine was undertaken in July 2018 on the Navigator Aurora ethane carrier.

On the regulatory front, the revised IGC Code permits the use of ethane as fuel upon successfully demonstrating equivalent level of safety as that achieved through the prescriptive requirements for the use of natural gas as fuel.

Owner and charters are always looking to mitigate contractual risks. This requires the VLECs to be designed with multi-cargo flexibility to allow the option to carry an alternate cargo. The current designs focus on carriage of ethane and propane.

However, as new projects require higher carriage capacity, the VLEC themselves outgrow the ability to load at an LPG terminal.

This has resulted in new VLEC designs that allow flexibility between ethane and methane cargoes. Multi-cargo capability on the VLECs hold a significant promise to not only reducing contractual risk for vessel owner but also lowering the total supply chain costs for the charters. The successful delivery and operation of the existing VLECs demonstrate that collaboration is critical and selecting the right project partners is important to eliminate uncertainties such as delivery schedule and costs.

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

7 th

EDIT ION

The Asian Voice in a Global Industry Featuring some of Asia’s most influential thought leaders in the maritime sector Andreas Sohmen-Pao Chairman, BW Group and Chairman, Singapore Maritime Foundation

Esben Poulsson Chairman, International Chamber of Shipping, President, Singapore Shipping Association, Chairman, Enesel Pte Ltd

Jeremy Nixon Chief Executive Officer, Ocean Network Express (ONE)

Liv Hovem Chief Exective Officer DNV GL - Oil & Gas

Søren Toft Member of the Executive Board and Chief Operating Officer, A.P. Møller – Mærsk A/S

Neil McGregor Group President & Chief Executive Officer Sembcorp Industries

George Procopiou Chairman Dynacom Tankers Management

Teymoor Nabili Journalist and Broadcaster Managing Editor of TheSignal.asia

'U ûDGDQ .DSWDQRùOX President Designate BIMCO and Managing Director +, .DSWDQRùOX 6KLSSLQJ

Visit www.sea-asia.com for the updated list of speakers.

Sea Asia Global Forum High level panel discussing the future of the shipping industry

Parliamentary Debate “This House Believes That Too Much Is Expected Of The Shipping Industry On Environmental Matters”

Oil, Shipping and The Future Energy Mix What does the push to fossil fuels mean for shipping?

Purchase your conference passes today at www.sea-asia.com Organisers

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DESIGN FOR PERFORMANCE

RAISING THE BAR IN CARGO DREDGER DESIGN With the capability to extract sand and gravel from the seabed at depths up to 55 metres, the trailing suction hopper dredger has been developed to maintain operations in arduous North Sea conditions, carrying cargoes direct to river and coastal terminals in the UK, Netherlands, Belgium and northern France. She will be the first new dredger to be commissioned by CEMEX UK Marine for 21 years, and heralds a substantial advance in efficiency, productivity and environmental technology.

The 7,000-dwt CEMEX Go Innovation will be able to convey 20% more aggregates per trip than the ship to be replaced, the 1990-built, 99-metre Sand Heron, and will be equipped to work further out to sea than the latter, which has a 33-metre maximum dredging depth.

Southampton-based CEMEX UK Marine, part of Mexicanowned building materials supplier CEMEX, awarded the £30m (US$39.6m) vessel construction contract to the Damen Shipyards Group, which assigned the project to Romanian subsidiary Damen Shipyards Galati. With the owner's concept as the reference point, the design developed for the newbuild is the Damen MAD (Marine Aggregate Dredger) 3500.

The MAD portfolio is the result of extensive market research and owner consultations conducted by the Dutch shipbuilding group, addressing a marine aggregates sector faced with ageing tonnage and increasing product demand.

The prospective addition to the CEMEX fleet will be distinguished by Lloyd's Register's ECO notation, a voluntary accreditation that demonstrates standards in design, construction and operation that go beyond statutory requirements. LR provided integral support to Damen during the design concept stage, optimising the dredger to maximise payload through structural efficiency.

The ship's level of environmental engineering reflects not only the need to comply with the growing weight of legislation relating to emissions and criteria for offshore dredging, but also issues relating to noise and vibration as regards onboard habitability and cargo working at berths close to urban communities. The dredger will require no ballast water, so dispensing with ballasting operations and helping to allay increasing environmental concerns around biosecurity.

The hull has been formed to render optimal seakeeping behaviour, creating more comfort for the crew and better ensuring productivity and equipment wellbeing in rough weather. The foredeck is enclosed, protecting deck gear and reducing 'green water' ingress into the hopper hold.

Among the challenges CEMEX presented to Damen was to develop a dredging system with no inboard pipework, the rationale being to avoid the risk of flooding in the event of dredge pipes becoming fractured or holed over time through constant handling of highly abrasive marine aggregate material. Consequently, all dredge pipes will be arranged above main deck level, conferring greater safety and also easier inspection and crane reach, and breaking new ground in the design of such vessels.

