The Motorship March 2020

MARCH 2020

Vol. 101 Issue 1179

OEM perspectives Dorthe Jacobsen interview Total Lubmarine Post-IMO 2020

MAN’s GHG reductions view

Organic Rankine Cycle

Serge Dal Farra interview WHR alternative review

ALSO IN THIS ISSUE: Condition-based engine research | MAN ME cybersecurity | Fuel cell rules | BV Koutsourakis interview

A smarter perspective on engine efficiency Innovative technologies and services that help you optimise engine performance, drive efficiency and reduce emissions.

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CONTENTS

NEWS

4

24 MAN unveils AR maintenance tool MAN Energy Solutions completed the first installation of a new augmented reality (AR) maintenance tool aboard a Berge Bulk bulker in Q4 2019. It combines a semi-intelligent documentation library with component recognition and AR display functions.

26 CIMAC calls for IMO action

The Greenhouse Gas (GHG) working group at CIMAC released a policy position around the need for zero carbon energy sources in shipping and identified hydrogen as a likely starting point for the main future fuels. The working group explicitly calls on the IMO to “adopt binding measures until 2023 to phase-in net zero and zero carbon fuels”.

26 Panasia GloEn TA cancelled

MOF, the South Korean ministry responsible for overseeing the country’s marine industry, has cancelled the type approval for Panasia’s GloEn ballast water treatment systems. The cancellation is understood to cover all 48 of the company’s ultraviolet systems.

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MARCH 2020

12

8 FEATURES

21

13 OEMs appraise IMO 2020

REGULARS 8 Leader Briefing

Panos Koutsourakis of Bureau Veritas identifies a clear and practical technical pathway to address the energy transition targets of world shipping.

12 Special Covid-19 report

The rapid spread of the coronavirus since January 2020 has impacted shipping directly, slowing newbuild and retrofit projects. We examine the current state of play.

24 Ship Description Mitsui OSK Lines (MOL) took delivery of a dual fuel electricpowered LNG carrier from Kawasaki Heavy Industries, featuring a Moss containment system.

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

Konrad Räss, Director of R&D for WinGD and Dorthe Jacobsen, head of emissions reduction, fuels and lubricants at MAN Energy Solutions’ take stock of the first 30 days after the introduction of the IMO global sulphur cap.

17 R ecovering interest in ORCs

Stevie Knight hears OEM and ship owner interest in Organic Rankine Cycle technologies is growing.

21 Cybersecurity for ME engines MAN Energy Solutions is introducing a cybersecurity product to new ME engines to meet upcoming IMO cybersecurity standards.

22 Condition based monitoring

The University of Southern Denmark is collaborating on a project with several Danish ship operators to extend engine model to main engine data from four vessels. We learn more from the coordinator.

28 MS100 - Total Lubmarine

As part of our series of articles celebrating The Motorship’s centenary, we feature an interview with Total Lubmarine’s Global Marketing Manager Serge dal Farra.

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MARCH 2020 | 3

NEWS REVIEW

VIEWPOINT

APPLYING AN AR LENS TO MAINTENANCE

NICK EDSTROM | Editor nedstrom@motorship.com

One of the less remarked upon aspects of the international response to the Covid-19 coronavirus has been the way in which national health authorities have shared data and collaborated to respond to a challenge that transcends national borders.

This is not to draw all too obvious parallels with the transnational nature of climate-related challenges but rather to note that epidemiologists have coordinated responses to the Covid-19 pandemic without the distractions of media speculation.

Rather, I was thinking of how a relatively small group of industry experts are quietly working together in a spirit of cooperation across company boundaries to bring about what will be one of the most profound shifts in the history of the shipping industry.

The unanimous agreement by the members of the Smart Marine Council to support the adoption of ISO 19848 as a data standard for shipboard machinery and equipment is an important step.

The council includes ABB, Kongsberg and Wärtsilä, as well as NYK’s research institute, Wallem and V.Group. If widely adopted, such a common standard could remove one of the major existing barriers to maritime digitalisation.

The introduction of digitalisation into shipping will have a deeply transformative effect. The noonday report will become consigned to history when fleet managers and ship operators can receive near real-time information on vessel location and equipment operation.

But the real benefits of greater availability of data have yet to be discovered, whether that is on Veracity or one of the other platforms.

The first inventors of the printing press could only envisage printing Bibles or moral works: the introduction of pamphlets, newspapers, fiction or even marketing could not be imagined.

By the same token, it is unlikely that the inventors of the internet communications could have imagined the combination of augmented reality and engine maintenance pioneered aboard the Berge K2 at the end of 2019. We feature the innovative solution in this month’s issue.

Maritime digitalisation is a recurring theme in March’s issue of The Motorship. We review the progress of a joint collaboration between the University of Southern Denmark and a number of ship operators to analyse high frequency main engine data, with the intention of deriving condition-based insights.

We also look at the introduction of a cybersecurity application, EngineVault, by MAN Energy Solutions to its ME engine series from April. This will help the engine ecosystem to meet the requirements of IMO cybersecurity requirements which will come into effect in 2021.

We also return to the theme of the IMO greenhouse gas reduction targets. Panos Koutsourakis, Global Head of Technology at Bureau Veritas provides an overview of the different alternatives under consideration.

Some of these issues are also addressed in an interview with Dorthe Jacobsen, head of emissions reduction, fuels and lubricants at MAN Energy Solutions’ two-stroke business.

Finally, Stevie Knight revisits Organic Rankine Cycle technologies, and hears plans that the introduction of alternative fuel types and regulatory pressures could lead to a recovery of interest in the technology.

4 | MARCH 2020

Credit: MAN ES

A growing consensus

Peter Dan Pedersen, Head of Technical Documentation and Multimedia at MAN Energy Solutions, describes how augmented reality offers improved maintenance efficiency and IoT benefits for ship operators.

MAN Energy Solutions completed the first installation of a ground-breaking solution, MAN TechGuide, that combines augmented reality (AR) with a product instruction and maintenance system.

The first installation was completed aboard a bulk carrier, Berge K2, operated by Singaporebased dry bulk specialist Berge Bulk in Q4 2019. The solution required the installation of a WiFi connection in the engine room.

TECHGUIDE The solution uses a headset (or smartphone or tablet) to automatically recognise products and individual components. The system then pulls the relevant content from its database of product and component instructions to deliver the relevant maintenance instructions quickly.

"The product acts like a semi-intelligent instruction manual," Peter Dan Petersen said, easing the process of identifying a component or product and accessing the right technical documentation.

Once an individual component is automatically identified, the digital solution offers crew members a range of choices. Products can be examined in an exploded

8 MAN ES' AR maintenance platform, CEON TechGuide, promises improved maintenance and lowers the burden of record-keeping

component-level view, or an X-ray view of a product can be projected over the part in question.

The advantages of such a digital solution include compressed preparation time as the part and associated instructions can be identified more quickly.

Crewmembers can opt to receive instructions according to the engineer's personal preference, including instructional videos, overlaid step-by-step animations, audio instructions, or by text instructions. These multimedia maintenance options can be accessed via an AR headset or a smartphone or tablet.

“It might require a change of behaviour but the solution is designed to be intuitive to use.

Many of the younger generation of engineers are familiar with accessing instructions on their personal smartphones or tablets,” Peter Dan Petersen said.

The application itself is interactive and can be controlled by voice commands, or by hand gestures. The system automatically registers the original MAN PrimeServ parts used in the job and completes the job on the system, reducing the administrative burden on crew members to manually register every part used or job undertaken. This is also expected to improve the accuracy of record-keeping over time.

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

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NEWS REVIEW

DNV fire notation

Class society DNV GL updated its class rules and launched a voluntary ‘FCS’ notation for container vessels in February. The first vessels to be awarded the new notations are the 11 sisterships from the Gulsun class of ultralarge container vessels. The notation’s sub categories include: HAZID (hazard detection), FF (fire fighting) and HF (Hull flooding).

The fire-fighting notation referred to the installation of twin fire-fighting monitors atop the two islands in the 400m-long vessel’s superstructure.

MHI fin order

Mitsubishi Heavy Industries Marine Machinery & Equipment received orders for retractable fin stabilisers for two luxury expedition vessels being built by Helsinki Shipyard of Finland.

The 157-passenger vessels will be used for cruises from Europe to both poles, depending on the season.

The two fin stabilisers will reduce the roll of the vessels at sea and help provide a comfortable voyage for passengers.

This is MHI-MME’s first fin stabiliser order from Europe since 2008.

Auto transit first

The world’s first adaptive ferry transit conducted during normal service took place in the Oslo fjord in Norway. The crossing occurred during the daily operation of shipping company Bastø Fosen’s Horten-Moss service.

The vessel demonstrated fully automatic control from dock to dock, using adaptive transit functions developed by Kongsberg Maritime. The ferry will now enter a six-month trial period during which the automatic system will control the vessel for most services, but the captain will remain in charge.

6 | MARCH 2020

CIMAC CALLS FOR IMO ACTION BY 2023 The Greenhouse Gas (GHG) working group at the International Council on Combustion Engines (CIMAC) has released a policy position around the need for zero carbon energy sources in shipping. The working group explicitly calls on the IMO to “adopt binding measures until 2023 to phase-in net zero and zero carbon fuels”.

The IMO should also consider a well-to-wake approach when assessing a fuel's overall greenhouse gas emissions.

Unless such steps are taken, no investment in the production of net zero and zero carbon fuels will be incentivised, and the supply of such fuels will remain insufficient in the 2030s.

CENTRALITY OF ICE ENGINES CIMAC noted that while internal combustion engines are likely to remain the prime mover in future maritime propulsion systems for deep-sea shipping, hybridisation and electrification are set to become increasingly important in the short-sea market. The statement also recognised that fuel cells may potentially play a greater role in the future.

HYDROGEN AS A STARTING POINT CIMAC's GHG working group also noted that hydrogen was likely to represent the starting point for the main future fuels in shipping.

Credit: Climeworks

BRIEFS

The inclusion of net zero carbon fuels means fuels produced with renewable energy that contain carbon from renewable resources, such as biomass, are also included.