One of the parameters stipulated by CEMEX was an overall

30 | MARCH 2019

Image courtesy of CEMEX

The CEMEX Go Innovation represents the start of the modernisation of the UK’s marine aggregates dredger fleet, writes David Tinsley

length of 103.5 metres, the maximum for navigating the sea lock at the UK south coast port of Shoreham, one of the many discharge and distribution points in the group's network.

CEMEX Go Innovation has been specified with two mediumspeed engines of the Wärtsilä 26-series, prepared for use with selective catalytic reduction(SCR) technology to comply with IMO Tier III NOx emission requirements. The W26 engine is widely used in the dredger market. The ship's two Wärtsilä controllable pitch propellers will be of the 4D775 type, and the full scope of proprietary supply includes the ProTouch control system. The vessel is required to be able to make fully-laden transits from the dredging grounds to port at 12 knots.

UK firm Royston Diesel Power's electronic fuel management system, known as enginei, will be installed as part of a suite of digital marine technologies, in the interests of long-term efficiency and operational safety. enginei employs Coriolis flowmeters and sensors to monitor fuel consumption of each engine, tracking against GPS data, voyage details and operational mode. Data is collected, processed and relayed to bridge and engine room touchscreen monitors for review and action by the master. Damen has entrusted compatriot Alewijnse Marine with the complete electrical outfitting of the vessel.

Sand and gravel will be brought aboard using a submerged, wear-resistant Damen dredge pump in the trailing suction pipe, with the material passed through the ship's screening towers, before storage and de-watering in the hopper. Self-discharge will be realised by applying the grab principle, refined so as to maximise the efficiency of each discharge cycle. The dry unloader has been developed by Damen in conjunction with CEMEX and crane manufacturer PLM. Expeditious turnarounds are vital to competitiveness in the trade, and a 20% advance in unloading rate is anticipated with the new ship.

According to The Crown Estate, the licensing authority for marine aggregate extraction in UK waters, a total of 19m tonnes was dredged by all operators in 2017. Landings in the British market amounted to 14.3m tonnes, direct export cargoes totalled 3.1m tonnes, and beach nourishment and reclamation schemes accounted for 1.6m tonnes.

8 A new generation of marine aggregates dredger is set for work off the UK coast towards the end of this year

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

SHIP DESCRIPTIONS

LNG POWER FOR COASTAL TANKER SERIES Encapsulating a new commitment to LNG fuel, Thun Tankers has commissioned the first in a series of coastal tankers engineered to heightened efficiency and environmental standards.

The project is testament to a longstanding relationship: the parent Swedish shipowning group, Erik Thun, has received more than 30 vessels from Ferus Smit over the years. Thun Eos and her three fellow E-class vessels will replace some of Thun’s slightly smaller tankers constructed by the Dutch shipbuilder since the end of the 1990s. The in-house design draws substantially on elements of the existing G-class vessels which have shown their mettle in the intensive and highly competitive north European trade, working from refineries to depots and industrial users and on inter-refinery movements. Strengthened to Ice Class 1A criteria, the trading capability extends to yearround Baltic navigation.

Thun Eos began trading during December. Second-of-class Thun Evolve is scheduled to enter service in March 2019 and will be long-term leased by Swedish fuel company Preem for distributive work around the coasts of Sweden, Norway and Denmark. The third and fourth newbuilds are due to be ready in 2020 and 2021.

Within main hull dimensions of approximately 115m length overall and 15.9m breadth, nine cargo tanks fitted for five double-valve segregations offer 9,600m3 of cargo volume.

Each tank is equipped with a Framo stainless steel deepwell pump rated at 350m3 per hour, for a maximum ship discharge of up to 1,500m3/hour where the shoreside facility permits.

Purging is by nitrogen, and the loading rate per tank is 400m3/hour.

The main engine is a six-cylinder model of Wärtsilä’s 34DF dual-fuel medium-speed type, allowing operation on diesel fuel or LNG, or alternatively liquefied biogas. The machinery permits seamless switching between fuels, without power loss.

The installation in Thun Eos is rated at 2,999kW, suiting an efficient manning level under Dutch flag registration, and conferring a speed of about 13 knots. Drive is geared down to a controllable pitch propeller mounted in a nozzle ring so as to maximise hydrodynamic efficiency in translating shaft power into propulsive thrust.

The two auxiliary diesel gensets, yielding 280kW/328kVA apiece, are based on Scania prime movers. The Dutch company Eefting Energy provided the fuel and energy efficiency monitoring outfit, covering fuel gas and fuel oil consumption of the main engine, the consumption of the auxiliaries, generator and propeller power, and oversight of various navigational data.

Running the main engine in gas mode will ensure compliance with both SOx and NOx limits in IMO Emission Control Area (ECA) waters and will also help avoid penalisation where national or local NOx taxes apply.

Wärtsilä’s also supplied the latest version of the proprietary LNGPac fuel gas handling system, including the bunkering station, weatherdeck-mounted LNG storage tank and associated process equipment, plus the control and monitoring system. A notable feature of the ‘package’ is the weight- and

Credit: Thun Tankers

Increased performance, improved cargo handling, and environmentally-considerate design are vested in Thun's new generation of Dutch-built tankers for regional trade, writes David Tinsley

power-saving, open-type tank connection space (TCS), housing the process control gear for the gas feed to the engine. The TCS allows natural ventilation, and provides a combined cargo heating medium that controls the temperature both inside the space as well as for evaporating the LNG. The Erik Thun group is familiar with dual-fuel technology, having specified the same type of Wärtsilä 34DF engines for two 7,300dwt cement carriers, Greenland and Ireland, delivered

by Ferus Smit in 2015-2016. Greenland was the world’s first-ever dry bulk cargo vessel powered by LNG dual-fuel plant. A third such newbuild has been contracted from the Dutch yard for completion towards the end of 2019.

The builder’s proven ‘eco canoe bow’ has been incorporated in the Thun Eos. The bulbless, reduced flare bow form has been designed to enable speed to be maintained at different draughts and reduce speed loss in heavy seas, benefiting fuel consumption and schedule-keeping.

The E-class generation’s green credentials also include a ballast water treatment system, a water- rather than oillubricated stern tube, to obviate pollution risks, and provision of a station for ‘cold-ironing’ in port. Furthermore, various technical measures have been adopted to cut noise and vibration levels, reducing noise transmission both through the air and underwater.

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

8 Thun EOS signals a major investment by Thun Tankers in its European coastal and shortsea fleet

PRINCIPAL PARTICULARS: Thun Eos Length overall 114.95m Breadth 15.87m Draught 6.95m Deadweight 7,999t Gross tonnage 4,923t Cargo capacity 9,540m3 Cargo discharge rate, max 1,500m3/h Main engine 2,999kW Speed 13 knots Class LR Flag Netherlands

MARCH 2019 | 31

SHIP DESCRIPTIONS

GERMAN LNG RESEARCH NEWBUILD IS ON TRACK Construction of Atair - the world's first government-owned, LNG driven survey and research ship – is on target and in budget for delivery to German service next year. Tom Todd takes a look.

The new 75m long, 16.8m wide ocean-going Atair is being delivered by Fassmer Werft next February to operators, the Hamburg-based Federal Maritime and Hydrographic Agency (BSH). Fassmer Shipbuilding Division Sales Director Thomas Sass told the Motorship: “Everything is going according to plan”.

BSH head Karin Kammann-Lippstein was quoted as adding “we are on track in respect of both timetable and costs”.

The €114 million newbuild, drawing 5m and of max.13 knots, will replace a 51m namesake built in1987 and serve in the North Sea, Baltic and Atlantic. The BSH said it will be the world's first public service research ship to use LNG fuel. Its scope of work will include wreck search and research as well as hydrographic and marine environmental survey and the testing of navigation and radar equipment.

Atair's all-steel hull and superstructures have been built at German Naval Yards (GNY) in Kiel because of limited capacity at Fassmer in Berne/Weser.The ships LNG tank and piping as well as three generators are among equipment also installed at GNY. Completed late January, the hull was floated-out late February and was being taken to Fassmer mid March after further outfitting work at GNY.Thomas Sass told The Motorship systems testing and running-in was planned for October while sea trials and testing of Atair's state-of-the-art scientific equipment were due in December and January.

Internally, the new ship will boast a dual fuel (LNG-MGOElectric) drive system fropm Wärtsilä comprising two 6-cylinder 20DF duel fuel main engines capable of operation with LNG and conventional liquid fuels and and one Wärtsilä 6L20 engine. Maximum expected speed is 13 knots and the ship will be capable of switching fuels without losing power or speed.

Wärtsilä is also supplying two SCR exhaust cleaning systems for service during MGO operation. Sass stressed that only highquality gasoil would be used. The 130m3 LNGPac tank, fuel storage, supply and control system are also from Wärtsilä. The tank will provide ten days of independent LNG operation. When Atair is operating in combined GAS/MGO mode, it will have a range of about 8,000 sea miles, Sass said.

The ship will be propelled by a single FPP seven-blade propeller and also boast a Schottel STT 1 bow thruster, a Pumpjet SPJ220 and a Schottel STT 170 stern thruster. “efficient and eco-friendly ship operation is ensured”, Sass declared.