The Motorship notes the limited availability of merchant hydrogen produced via electrolysis from renewably-generated electricity is a supply-side constraint to wider adoption. However, CIMAC's position explicitly notes that the production of hydrogen with steam methane reforming combined with carbon capture and storage (CCS) or pyrolysis as an intermediate step could represent an alternative until sufficient renewable energy (and electricity) is available.

BIOFUELS A VARIABLE Biofuels were assessed as the most likely fuel for the short-sea

8 CIMAC noted investments in zero carbon energy sources were required soon due to the length of a vessel's operational life

shipping market, while their role as a fuel for the deep-sea industry during a transition period, was dependent on whether “volume constraints” can be solved without compromising sustainability.

The report notes wider technical and operational efficiency measures “will continue to be the main driver to reduce GHG emissions”.

The Position Paper is based on a White Paper that summarises the production pathways for hydrogen with a zero carbon footprint, and a second White Paper that assesses future fuel options from the perspective of the large engine industry.

SK AUTHORITIES CANCEL PANASIA GLOEN TA MOF, the South Korean ministry responsible for overseeing the country's marine industry, has cancelled the type approval for Panasia's GloEn ballast water treatment systems.

The cancellation is understood to cover all 48 of the company's ultraviolet systems. The decision to revoke the licence came after discrepancies emerged between the products' type approval and the products delivered to customers, according to the ministry.

According to local media reports, Panasia has been ordered to replace the effected equipment, but the company has appealed against the ruling, and obtained a suspension of the order pending a

8 Panasia is challenging a MOF order to retrofit GloEn BWTS systems on 1,145 vessels: a final decision is due on 13 March

final ruling on 13 March. “We are also considering criminal charges if Panasia fails to comply with the order,” the ministry told South Korea's Yonhap News Agency.

Local sources inform The Motorship that the MOF case is not simply one of the installation of inadmissible components under

the type approval, but of discrepancies in the applications for type approval between the Korean Register and MOF. “MOF checked and discovered that the number of lamps per thread differed between the [MOF and KR] type approvals,” a local source told The Motorship.

It is understood that this may have led to the specific power consumption of the GloEn BWTS system being incorrectly assessed.

Panasia has installed GloEn systems on 1,145 vessels, with the majority of its sales understood to come from foreign-owned vessels with lower ballasting flow requirements, such as container carriers, passenger vessels, RoRo and RoPax vessels.

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

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LEADER BRIEFING

THE MARINE FUELS FOR THE MOTORSHIPS OF THE FUTURE A technical pathway is supporting a new maturity in the debate over available GHG reduction options, writes Panos Koutsourakis, Global Technology Leader at Bureau Veritas

8 LNG-fuelled vessels, such as the 400-metre long ultralarge container ship CMA CGM Jacques Saade (pictured), account for 17% of the global order book in 2019, on a gross tonnage basis

Some 90 percent of seaborne trade is related to cargoes carried by motorships with slow speed diesel engines: bulkers, tankers, containerships, and gas ships. The foreseeable future will also see a requirement for motorships. Nearly all of the motors in these ships are two-stroke engines - the most efficient main drivers available for large ships needing long range performance. Until these engines are replaced by alternatives the focus will be on new fuels. Batteries and hybrid systems are most suitable right now for short-range, smaller vessels. Both may have applications for deep sea motorships, but the real focus right now is on alternative fuels to replace high sulphur fuel oil (HSFO).

THE ALTERNATIVE FUELS FRONTRUNNER: LNG Liquefied natural gas (LNG) is now a well-known alternative fuel within the shipping industry. Producing almost no sulphur oxide or particulate matter emissions, it also boasts low nitrogen oxide emissions and GHG emission reduction benefits (from fuel tank to stack) of between up to 22%, dependent on engine type. Looking ahead, LNG - in combination with a combined cycle diesel/carbonate fuel cell - could reduce CO2 emissions by up to 80%.

Despite these advantages, ships won't achieve zero CO2 emissions with LNG alone. LNG is still a fossil fuel, posing the additional challenge of methane slip. Caused by incomplete LNG combustion in the ship engine, methane - a potent greenhouse gas - is emitted into the atmosphere, partly offsetting the CO2 emissions reduction. This is a key area for technological development, as experts are working to improve the design of engines to limit methane slip.

Another challenge with LNG has been limited bunkering infrastructure and higher CAPEX requirements. However, thanks to huge investment in global LNG bunkering facilities, in particular outside the North European LNG supply

8 | MARCH 2020

stronghold and favorable OPEX conditions, the price of LNG is falling, making it increasingly competitive with HSFO. This trend is set to continue as global build-up of LNG bunkering infrastructure progresses.

As LNG gains traction as a clean fuel solution, greater numbers of LNG-powered vessels are being built; the global order book for 2019 lists 17% of newbuild orders (in gross tonnage) as LNG-powered.

BUNKERING CHALLENGES FOR LPG, METHANOL AND ETHANOL Liquefied petroleum gas (LPG) is one possible alternative to LNG. LPG is both widely available and easy to handle as well as store, leading to lower CAPEX than its LNG counterpart.

Still, LPG presents a familiar problem: although it limits carbon output, it does not eliminate CO2 emissions, and while LPG terminals are operational worldwide, bunkering infrastructure is notably lacking. Although current levels of LPG production are insufficient to make this alternative fuel a catch-all solution for shipping, it will certainly be a part of the larger solution, starting with LPG carriers.

Methanol and ethanol, on the other hand, present other alternatives to LNG, with similar profiles to LPG. As drop-in fuels, they are easier to handle in comparison to LNG, and benefit from a well-developed global terminal network. At the same time, bunkering facilities are limited, with methanol- and ethanol-fueled ships needing to be designed and operated with special care, given that their gases are toxic and maintain a flammable nature. To use them safely, additional CAPEX is required for storage and handling.

8 Panos Koutsourakis, Global Technology Leader at Bureau Veritas, identifies bunkering infrastructure as a key consideration in future fuel choices

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

LEADER BRIEFING

FUTURE MARINE FUELS PATHWAYS TO DECARBONIZATION IMO has developed the ambitious target of a minimum 50% reduction in greenhouse gas (GHG) emissions by 2050.

Shipowners have alternative fuel options to help them meet IMO’s ambitions, each with its own advantages and challenges.

CARBON FUELS

CARBON NEUTRAL

ZERO CARBON

Liquefied Natural Gas (LNG)

Biofuels / Biomethane

Hydrogen

Established infrastructure

Long-term solution

Safe to handle

Clean fuel, rapidly developing infrastructure

Global fuel availability

Increased CAPEX

Methane slip

Liquefied Petroleum Gas (LPG) Global fuel availability

Safe to handle

CO2 emissions

Safe to handle

High fuel cost

Increasingly used as marine fuel, can be used as drop-in fuel

Sustainable scaling up needed

Synthetic methane / SNG Safe to handle

High fuel cost

Easily adapted to LNG infrastructure, can be used as drop-in fuel

Large-scale production challenges, requires renewable energy source

Long-term solution

Increased CAPEX

Low energy density per volume and favorable specific density by mass

High fuel cost

Storage challenges, flammable

Ammonia Long-term solution

Increased CAPEX

Solution for internal combustion engines and fuel cells

High fuel cost

Limited bunkering, toxic effects on human health

Methanol / Ethanol Increased CAPEX

High fuel cost

Easy-to-handle, well developed terminal network

Refueling challenges, flammable

Advantages Challenges

© 2020 Bureau Veritas Marine & Offshore

While the CAPEX gap is smaller than that of LNG, fuel costs are far less favourable.

MOVING TOWARDS CARBON NEUTRALITY: BIO AND SYNTHETIC FUELS Biofuels are a carbon-neutral solution becoming increasingly available as a marine fuel. Major maritime players have been testing them in response to growing social pressure to reduce shipping CO2 emissions. However, for the time being, mass-scale production of biofuels is not a sustainable solution, particularly since other industries already using biofuels. Leaving them in a similar position to that of LPG: a good partial solution, but not entirely a viable panacea.

Synthetic methane/substitute natural gas (SNG) and biomethane are another set of attractive options. Compatible with current LNG propulsion technologies, SNG and biomethane can (in theory) be carbon-neutral alternatives when used in tandem with carbon capture and fuel cell technology, ensuring that existing LNG fuel infrastructures can be easily repurposed to source both fuels. However, making SNG carbon neutral depends on the availability of renewable energy, with production remaining costly in the short term.

HYDROGEN AND AMMONIA: A CARBON-FREE FUTURE Further down the line in the world of clean fuels are hydrogen and ammonia. Intrinsically carbon free, these fuels produce zero CO2 emissions if they can be sourced renewably - this is the premise on which they are currently being discussed.

Both are clean fuel solutions for internal combustion engines and fuel cells, although it is to be noted that both fuels have a much lower energy density than traditional fuel oils; this needs to be accounted for in ship design and will impact costs. While hydrogen has a favourable specific energy (about three times higher than that of high sulphur fuel oil) its energy density is four to eight times lower, depending on the hydrogen's state. Ammonia, on the other hand, weighs twice as much as fuel oil, but requires only three times the space to

10 | MARCH 2020

8 Future Marine Fuels: While all of the potential alternative fuels have their particular advantages and disadvantages, LNG is available and remains the current frontrunner

contain the same amount of energy. The long-term, longdistance onboard storage of liquid or compressed hydrogen remains a technical challenge that will be expensive to solve in the short-term. So, despite the possible applications of pressurised or liquid hydrogen for transport, ammonia - which acts as a hydrogen carrier - currently shows greater promise as a zero-carbon fuel for shipping.

For ammonia, the processes for storage and transport are well established. Moreover, it is one of the most widely used chemicals in the world, with global production levels of around 190 million tons per year. It is therefore more widely available, although marine bunkering infrastructure would need considerable development to accommodate to ammonia's corrosive nature amongst its other qualities. Safety issues associated with ammonia's toxicity and caustic properties will also have to be addressed, creating the need for careful storage and handling so that crew and other workers are not put at risk of harm - ultimately, this will be achieved through thorough regulation and certification. In addition there are technical aspects related to the combustion process to be assessed.

PROVIDING GUIDANCE TO THE INDUSTRY As the clock keeps ticking, stakeholders are seeing a growing need to develop solid infrastructures and supply chains for clean fuel solutions. Bureau Veritas is playing a significant role in supporting the development of International Maritime Organisation (IMO) regulations, most notably the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels legislation or IGF code, as well as industry standards for design, operation, and bunkering. We are involved in various joint industry projects (JIPs) to assess technical feasibility and safety risks of alternative fuels, considering both thermal engines and fuel cells as viable options. We also support early adopters in the development and completion of various projects. We cannot predict the future, but we are well on the way to understanding the options posed and what will be required in the fields of innovation and energy for shipping.

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

REGIONAL – ASIA

CORONAVIRUS WREAKS HAVOC ACROSS GLOBAL SHIPPING INDUSTRY As Maersk tells employees to stay home after travel to affected countries, and China's PMI slips below 2008 lows, Covid-19’s effects on shipping become clearer Using the word ‘pandemic’ carelessly is not helpful, said a senior official at the World Health Organisation late in February. The virus could still be contained, he believed.

But as the month drew to a close, there was increasing uncertainty over whether this was actually true, as cases have been reported on every continent. While Saudi Arabia’s unprecedented move to close the two holiest shrines of Islam to foreign pilgrims captured headlines, the spread of Covid-19 in western Europe and North America is likely to have a greater economic effect.

These effects are being felt most deeply in shipping, the principal conduit of most of the world’s trade, which has felt the direct effects of the spread of the Covid-19 virus in China in reduced demand for container services. The dry bulk market, which is heavily reliant on demand from Chinese heavy industry, and the tanker markets have also also been affected.

Container services using the world’s largest vessels are leaving Asia for Europe and the US, the world’s two most important liner trades, with ships that are three-quarters empty. Countless sailings have been cancelled, losing carriers millions of dollars every voyage, and storing up logistics problems such as box shortages at key hubs in Europe and North America.

The Chinese economy is continuing to languish. The latest March Chinese PMI has slumped to 35.7, according to the National Bureau of Statistics, below the level seen in 2008 during the Global Financial Crisis Market statistics reveal the scale of devastation across most other sectors too. Tanker rates have plunged, with VLCC rates averaging more than $70,000 a day over 2019 dropping to the $20,000s by late February. LNG spot rates, which were well up in six figures for a 160,000m3 tri-fuel diesel-electric tanker in December, have come crashing down, heading towards the low $40,000s late in February, according to Clarkson figures.

Meanwhile large bulk carrier earnings have sunk into negative territory, and many operators have swamped recycling yards with a barrage of unwanted tonnage. How much of this is down to the virus and how much to IMO 2020, however, for the moment remains unclear.

Looking forward, leading indicators do not offer signs of encouragement. The International Energy Agency (IEA) is forecasting an outright contraction in global oil demand in Q1 and lowered its forecast for 2020 to under 1 million tonnes, the lowest growth since 2011. These forecasts were released in mid February and are likely to be revised lower. The Chinese economy is continuing to languish. The latest March Chinese PMI has slumped to 35.7, according to the National

12 | MARCH 2020

Bureau of Statistics, below the level seen in 2008 during the Global Financial Crisis.

Turning to the wider impact of Covid-19 on shipping, cancellations have left many vessels lying idle in relatively warm waters of high fouling risk in Asia. On the part-laden ships that are sailing, engines are running at deeply suboptimal loads, at the wrong draught and trim, with fuel consumption and emissions affected accordingly.

Scheduled repairs, scrubber installations and other retrofits are being postponed or cancelled in China which, according to Clarkson estimates, accounts for about twofifths of ship repairs and the vast majority of scrubber installations. Some 150 vessels were under retrofit at Chinese yards on 21 February.

Stores and spares are not available. Some suppliers in China are experiencing delays meeting orders after the extended four-week Lunar New Year shutdown, which is creating supply chain pressures.

Ship operators and OEMs have taken a precautionary approach: MAN Energy Solutions introduced travel restrictions in January, prohibiting non-essential travel and all trips to quarantined areas in China. This has now been extended to other affected areas, including northern Italy.

How newbuilding projects will be affected remains unclear. However, Oslo-based analyst Rystad Energy warned of a slowdown in commissioning floating energy units. Of the 28 floating production, storage and offloading (FPSO) units currently under construction, 22 are being built in China, South Korea and Singapore, the firm said in a circular.

Extensive staffing and supply shortages should be expected in these countries which are likely to translate into significant project delays.

Released on February 28, the note said that projects could be delayed by ‘at least three to six months’. If the epidemic escalates, however, delays could increase to nine or even 12 months, Rystad said, equivalent to a 30% delay on a typical 36-month project.

8 The port of Singapore's container throughput reached 3.18m in January 2020 before the effects of Covid-19 began to be felt

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

TWO-STROKE ENGINES

OEM IMPRESSIONS ON POST-IMO 2020 OPERATIONAL PERFORMANCE The switchover from HSFO to VSLFO fuel after 1 January has been well-managed and most difficulties have been minor and handled within the company, ship operators, ship owners and OEMs agree The transition had been billed as one of the largest changes ever experienced in the industry, and initial impressions have been positive.

“So far so good. We prepared for the transition, communicated clearly with our customers and have heard of few problems,” Konrad Räss, Director of R&D for WinGD told The Motorship. “While it's too soon to make a definitive judgement, we certainly have not seen the catastrophic switchover that some people outside the industry were expecting before December.”

Dorthe Jacobsen, head of emissions reduction, fuels and lubricants at MAN Energy Solutions' two-stroke business in Copenhagen offered a similar analysis, adding that MAN had received “sporadic” reports of issues related to cylinder condition, ranging from high wear to scuffing, as well as some issues in the cylinder lubricators.

“In the most serious case I have heard about, the ship operator reported scuffing on all of their cylinders,” Jacobsen said.

“We heard from a containership with damage to a couple of cylinder liners, which was confirmed to have been caused by cat fines,” Räss said.

Such incidents have been reported by ship operators, from across the market ranging from small to larger size.

But it was too soon to draw conclusions from the limited number of incidents reported. “We should be able to form a more accurate picture about what is happening by April,” Räss said.

If the fuel lubricator had slowly lost efficiency over time, and then the vessel shifted from its previous feed rate to a minimum feed rate, this could have led to excessively low lubrication feed rate CAT FINES Engine manufacturers had warned about the need to maintain cleanliness of the fuel and in the fuel tanks well ahead of the switchover, warning about the potential impact of cat fines. “We supplied service letters [SL2019-674, SL2019-670] on the need for due care when cleaning the fuel tanks in 2019,” Jacobsen noted.

Nevertheless, a number of ship operators have reported issues presumably related to cat fines. Some ship operators did delay the cleaning of the fuel tanks until shortly before the global sulphur cap entered force. Some of the crews used chemicals, such as fuel additives, to dissolve the high sulphur fuel oil residue from the side of the fuel tanks.

However, the use of fuel additives had unexpected consequences further down the fuel cleaning system.

“The fuel additives were effective cleaning the tanks, but reduced the cleaning efficiency of the separator,” Jacobsen

said, adding that this led to an increase in the proportion of cat fines reaching the engine. MAN had seen a number of high wear cases linked to cat fines passing through separators.

“We have heard of a number of cases where tank cleaning of years of accumulated sediment has released more cat fines into the system. Where the separators were insufficient, this has resulted in damage when the cat fines reached the engine,” Räss noted.

LUBRICATORS AND FEED RATES Some of the sporadic incidents of high wear have been seen in engines that had consistent operational records before January, Räss noted. “We've heard feedback from more engines that were 'silent' previously.”

Jacobsen noted that that older lubricators on these ships could be one of the potential causes, particularly when the vessels had no experience with operating at low feed rates.

“If the fuel lubricator had slowly lost efficiency over time, and then the vessel shifted from its previous feed rate to a minimum feed rate, this could have led to excessively low lubrication feed rates,” Jacobsen said.

MAN recommends that the feed rate be reduced incrementally from 1.0g/kWh (or the existing feed rate) rather than shifting immediately to a low feed rate.

8 Dorthe Jacobsen of MAN ES agreed that ship operators and crews need to remain aware of potential risks.

"While the tank cleaning is likely to be a one-time risk... the other risks remain," Jacobsen noted

COLD CORROSION Jacobsen also noted that high wear caused by cold corrosion has also been a factor since January. The combination of HSFO residues in the fuel tanks with 0.50% sulphur fuels may lead to fuel supplies to the engine exceeding 0.50%.

“In this circumstance, low-BN cylinder oils (40 BN) may not offer sufficient protection, leading to cold corrosion,” Jacobsen added.

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

MARCH 2020 | 13

TWO-STROKE ENGINES

8 Fuel pump seizures: the lower viscosity of VLSFO fuels may have contributed in some cases to the loss of hydrodynamic film between the fuel pump's barrel and plunger

A second cause of cold corrosion was inadequate mixing of low and high BN cylinder oils in a vessel's storage tank. “When cylinder oils are not mixed properly, they will separate, leaving the heavier high BN cylinder oils to fall the bottom. At a certain point, the high-BN supply will be exhausted and the engine will begin running on low-BN lube oil,” Jacobsen said.

PISTON RINGS Jacobsen also noted that MAN had recommended in 2019 that the piston rings aboard all vessels operating on 0.50% sulphur fuel be replaced with Cermet coated piston rings.

"In the newest recommendation for cermet coated rings (SL2019-685), the crew must monitor the thickness of the cermet layer on the piston ring," Jacobsen noted.

"We recommend that once the cermet coating thickness falls below 100 microns, ship operators plan to overhaul the piston ring pack. Once the thickness falls below, 50 microns, this overhaul should be carried out at the first opportunity,” Jacobsen said.