Kongsberg is providing the engineering, procurement, construction and installation (EPCI) package for Atair. It's the first ship to get Kongsberg's Integrated Vessel Concept, which unites operational, hydrographic and energy functions. Thomas Sass said the contribution included the Kongsberg power management system K-Master, which includes the K-Chief marine automation system and the fully-compliant K-Bridge ECDIS system.

The new Atair boasts a string of special features. It is being equipped with an A-frame for hydrographic and geo-technical work, as well as a working crane, specialised winches, a deployment boom, a CTD-unit and sounding equipment.

A DP-1 dynamic positioning system, low noise transmission

32 | MARCH 2019

to ICES recommended levels and DNVGL Silent-R will also be on board as will wet and dry laboratories, a diving compartment and facilities for handling hazardous materials and for treating exhaust gas emissions.

One unusual feature, the BSH said, is the location of both of the ship's two survey boats down one side of the newbuild to create more room for laboratories and transport containers on the 200m2 working deck. The boats, equipped for wreck diving and shallow water survey, were also designed and built by Fassmer, Classified DNVGL +1A SPS BWM (T) Dynpos (Aut) E0 Gas fuelled Ice (1C) Naut (Nav) Silent (R), the new Atair accomodates 18 crew and 15 scientists.

Some facilities - like that for treating exhaust gas emissions - are part of a bid to acquire Blauer Engel certification. Thomas Sass predicted Atair would meet the stringent technical demands of that coveted German eco-ship design and operation label. It has already been won by another pioneering German LNG fuelled ship - the 83m passenger ferry Helgoland which was also built by Fassmer Werft and also boasts Wärtsilä dual fuel engines.

8 Atair - first LNG fuelled research ship for Germany

8 The completed Atair hull at GNYK

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

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DOUBLE BOTTOMS EMERGE The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edström editor@motorship.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com

An interesting point was raised in the main editorial article of The Motor Ship, March 1969. Four large tankers had been ordered from a Japanese yard

by Mobil of the US, and had been specified with double bottoms.

Such a move, it was said, would have been ridiculed by naval architects only a short time previously. After all, it could be seen as a waste of cargo space and extra cost and complexity. But the idea was beginning to make sense. the double bottom was not wasted - it could be made good use of as ballast space, and would save time in port as cargo and ballast systems could operate simultaneously rathe than having to empty and strip the cargo tanks before ballasting.

Dedicated cargo and ballast areas made coating much more straightforward, as well as exemption of the ballast space from tonnage charges, and the extra layer of steel added strength. The safety and antipollution benefits of double bottoms came last in the list. And a word of caution was sounded - a fault in the tank top could render the double bottom space a potential explosion pocket.

A tanker of a different type was described in considerable detail in a long ship description. This was the first vessel to emerge from what was then the world's largest building dock at Kockums in Sweden.

The ship in question was the Phillips Arkansas, part of a three-vessel order for Phillips Petroleum of the US. The first of the three to be completed, she was designed to carry LPG - the two sister ships destined to carry methane cargoes. This was the first refrigerated gas carrier to be built in Europe, and featured five cargo tanks suitable for the simultaneous carriage of four different types of gas. The 184m long ship had a capacity of 26,590m2.

Block building had been employed by the yard, Phillips Arkansas being constructed from some 50 pre-fabricated blocks and three self-contained insulated tank units. As can be imagined, there was a comprehensive outfit of cargo handling equipment, to deal with loading, discharging, blow-off, reliquefaction, inerting and venting. Gases were stored at below 46.45°C and specific gravity 0.72max.

The ship was powered by a single low-speed engine - no facilities for using LPG as fuel back then - a MAN

38 | MARCH 2019

8 Phillips Arkansas, an LPG carrier built at Sweden’s Kockums shipyard

K9Z 78/155E of 15,750 bhp at 122rpm. A speed of 19 knots was achieved on sea trials. To aid manoeuvring, a 2m diameter Kamewa bow thruster was fitted, with four CP propellers. The engine could be remotely operated from the bridge using Kockums' own electronic control system.

Two ships, described as 'heavy lift', had recently been delivered from the Doxford yard. Unlike today's definition, 'heavy lift' in 1969 referred to normal cargo handling equipment with increased capacity - in this case for African trades, involving a great variety of cargoes. To cope with the heavy cargo handling on a vessel of relatively narrow beam - imposed by the need to navigate the Manchester Ship Canal - the double bottom tanks were divided longitudinally to improve ballasting effect.

Propulsion was not by one of Doxford's own engines, but a Sulzer 8RD76 unit rated at 12,800 bhp. For economy, on the long voyage to and from Africa and because such fuel was readily available, the main engine and the two auxiliaries were designed to operate on 1500s HFO. Finally, gas turbines continued to advance, with a new unit from Caterpillar intended for propulsion of hovercraft and hydrofoils or auxiliary use in larger ships. The 5310 was a twin-shaft design developing 300hp continuous.

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8 Caterpillar's new 300hp gas turbine

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