Where the cermet layer has been worn down and the piston ring substrate has been exposed, wear rates between the liner surface and the piston ring can accelerate rapidly, particularly when elevated levels of cat fines are present.

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14 | MARCH 2020

FUEL SYSTEM SENSITIVITIES Jacobsen also noted that a number of issues had been reported from fuel systems. These included cases of seizures of high-pressure fuel pumps, caused by temperature variations when changing between fuels with different viscosities.

“We have seen some problems with seizures in high pressure fuel pumps,” Jacobsen said.

Another problem connected with temperatures in the fuel system was that of gasification of low viscosity fuels. This had been seen in fuel systems during stand still periods.

At the other end of the temperature scale, there were issues related to the cold flow properties of newer fuels, as well as the engine room arrangements for heating cylinder oils and fuels to potentially different operating temperatures.

While the number of incidents related to fuel supply incompatibility reported to OEMs had been relatively limited, both Räss and Jacobsen noted that ship owners and crews needed to remain aware of potential risks. “While the tank cleaning is likely to be a one-time risk, crews need to pay attention as the other risks remain,” Jacobsen noted.

The Motorship has heard some operators have postponed switching to VLSFO from MGO during the transition, while bunker suppliers and ship operators have told The Motorship that the composition of VLSFO fuels might slowly evolve over the course of 2020.

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

TWO-STROKE ENGINES

ACTING TO MEET LONG TERM OBJECTIVES Dorthe Jacobsen, the head of emissions reduction, fuel and lubricants at MAN Energy Solutions' two-stroke business in Copenhagen offers her view of the path to meeting the IMO's 2050 targets During a recent visit to MAN Energy Solutions' headquarters in Copenhagen, Dorthe Jacobsen offered her perspective on how MAN Energy Solutions will help the industry meet the IMO's 2050 greenhouse gas emissions targets.

Jacobsen noted that MAN had established two long-term objectives, decarbonisation and digitalisation, which would guide the company's strategic development. Meanwhile, MAN Energy Solutions was continuing to design and manufacture solutions to meet the market's needs.

MAN ES has recently expanded the number of teams working on digital-led solutions, which encompass every step of a vessel's design, operation and will transform the amount of data that engine designers and ship managers have at their disposal.

“Digitalisation has a large part to play in us achieving our decarbonisation objectives: if digital services offer operational efficiencies and lower fuel consumption, that also mean emissions reductions,” Jacobsen said.

Turning to the current discussion around decarbonisation targets at the IMO, Jacobsen was emphasitic that regulatory and/or financial incentives would be needed.

“An agreement on measures at the MEPC (IMO) will also help, as will revisions to the EEDI criteria.”

“We have seen how we need regulation before the industry takes action,” Jacobsen said, citing the introduction of Tier III rules in driving implementation in emissions reduction equipment.

The introduction of tighter emissions regulations would also encourage the wider implementation of energy efficient technologies. This includes both existing technologies, such as waste heat recovery, which have the potential for wider adoption, as well as new innovations. “We are working on new equipment to reduce NOx emissions”, Jacobsen noted.

In addition to the “stick” of regulation, Jacobsen sees a need for a larger “carrot” in terms of financial incentives to create demand for new types of fuel. Regional or national incentives have played a role in creating local markets, but wider schemes, such as the Poseidon Principles or even a CO2 levy could also be needed.

Turning to the range of fuels under consideration, Jacobsen noted that the internal combustion engine remains the most efficient means of propelling a large vessel.

“Whatever the final fuel or fuels selected by the industry, we will be able to supply engines to meet that demand,” Jacobsen stated.

Jacobsen provided a detailed analysis of the advantages and drawbacks of the alternative fuels under discussion, adding that there was no one single perfect replacement fuel for diesel. Jacobsen added that the next fuel should be sustainable: greenhouse gas emissions analyses should take into account all of the emissions generated by a fuel, measured on a “well-to-wake” basis.

As MAN's portfolio of engines propels a significant proportion of the world's deep-sea fleet, which in turn accounts for over 50% of all marine emissions, it has naturally

8 Dorthe Jacobsen was emphatic that regulatory and/or financial incentives would be needed for the industry to meet the IMO's decarbonisation targets

focused attention on solutions for existing vessels. From a broader environmental perspective, recycling existing vessels after 15 years risks creating more emissions (from embedded steel production and shipbuilding emissions) than extending the life of operational assets.

One of the potential solutions to the challenge would be to adopt a more modular approach to engine design. “We would like to make an engine that was relatively easy to retrofit to be able to operate on a range of alternative fuels.”

MAN's existing range of engine platforms already offer significant flexibility in terms of modifications. The ME engine platform can be retrofitted to add a dual-fuel capacity for LNG, ethane, methanol or LPG. It can also be modified to operate on both ethane and LNG. And the engines can also be retrofitted to the other solutions.

This offers shipowners peace of mind about the ability to operate in the medium to long term, no matter what fuel or fuels the market adopts.

The ability to modify the secondary fuel systems also offers near-term flexibility as emissions reduction technologies mature and enter the market. MAN has recently brought methanol/water emulsion technologies to market for ME-LGIM customers, for example.

Another area of interest is the capture and recycling of volatile organic compounds (VOC), which are generated during the loading and unloading, as well as during the transportation of oil cargoes.

By capturing and recycling VOCs generated from crude oil tankers, ME-GIE engines and/or ME-LGIP engines could be modified to reduce emissions, improving fuel efficiencies.

But one thing is certain, Jacobsen said in conclusion. “If the world wants cleaner air, we need to have cleaner engines out sailing.”

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

MARCH 2020 | 15

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The first PBST-branded and -built cluster-3 SCR-HP (Selective Catalytic Reduction - High Pressure) system has passed its approval test.

The system's approval certification and engine test was carried out at MAKITA's works, under observation by class society ClassNK. The SCR system is one of four ordered for vessels fitted with MAN B&W two-stroke engines.

The company confirmed that the first two systems have been delivered, while the other two systems are being sent to customers. Each of the four vessels features a MAN B&W 6S46ME-B8.5 engine, with the SCR-HP system making each vessel Tier III-compatible.

The first engine was ordered

by Kanax Corporation and installed in a newly developed 39,000-dwt bulk carrier built at Shin Kurushima Toyohashi Shipbuilding Co., Ltd. The SCR-HP system consists of the reactor - including mixing unit, urea injection lance, honeycombs and soot blowers -

along with a module-based supply system, as well as the reactor's control unit that communicates with the engine-control system.

PBST's Ralph Klaunig - Vice President of Sales & License Turbochargers & Exhaust Gas Treatment - and MAN Energy Solutions' Daniel Struckmeier Head of Exhaust After-treatment - attended the class test in Japan at the invitation of Yu Makita, President at Makita Corporation.

Klaunig said: “The results from the engine shop test were quite spectacular with the PBST SCR-HP system able to undercut the currently valid IMO III NOx values of 3.4g/kWh by more than 1g/kWh, which compares very favourably with the rest of the market. Working closely with MAKITA, just a little over a year passed between landing the first order and the handing over of the engine with the SCR-HP system to the shipyard. Accordingly, I would like to thank Makita for its great cooperation in delivering such a quick turnaround.”

The results from the engine shop test were quite spectacular with the PBST SCR-HP system able to undercut the currently valid IMO III NOx values of 3.4g/kWh by more than 1g/kWh, which compares very favourably with the rest of the market For the latest news and analysis go to www.motorship.com/news101

TWO-STROKE ENGINES

IN THE SWEET SPOT: INTEREST IN ORC TECHNOLOGIES PICKS UP As Carmelo Cartalemi of WinGD explains, “back in the mid 2000s you had container ships running at 25kn or 26kn for most of the time, which suited steam turbine WHRS”. But with the increasing of the fuel price and the consequent slow down, “the picture gets a lot more complicated especially for generating power from steam” he explains.

However, Cartalemi adds that by contrast, “Organic Rankine Cycle systems may offer a lot more flexibility”.

Essentially, they utilise a similar principle. Both pressurise and evaporate a working fluid using a heat source, then run it through a turbine or other energy harvesting device before cooling and condensing it: this helps suck more hot vapour through and readies the fluid for another cycle.

However, swap water for an organic compound and the design is no longer tied into steam-generation temperatures as the boiling point can be tailored for the heat that's available. Cartalemi explains WinGD's gas engine has a lower exhaust output temperature than its HFO counterpart, so “with an ORC you can recover more of the exhaust's waste heat than you can with a steam WHRS”.

Although the system's own thermal processes and working cycle keeps the maximum energy return below 10%, “it is carbon-free power that would otherwise disappear into thin air”, points out Marcel Flipse of Orcan.

Although the system's own thermal processes and working cycle keeps the maximum energy return below 10%, “it is carbon-free power that would otherwise disappear into thin air” Maria E Mondejar of TU Denmark's Department of Mechanical Engineering worked on the PilotORC project (coordinated by Ass Prof Fredrik Haglind) that's helped nail some of the challenges – and possibilities. ORCs may hold promise for box ships “since a very slow steaming containership may frequently be running at only 30% of its installed power”, she explains. Accordingly, a vessel's operational profile “has a big impact on which type of waste heat stream you can use”.

High temperature scavenge air initially seems to be a strong contender, “but it isn't that suitable as the heat decreases rapidly with the engine load - and that varies with the business case”, explains Mondejar. As a result, a scavenge-coupled ORC on a containership will tend to suffer more from off-design inefficiencies, although this stream could still be a possibility for tankers, bulkers or other ships with a more uniform operation. Surprisingly, when it comes to the exhaust gases a hypothetical steam WHRS fitted onboard a containership could deliver 2.13GWh across the year, while an ORC was calculated to come in 21% above this, around 2.70GWh per year.

Photo: Alfvan Beem CC1.0

Organic Rankine Cycle (ORC) units could take the warm spot left by more standard, steam turbine waste heat recovery (WHR) systems, writes Stevie Knight

On the other hand jacket water is gaining far more attention than its modest, 80°C to 90°C output would suggest: it generally runs at a far more even temperature with less engine load variation, and – most importantly – there's quantity along with the continuity as there's a higher mass flow.

Following the study, the Wärtsilä 12RTA96C main engine onboard the Arnold Maersk containership was fitted out with a 125kW output prototype Calnetix/MHI ORC, exploiting jacket water between 85°C-95°C with a 264 m3/h flow.

According to Christopher Sellers of Calnetix/Upwing, the returns averaged between 110kW and 115kW during open ocean travel legs on the long US-Europe-Asia hauls: some particulars impacted energy conversion, for example, seawater a few degrees hotter than the expected 27°C. Still, there were a few gains: the Maersk installation showed that the ORC's cold flow could be directed straight to the auxiliary cooling loop as it was more effective than the existing installation, improving overall net power production.

A little holistic thinking could deliver further returns. Many newer fuels don't need quite so much pre-heating so 150°C-plus thermal oil systems “can in many cases be liberated and redirected to run an ORC”, explains John Buckingham of BMT, adding the location may permit a direct heat transfer, avoiding extra pipework and associated losses.

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

8 The Arnold Maersk was studied then fitted with a Calnetix/MHI jacket water ORC

8 Orcan's 100kW Energy Efficiency PACK "is only the size of a shower cabinet": Marcel Flipse

MARCH 2020 | 17

TWO-STROKE ENGINES Having said that, intermediary pipework allows for flexible positioning of the ORC and as Flipse explains “the hot water loop dampens out sudden thermal fluctuations, so we can follow dynamic behaviour and regulate it”. He points out: “We even have mini-ORC systems running in automotive trucks without any problem.”

However, don't expect a single ORC recover everything as these different heat streams usually require both different working fluids and configuration. Common refrigerants may do the trick for lower temperature flows despite facing a growing list of banned substances, while for hotter sources, hydrocarbons are efficient “but they're also flammable” points out Mondejar, with fluorine-based chemistries currently being the main contender. Prospective buyers should therefore check that the favoured working fluid isn't going to be taken off the menu.

OEMS The potential has been noted by the bigger engine manufacturers: Cartalemi admits WinGD “is looking for partners” while MAN Energy Solutions is already cooperating with Orcan to offer an 'add-on' for both onboard and landside power generation.

Recent fuel changes are also broadening potential ORC applications. “Before, you had to think about how much heat you could take out before you created sulphuric acid in the exhaust flow,” says Buckingham. “But ships running VLSFO don't have to worry about that.” At the same time, LNG operation may also raise the temperature of the jacket water, a characteristic being put to good use by Climeon on Viking Line's latest cruise ship.

Anyone who's played around with a garden hose in hot weather will understand the principle: a small amount of the working fluid is chilled to -35°C before being sprayed back into the condensing chamber: the resulting droplets yield a huge thermal reaction surface This may well also apply to more innovative fuels, although the picture is generally less certain. For example, hydrogen and alcohols burn more efficiently, reducing the waste heat at the exhaust but there may still be enough flow from the jacket water. On the other hand, although ammonia has a lower combustion temperature than that of hydrocarbons, a higher waste heat total (from increased fuel throughput) could still make it worthwhile.

TWEAKS As with most technology, efficiency comes at a price and developers need to be careful about which advantages they're chasing. As Mondejar points out, an ORC tuned to a higher expansion ratio - a bigger jump between hot and cold - may achieve a better energy conversion, but it could require a turbine with more stages and higher production costs.

Certainly, an Avid, BMT and Black & Veatch collaboration part of the Vessel Technology Assessment System (VTAS) project - has a fairly ambitious onboard efficiency target of 8%, but it's sticking to a “simple and scalable” mantra, says Steve Wood of Avid Technology.

Still, there are tweaks to the approach. Orcan has

18 | MARCH 2020

8 Efficiency can require "getting a megawatt-plus of thermal energy into the refrigerant": Steve Wood, Avid Technology

collaborated with refrigeration and aircon specialist, Bitzer SE on a fully enclosed screw expander “which exhibits a flatter efficiency line, not a curve, regardless of the load point” he says. It's also maintenance free, he adds, “and won't need opening before it's reached around 120,000 running hours, reducing maintenance to an absolute minimum”.

On the other hand, Enogia's developed its own turbine “which we optimise for the specific running condition of the application”, says Karl Terral. He is in favour of a design in which temperature and therefore pressure variations can be regulated by altering the organic fluid flow rate. Further, an early decision was taken to reject oil as a lubricant, “as it can mix with the working fluid and decrease efficiency after a year or so”. Instead, the lubrication is provided by the working fluid itself.

SMALLER LOW PRESSURE DESIGN Climeon's approach is somewhat different again as it utilises direct condensation, which allows for a smaller, low-pressure design. Anyone who's played around with a garden hose in hot weather will understand the principle: a small amount of the working fluid is chilled to -35°C before being sprayed back into the condensing chamber: the resulting droplets yield a huge thermal reaction surface. Climeon claims that it results in a larger power return, even taking into account the energy hived off for the extra chilling process.

There are innovation crossovers, Calnetix is utilising magnetic bearings: it may increase the initial investment but according to Venky Krishnan, “with one moving part and no physical bearing contact”, the systems gain reliability and “a very small footprint”.

Weaving various flows can yield advantages: Flipse also points out that another approach is to take a fraction of the jacket cooling water to pre-heat the working fluid before the application of a high temperature source: “You can combine all kind of waste heat, whether exhaust gas, thermal oil or jacket water,” he adds.

SPACE – THE FINAL FRONTIER However, ORC's appeal has arguably been dented by space issues, and manufacturers have been keen to address the problem. Therefore, Orcan's 100kW Energy Efficiency PACK “is only the size of a shower cabinet, taking up just 1.45m2 of

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

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INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

TWO-STROKE ENGINES engine room floor”, says Flipse, and a collaborative project between Enogia and Avid has resulted in an 180kW marine unit measuring around 2m-a-side.

It's taken effort: “One the biggest issues was simply getting a megawatt-plus of thermal energy into the refrigerant as that requires large heat exchangers,” explains Wood. For similar reasons the system utilises 'pancake' motors and an in-house inverter design promises to bring down the total installation volume even further.

INSTALLATION While it is plausible, (and in some cases desirable), to split the whole thing up and fit it into the available area, having an all-in-one package is still an attractive proposition, especially if “it can be brought in via ordinary access gangways without making a hole in the hull”, he adds.

Despite the challenges presented by the units themselves, “a big part of the problem is physically getting into the onboard machinery,” says Mondejar. The Arnold Maersk had a convenient space next to the main engine, but access was through a pair of small hatches; in future, Calnetix will likely design a modular, containerised system says Sellers.

However, Mondejar points out “a practical retrofit solution” could be integrating the ORC units to run in parallel with the existing service steam distribution.

Enogia is currently considering coupling it even closer to the boilers: “These generally run at temperatures over 200°C, so installing the ORC nearby reduces heat losses and avoids a lot of piping – but the biggest constraint is available space,” says Terral.

Certainly, it's easier to gain access and combine heat sources on a newbuild. In fact, Climeon is doing just that onboard Viking Glory – a highly integrated Heat Power system will pump up the returns from exhaust heat, jacket cooling water, and even steam turbines to support around 40% of the cruise passenger's power demand.

Photo: Enogia/Avid

INTO MARINE There are other challenges: ORC manufacturers are generally looking to cross the technology over from landside power generation to typically harsher, more constrained and more dynamic vessel installations, explains Wood, adding

8 Enogia's turbines can be optimised for the specific application

20 | MARCH 2020

that a marine-ready design has to appeal to “a very mixed playing field”. He also points out that cargo vessels are by no means the only audience: “Ro-ro and cruise ships tend to be more interested in sustainable energy,” he says. Not only are passengers increasingly aware of the environmental impact of their transport but further, he adds “owners also pay their own fuel bill”.

Usefully, ORCs also offer flexibility around how the returned power is utilised. “About 90% of our customers want to put electrical energy back into their grid,” says Flipse: “But some vessels can't use all that, so we can take it directly to the crankshaft on a PTI, giving it an extra push.”

8 "Shipowners want payback between two and four years": Marcel Flipse

RETURNS Flipse underscores the savings can be significant: a ro-ro equipped with a pair of MAN's 6300kW, 6L51/60DF engines “can, at the given sailing profile, achieve 5% fuel savings on both main engines and 1,700t of CO2 per year with our Efficiency PACK”, he explains. Interestingly, he adds that feeding back power in parallel to the auxiliaries can cut their consumption by 25%.

While Flipse adds there's a good argument for installing ORCs in a stack configuration and running each closer to its design point, “even if waste heat is free, ORC's have tended to cost quite a bit”, says Buckingham, Cartalemi adding this aspect has, so far, weakened uptake.

Still, investment partly depends on scale, says Terral: “Larger systems can be half the price of smaller ones per kW hour.”

Orcan has made an art of cost shaving, “picking up off-theshelf” mass produced parts with proven, marine reliability says Flipse. This is “a deliberate choice”, he underlines: “The big problem for ORCs has been investment price: shipowners want payback between two and four years, fall outside that and you can't sell your technology. So, admittedly our 100kW marine systems may not achieve the highest efficiency theoretically possible, but we've purposely designed for the best OPEX to CAPEX ratio.”

It may prove to be a technology whose time has – finally – come. “Although difficult to predict, cleaner fuels may command a higher price, raising the cost savings of ORC technology,” says Flipse.

“To be honest, interest in these systems has been limited till now, but it's changing,” says Cartalemi: “The cost of fuel is increasing, and a carbon price seems likely,” he says, adding that a strengthened EEDI may also provide owners with more reasons for considering energy recovery devices.

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

TWO-STROKE ENGINES

MAN TO ROLL OUT CYBERSECURITY INITIATIVE FOR ME ENGINES MAN Energy Solutions has developed a new cybersecurity system, EngineVault, that will protect main-engine networks from online and physical cyberattacks The cybersecurity solution will provide a fully hardened engine network to protect engines, machinery, instrumentation and control systems, from cybersecurity threats.

The cybersecurity measures will be fitted to all new ME engines as standard from April 2020, but can also be retrofitted to existing ME engines comparatively easily. The upgrade will help shipowners ensure that their operational technology (OT) meets the cybersecurity requirements that are being introduced by the IMO, SIRE and SOLAS from 1 January 2021.

The Motorship notes that MAN EngineVault will help shipowners meet the incoming cyber security requirements for operational technology (OT), and includes the flexibility to update the network as and when the rules governing remote access to engine management systems (EMS) expand.

The MAN EngineVault system will be compatible with its upcoming remote MAN Security Update service, which will 'push' patches (or updates) to participating ship operators.

Class society cybersecurity experts have identified patching as an area where requirements are likely to tighten in future, following the offshore sector's lead.

Michael Petersen – Vice President, Head of PrimeServ Copenhagen – said: “Data is shaping the future of shipping.

Engine data in particular is essential to help our customers make smarter decisions and better predictions. We realise that the increase in digitisation and network-based systems also increases vulnerability for cyberattacks that can potentially paralyse entire businesses. Therefore, implementing defensive barriers - also for your vessels' main engines – should be an essential element in proactive cybersecurity management.”

Petersen added that MAN EngineVault offered operational benefits: “One of MAN PrimeServ's aims is to contribute to areas where we can provide unique benefits to our customers' business. Ultimately, MAN EngineVault optimises the availability and efficiency of ship installations.”

MULTI-LAYER PROTECTION The MAN EngineVault solution applies a multi-layer framework to provide digital security at both a network level, at the engine management system level, and at a software level to limit engine networks' exposure to cybersecurity risks.

The solution introduces segregation between network segments, and also introduces a firewall (mGuard) that ensures the secure flow of data between systems, and encrypts data transmitted and received from outside the network.

One of the specific features of the solution is the hardening of external ports: flash drives will no longer be compatible with the network unless they are MAN certified. Compromised USBs have been identified as one of the leading sources of cybersecurity risk.

The solution also includes the latest main operating panels (MOP) for the engine management and engine control systems. As the raw data processed by the EMS from the main engine and auxiliaries has become increasingly important for operational management and engine

diagnostics systems, protecting the data has become an increasingly important OT security requirement.

Both the EMS and engine control functions will be protected by a whitelisting function that will only permit MAN-approved software to be installed. It will also introduce an automatic recovery function, permitting the OT to be restored to a previously safe state should the need arise.

OPERATIONAL EXPERIENCE Following in-house tests and a successful trial aboard the Adriatic Gas, a semi-refrigerated carrier owned by UltraShip, the international marine group, MAN EngineVault is being introduced as standard for new ME engines from April 2020.

Kaj Pilemand, Chief Technical Officer at UltraShip, said: “Being a trusted partner to our customers is key to our operations. Consequently, cybersecurity is high on our agenda to ensure that staff, vessel and cargo are shielded against online and physical cyberattacks, so we can continue to fulfil the responsibilities towards our stakeholders.”

8 MAN EngineVault is available with a MAN Security Update Service, ensuring MAN can update this network when new or additional cybersecurity requirements enter force

RETROFIT SOLUTION Meanwhile, MAN Energy Solutions' PrimeServ arm is offering an upgrade solution to owners of vessels with existing ME engines. Existing customers will need to meet the same standards of digital security as owners of new vessels after 1 January 2021. Over 6,500 ME engines are currently in service.

EngineVault's sales head from MAN PrimeServ, Jacob Buur Traerup, was quick to reassure owners with MC engines that they were not exposed to a greater degree of risk. “As the engine management systems for MC engines are not digital, they face a lower order of cybersecurity risk,” Jacob Traerup said. One of the consequences of the day-long upgrade procedure is that older EMS-MOP systems will be updated to the latest version. “As a side benefit of the upgrade, these upgraded engine management systems will become compatible with some of our digital-led services, which offer improved fuel efficiency, as well as PrimeServ Assist,” Jacob Traerup concluded.

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

MARCH 2020 | 21

CONDITION-BASED MONITORING

DANISH R&D PROJECT TARGETS MAIN ENGINE EFFICIENCY GAINS

Picture courtesy of J. Lauritzen

MAN Energy Solutions is participating in a three-year collaborative project to improve the accuracy of predictive maintenance for marine two-stroke engines

The project, which involves the development of a physical and data driven engine model, is part of a collaboration with Danish technology incubator Shipping Lab and includes the University of Southern Denmark, technology developer Logimatic and ship operators TORM, J. Lauritzen and Maersk Tankers among its members.

The project plans to develop and validate alternative models (reference vs. statistical vs. machine learning vs thermodynamic models etc.) of MAN ES's main engines alongside auxiliary engines to permit a more accurate set of models of the engine's operational performance.

It builds on a previous EU funded collaborative project (ECOPRODIGI.EU) between Aalborg University / University of Southern Denmark and J. Lauritzen, which resulted in the development of two set of models of the operation of MAN auxiliary engines. The first project was focused on optimising the operation of auxiliary engines aboard J. Lauritzen's gas carrier fleet, examining among others, high frequency logged data on exhaust temperatures from cylinders to identify deviations from standard operating conditions.

The project delivered a number of physical, mathematical and statistical models called the 'Vessel Performance Analysis engine' (VPAe) which converted input data into a robust overview of the energy efficiency of the ships. The data was normalised for factors such as wind, weather and the operational profile (for example, cargo, draft and trim) of the vessels. The VPAe also provided recommendations on how to optimise fuel consumption, which resulted in fuel savings of 4-7% over the course of the project. The model entered service on selected gas carriers in Q3 2019.

The new project is seeking to extend the model from auxiliary engines to include the main engines, capturing sensor data from its newest engine control system. The scope of the project has also been widened to do modelling based on performance benchmarking, a larger set of sensor, maintenance and inspection data to detect high wear and predict failures. While the first data project relied on some lower frequency data supplied during the noon report, for instance, the new project is processing high-frequency, twominute interval logging from 800 sensors on engine

22 | MARCH 2020

8 The project builds on an earlier EU-funded project focused on optimising the operation of auxiliary engines aboard J. Lauritzen's gas carrier fleet, such as the 9,108cbm ethylene carrier Stella Kosan (pictured)

equipment as well as bridge system data. Data sources include power meters, flowmeters and torsion meters, as well as parameters such as position (GPS), speed, wind direction, and under keel clearance.

The collection of the base data for the engine models began in 2018 from the engines of four tankers and will include both newer and vessels of older age. By using high frequency sensor data, the project will examine the performance of a number of engine components, including piston rings, cylinder liners, exhaust valves, fuel valves and nozzles.

The data is being combined with other data sources, such as engine performance tests, fuel and lube oil data, as well as geographical data to derive a holistic perspective on the operational factors affecting the engine.

“We are collating operational, inspection and maintenance data from ship owner records, and we will then look to apply machine learning to the sensor data,” Niels Rytter of the University of Southern Denmark told The Motorship.

The project is applying the data to one or more categories of models with the aim of allowing diagnostics of increased risks of anomalies or other failures before they occur.

The project is intended to develop a fault detection and prediction function, that will help to prevent engine failures via predictive maintenance, improving availability and lowering maintenance costs for ship owners and operators.

The project also includes a work stream dedicated to the development of a commercial case, developing an improved “engine availability as a service” value proposition. This includes the evaluation of potential gain sharing contracts between equipment suppliers, vessel operators and owners.

Three potential areas of focus include the reduction of a vessel's annual maintenance and repair costs by 10%, the reduction of downtime, and fuel consumption reductions of 1-3% through efficiency improvements.

The research project forms part of ShippingLab's Digital Ship Operations work project, which also includes the development of vessel performance and ship manoeuvring digital models. The project is being partially funded by the Lauritzen Foundation and Orient's Fund, as well as the Danish Maritime Fund and Innovation Fund Denmark.

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

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MS100 LANDMARK VESSEL

MOSS-TYPE SYSTEM FOR CAMERON LNG TRADE

Credit: MOL

Advanced, flexible powering arrangements coupled with cargo containment technology refinements characterise new entrants to the Japanese-controlled LNG carrier fleet, writes David Tinsley

A predilection of many in the Japanese shipping community for Moss containment technology has again been demonstrated by the completion of a new, dual fuel electricpowered LNG carrier deployed by Mitsui OSK Lines (MOL).

Handed over in December at the Sakaide yard of Kawasaki Heavy Industries on the Inland Sea coastline of Shikoku, the 156,000m3-capacity Marvel Pelican is the second of a pair of newbuilds ordered by an MOL subsidiary for charter to trading house Mitsui & Co. Over the long-term, the vessels will primarily transport shale gas-derived LNG procured from the Cameron project in Louisiana to the world market, while also undertaking liftings from other sources.

First-of-class Marvel Eagle has been in service since October 2018, and management of both ships has been entrusted to MOL. While retaining key hull parameters to enable docking at major LNG terminals worldwide, notably an absolute length of marginally less than 300m, each vessel incorporates an optimised structural design approach on the part of KHI to achieve savings in overall ship lightweight. The easing of dimensional constraints realised by the opening of the new locks on the Panama Canal are reflected in the carrier's beam of nearly 49m, the maximum for transit.

The four independent, spherical cargo tanks apply the licensed Moss design, used at sea in various iterations since the beginning of the 1970s, and accredited with a first-rate safety and reliability record and operational advantages that include partial loading at any tank filling level.

The Kawasaki Panel System has been adopted for thermal

24 | MARCH 2020

8 Handover of Marvel Pelican at the Sakaide yard of Kawasaki Heavy Industries

insulation of the LNG tanks, and is claimed to result in a cargo boil-off rate (BOR) of approximately 0.08% per day, among the lowest attained by the industry.

The dual fuel electric system confers fuel efficiency and flexibility over the ship's operating profile, and the twin-drive arrangement, employing two electric propulsion motors and two propellers, offers high propulsion performance across a wide range of speeds.

GE Power Conversion's scope of supply included the complete electric propulsion train, the high voltage(HV) switchboard and the alternators. The ship is equipped with five gensets of an aggregate, apparent power of some 36,500kVA, incorporating four-stroke, medium-speed prime movers that can burn LNG, heavy fuel oil (HFO) or diesel.

Each of the two induction motors has a maximum output of approximately 12,000kW, at a running speed of 511.5rpm, with interposing reduction gearboxes acting on the 820mmdiameter propeller shafts. The robustly simple, inductionbased, AC propulsion motor system and high output power pulse width modulation (PWM) technology have been conceived to improve reliability and lower maintenance costs.

GE Power and Moss containment was also nominated for the 177,600m3 Marvel Heron, completed to the order of the MOL Group by Mitsubishi Shipbuilding, and chartered to Mitsui & Co in support of shipments from the Cameron project and other trades. Construction was executed by the Koyagi division of Mitsubishi Heavy Industries (MHI) at Nagasaki.

While partially adopting electric propulsion, the powering arrangements differ markedly from those of the KHI-built

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MARCH 2020

Vol. 101 Issue 1179

IN THE NEXT TWO ISSUES

OEM perspectives Dorthe Jacobsen interview Post-IMO 2020 Total Lubmarine MAN’s GHG reductions view

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MS100 LANDMARK VESSEL

Marvel Pelican type, as the chosen system is truly hybrid. It combines MHI's proprietary UST re-heat marine steam turbine and LNG dual-fuel generator engines, designated the STaGE (steam turbine and gas engine) system, and an electric propulsion motor.

One of the two shaftlines and propellers is driven by the turbine and dual-fuel, medium-speed engine gensets, and one by the GE electric motor. Both the MR21-II steam turbine and the electric propulsion motor have a maximum power output of 13,000kW, delivered through reduction gearing.

Waste heat from the engines is recovered to heat the boiler feedwater, generating steam to drive the UST, realising a substantial advance in plant efficiency. Those gains are pronounced in relation to earlier steam turbines, which had long been the propulsion system of choice for LNG carriers, and the benefits are seen across the vessel speed profile.

Marvel Heron embodies a refinement on the Moss spherical design, whereby the four cargo tanks have an apple-like shape, with a larger upper section protruding above deck. The structural configuration results in an increased carrying capacity within the 49m beam parameter governed by access through the expanded Panama Canal.

The order for the ship was secured through MI LNG Company, a joint enterprise of MHI and Imabari Shipbuilding focused on LNGC design and marketing.

PRINCIPAL PARTICULARS - Marvel Heron Shipbuilder Mitsubishi Shipbuilding (MHI) Length overall 297.5m Length bp 293.0m Breadth, moulded 48.9m Depth, moulded 27.5m Draught, scantling 12.9m Draught, design 11.4m Deadweight 97,654t Gross tonnage 139,050gt Cargo capacity 177,627m3 Propulsion system Hybrid steam turbine/ dual-fuel/electric Steam turbine power 13,000kW Electric propulsion motor 13,000kW Speed 19.5kts Class ABS Flag Panama

26 | MARCH 2020

8 Commercial operations at Train 2 of Cameron LNG liquefactionexport terminal in Hackberry, Louisiana, began on 2 March 2020

Charterer Mitsui & Co is a partner in the Cameron scheme, along with US-based Sempra Energy, Total of France, and Japan LNG Investment, a joint venture of Mitsubishi Corporation and the NYK Group. The export terminal is located on the Calcasieu Channel in Hackberry, Louisiana. The project encompasses three liquefaction trains which, on full completion, will have an estimated output of 12 million tonnes of LNG per annum, or about 1.7 million cubic feet per day.

8 Diamond Gas Rose is a Sayaringo STaGE-type LNG carrier, combining a Mitsubishi ultra steam turbine, LNG dual-fuel engine and electric motor

PRINCIPAL PARTICULARS - Marvel Pelican Shipbuilder Kawasaki Heavy Industries Length overall 299.9m Length bp 286.0m Breadth, moulded 48.9m Depth, moulded 27.0m Draught, summer 11.8m 83,636t Deadweight Gross tonnage 128,917t Cargo capacity 156,192m3 Propulsion system Dual fuel electric Electric propulsion motors 2 x 11,980kW Number of generators 5 Total generator capacity 36,518kW Speed Approx. 19.5kts Class ClassNK Flag Panama

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MS100 FOCUS: TOTAL

FORMULATING ANSWERS TO THE INDUSTRY'S LUBRICATION NEEDS Serge Dal Farra, Global Marketing Director at energy major Total Lubmarine, assesses the post-IMO 2020 regulation and provides insight to a radically changing market

8 The widening marine fuel mix is adding complexity to ship operators' lubrication choices, Dal Farra noted

Across the Total Group we are committed to providing sustainable alternatives and we strongly believe that the new IMO regulations will be the driver for further technological evolution - not just in 2020 but in the years ahead.

What do you consider the most important technological innovation during your professional career?

As a former dually graduated deck and engine merchant marine officer, I think satellite navigation and then ECDIS made a big change while automatization in the engine room was applied in a step by step approach. As a Lubmarine employee, I pride myself to have been part of the TALUSIA UNIVERSAL single oil story, a cylinder oil that demonstrates a unique and wide scope of use, including various fuel types, engine types, and operation profiles.

Q A

Turning to two-stroke cylinder lubricants, how do you think the emergence of premium lubricants, such as Talusia Universal you've just mentioned, have transformed the lubrication world?

We saw the need to develop a set of marine lubricants designed to work with a range of low and very low sulfur fuels, and we aligned our product test through engine manufacturer MAN Energy Solutions. This resulted in us successfully achieving a No Objection Letter (NOL) for the use of Talusia Universal (BN 57, SAE 50) on MAN B&W 2-stroke engines operating on fuels with less than 0.5%S Very Low Sulfur Fuel Oil (VLSFO).

Q A

28 | MARCH 2020

We also completed a successful 1,400-hour trial of Talusia Universal on a dual-fuel MAN B&W 7G50ME-GIE engine running continuously on gas with pilot fuel oil. Thanks to its high levels of detergency, the tests revealed that Talusia Universal is able to achieve cleanliness even on the latest generation engines. It is a product that has been used in more than 100 million running hours including vessels burning low sulfur fuels and distillates.

Engine cleanliness is by no means a superficial concern. It is intrinsically linked to the 'health' of the engine and how it performs, and as our studies prove, it can be a costly exercise if it goes wrong. Fouling and deposits can impact engine efficiency and risk malfunction which often leads to more serious problems down the line. Even the latest generation of engines can be prone to corrosive wear, and when you factor that in with changing fuel trade and fuel availability, we believe the case strengthens for Talusia Universal. It offers ship owners and operators a solution that delivers a higher cylinder detergency to gain better engine performance and with greater safety margins on those more demanding engines which may be sensitive to deposit build up and cold corrosion. It is perfectly suitable for 2020 compliant fuels.

Turning to the current market, how do you think the different range of fuels that will be available to ship owners will affect their lubrication requirements?

90% of global trade is carried out by seas, so the type and choice of fuel to power this trade is critical. But in

Q

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MS100 FOCUS: TOTAL We believe that low ash chemistry can be the basis for the next generation of engine oils, particularly for dual-fuel engines or those diesel engines fitted with selective catalytic reduction systems. Total Lubmarine is also developing new lube oils designed to help reduce CO2 emissions our view improving clean fuel supply sustainably is only one half of the equation; the other half is balancing demandbased behaviour.

Any fuel that contains some asphaltenes means our lube formulations must be able to deal with this contaminant to keep engine components clean. Unstable fuel may lead to combustion difficulties, the residues of which will need to be handled and tolerated by the lube oil.

But when it comes to today's fuel choice, there is no single right solution. The challenge we have is that the widening marine fuel mix is adding complexity to ship operators' lubrication choices. While we have the flexibility in our solutions to help operators navigate these challenges, we would always recommend that any ship operator works closely with a trusted bunker supplier. Total is an integrated group which provides expertise and assets in refining, trading, LNG, bunkers and of course lubricants, so whether you are looking at LNG, low sulfur fuels, marine gas oil and scrubbers - which are all routes to compliance - Total Lubmarine has a complete portfolio of compatible, OEM approved lubricants in the right locations to suit all needs.

We've also taken the opportunity this year to push ahead with an improved Drain Oil Analysis programme that provides operators and OEMs with insight on how their oil is handling other contaminants adequately. We've found this works really well for our customers and with regular monitoring of the engine oil, our experts are able to provide reliable and accurate data results to help to extend the service life of oil.

We've taken this approach because we believe it is important to help our customers interpret and implement all OEM engine requirements, and which aids ship operators to develop crew skills as well as engine performance knowledge.

Some have said that the introduction of zero and low sulphur fuels will lead to changes in engine oil chemistry.

Do you think we are entering a world of low-ash oils?

Looking ahead, this year and next, the transition to cleaner oils highlights many of the challenges in efficiently managing the fuels and lubricants necessary to ensure safe and cost effective operation of vessels. It is clear that we will continue to face changes with initiatives that deep dive further in to energy efficiency, emissions and greenhouse gas targets. But we also see possibilities for wider benefits such as LNG as a marine fuel. We believe LNG can support the shipping industry's transition to a cleaner more sustainable option. In our view, the market, currently less than one million tonnes per year, will reach 10 million tonnes in 2025 and exceed 20 million tonnes in 2030. It is a market which is attractive at this early stage of transitioning to cleaner fuel alternatives. Unlike HSFO and scrubbers, it's not short-term. It may not be the silver bullet on complete decarbonization but it can make a big contribution now and in the medium term.

Q A

30 | MARCH 2020

As knowledge and experience of new fuels evolves, we will continue to develop new formulations of cylinder lubricants appropriate to the fuel and its application. For example, the amount of alkalinity needed could be set differently, where we would consider not only the sulfur content of the fuel used but also the engine characteristics, emission control and energy saving systems, and the operating conditions.

Lubricant choice therefore goes hand-in-hand with fuel choice, and low and zero sulphur fuels bring with them their own lubrication challenges. We believe that low ash chemistry can be the basis for the next generation of engine oils, particularly for dual-fuel engines or those diesel engines fitted with selective catalytic reduction systems. Total Lubmarine is also developing new lube oils designed to help reduce CO2 emissions.

Total Lubmarine has placed product research and development at the heart of its strategy for some time.

Can you share any insight into what is next for you?

While the fundamentals from pre-January 2020 have changed rapidly, ahead is the start of a new industry norm and a new cycle, with undoubted change again further down the line. As a result, we want to be ahead of that curve.

We are continuing to develop high-quality lubricants, supported by investment in technical support, advanced lubrication management into a strategy that addresses customers' most pressing operational concerns whatever their situation. We understand fully that new fuel and new engine technologies need new types of lubricants. With engine technology continually evolving, the need to remain agile and continue to understand and find efficient and costeffective solutions to the challenges ship owners face in the post 2020 is more important than ever before. We are excited about the future and as the responsible energy major, are determined to continue to drive forward ambitious change in the way we operate to embrace new opportunities and provide quality solutions to give customers, and their supply chains, confidence that they are addressing tomorrow's economic, legislative and corporate responsibilities, effectively, efficiently and responsibly.

8 Total Lubmarine recently completed a successful 1,400-hour trial of Talusia Universal on a dual-fuel MAN B&W 7G50ME-GIE engine (similar to the engine pictured) running continuously on gas with pilot fuel oil

Q A

8 Serge Dal Farra, Global Marketing Director at Total Lubmarine, identified the introduction of satellite navigation and progressive automatization in the engine room as transformational changes during his career

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FUEL CELLS IN DEEP-SEA SHIPPING: CHALLENGING PATH AHEAD As global shipping enters its first-ever multi-fuel era, classification societies, OEMs and research institutes are focusing on a range of transformational power technologies “As regulations to reduce greenhouse gas emissions take effect step by step, the introduction of fuel cells to vessels is inevitable,” declared Kyunghee Kim, vice president of Samsung Heavy Industries' (SHI) Outfitting Team. He was speaking at the announcement last September that the South Korean shipbuilder is to work with New Yorklisted Bloom Energy to develop an Aframax tanker design powered by fuel cells running on natural gas. SHI and Bloom Energy have already received Approval in Principle from DNV GL to go ahead with the design.

California-based Bloom Energy, new to shipping, produces stationary fuel cells for land-based applications and numbers 25 'Fortune 100' companies amongst its customers. Commenting on the tie-up with SHI, the company's Founder and CEO, Dr K.R. Sridhar said that Bloom Energy had already helped companies around the world to reduce their carbon emissions.

This tanker project has generated plenty of interest, not least because it involves one of the world's largest shipbuilders. And it is likely over time that various types of fuel cells offering different benefits could well prove to be a major step forward on shipping's decarbonisation path.

But for those engaged in fuel cell research and development, and others who are overseeing the generation of appropriate rules and safety standards, it is one small step at a time. There are many challenges ahead - in fuel cell science, marine engineering, safety, infrastructure and regulation.

INTERIM GUIDELINES ON THE WAY Nevertheless, there are many projects under way in the first three of these areas and the IMO is now engaged in drafting Interim Guidelines for the Safety of Shipping using Fuel Cell Power Installations. When these are finalised, it should mean an uptick in interest from progressive owners with an eye on 2050.

But, rather like the adoption of LNG as a marine fuel, even when the rules are in place and many of the technical issues have been sorted out, the adoption of fuel cell technology on commercial ships will be driven by fuel availability and infrastructure considerations.

This will depend, in part, on choice of fuel cell technology.

Two types are considered potentially most suitable for marine applications. According to Ed Fort, Head of Enginee-

Fuel cells are capable of providing a zero-emission source of energy for deep-sea ships. However, until such marine fuel cell installations are optimised, power density – and therefore real estate required on board – will be a challenge compared to internal combustion engines

32 | MARCH 2020

ring Systems at Lloyd's Register (LR), low temperature proton exchange membrane fuel cells provide high power density comparable with internal combustion engines; they have a small footprint; and they benefit from significantly greater R&D funding. These fuel cells are the technology of choice in the car, rail and aviation sectors.

Solid oxide fuel cells, meanwhile, operate at high temperatures, creating opportunities for waste heat recovery.

They also offer the potential for more durable generators, greater fuel flexibility and very high combined cycle efficiencies, Fort said. LR believes that the adoption of fuel cells will increase, initially for distributed power, then for integration with larger systems to meet continuous power demands, and ultimately for propulsion.

8 The 15-year FellowShip project exploring the use of batteries, hybrids and fuel cell technologies on board the offshore supply vessel, Viking Lady (pictured), closed in 2018

CHALLENGES: POWER DENSITY AND SPACE However, he explained why this will be a far from simple process. “Fuel cells are capable of providing a zero-emission source of energy for deep-sea ships. However, until such marine fuel cell installations are optimised, power density – and therefore real estate required on board – will be a challenge compared to internal combustion engines.

“The greatest challenge is the fuel on which the fuel cells are to operate, both in terms of storage density and worldwide availability,” he said, adding that this will present issues relating to cargo capacity, passenger numbers, ship operating profiles and bunker capacity.

This is a key driver for maintaining a keen interest on international combustion engine technology development, he said. “Fuel-cell powered deep-sea ships might be desirable in the longer term, but decarbonisation needs to recognise the large existing fleet of deep-sea ships, many of which will need to switch to sustainable fuels during their lifetime in order to achieve industry aspirations,” he observed.

DNV GL's Lars Langfeldt, Senior Project Engineer at DNV GL, thinks that finalisation of the IMO's Interim Guidelines will establish an important baseline for owners and operators.

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MARCH 2020 | 33

DESIGN FOR PERFORMANCE The rules should provide a catalyst for more companies to test the technology and he believes the first fuel cells could be available for market as soon as 2022, followed by pilot installations around 2025. However, he does not see fuel cells being widely adopted in shipping before the mid-2030s.

REGULATORY FRAMEWORK REQUIRED Langfeldt points out that although the IGF Code has been drafted to include other low flashpoint fuels in future, it only contains detailed requirements on the use of LNG so far.

Other low flashpoint fuels including hydrogen, however, can be approved based on the 'alternative design' process but a full regulatory framework for these fuels does not exist yet.

Both classification society experts identified a number of plus points for fuel cells, besides emissions performance.

These include high efficiency resulting in lower fuel costs and, like batteries, scalability. They also shared the view that fuel cells are likely to be one of several power generators, including batteries, that are likely to supply auxiliary and ultimately propulsion requirements.

Low noise and vibration are also plus points, enhancing their suitability for applications in the cruise sector, Langfeldt said. In these applications, existing projects envisage their use as sources of power for the substantial hotel energy requirements of cruise vessels.

FUEL CELLS A KEY FOCUS FOR ABB MARINE & PORTS “At the moment, our main focus is on low temperature proton exchange membrane fuel cells as we believe them to be the most available in scale on a commercial basis and that they fit well for marine applications,” explained Jostein Bogen, Global Product Manager Power & Propulsion Control at ABB Marine & Ports. “However, as a systems integrator, we are not limiting ourselves to the PEM fuel cell for the future.”

The maritime division has had a close tie-up with Norway's SINTEF, one of Europe's leading independent research organisations, since 2015, initially to test hybrid arrangements of diesel engines and batteries. Last year, Bogen said, fuel cells were added to the mix. With two new fuel cells in the expanded lab, it is possible to test various power plant configurations, including load sharing with two fuel cells running in parallel.

8 Lars Langfeldt, Senior Project Engineer at DNV GL, does not see fuel cells being widely adopted in shipping before the middle of the next decade

34 | MARCH 2020

8 Ed Fort, Head of Engineering Systems at Lloyd's Register, anticipates adoption of fuel cells will increase, initially for distributed power, and subsequently for integration with larger systems

Last year, the company announced a deal in which it will provide a fuel cell power and propulsion system for a push boat, due for delivery in 2021, which will operate emissionfree on the Rhône River in France. The company is also working with Canada's Ballard Power Systems to provide a pilot fuel cell system for Royal Caribbean International.

Although a number of the company's projects with SINTEF are confidential, Bogen mentioned research there to test the application of fuel cell technology for main propulsion based on tests at model scale. He also highlighted a project to assess how fuel cells and batteries can be combined for shortdistance ferry operations and possibly integrated with other engine room systems by Norwegian shipyard, Fiskerstrand.

WÄRTSILÄ TAKES A BROAD APPROACH Following the 2018 closure of the 15-year FellowShip project exploring the use of batteries, hybrids and fuel cell technologies with pilot installations on board the offshore supply vessel, Viking Lady, Wärtsilä is working again with Norway's Eidesvik Offshore, state oil company Equinor and classification society DNV GL to test fuel cells on board Eidesvik's supply vessel, Viking Energy.

This time, the LNG-powered vessel is to be modified to enable it to cover large distances fuelled by carbon-free ammonia fuel cells. Equinor, which now requires hybrid power arrangements and power from shore for all supply vessels fixed on long-term contracts, has signed a five-year contract during which the Viking Energy will use existing hybrid power systems, with fuel cells installed and tested from 2024.

Ingve Sorfonn, Technical Director of Wärtsilä's electrical and automation business, explained that the results of the 2010 fuel cell installation on board the Viking Lady had been good, but the market was not ready at that time. Now the company is undertaking projects to test various types of fuel cells, both low- and high-temperatures types and including cells powered by LNG with carbon capture. “Our objective is to test for maximum fuel flexibility,” he said.

Sebastiaan Bleuanus, Wärtsilä's General Manager, Research Coordination & Funding, enlarged on Sorfonn's comments. “Fuel cell development is still at a relatively early stage,” he said. “We are also looking at all fuels that could be used in an internal combustion engine. We are pursuing incremental developments but also radical developments.

Until we figure out which technologies to choose, we're going to run things in parallel.”

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LNG & ALTERNATIVE FUELS

WIND-ASSISTED PROPULSION TECH ENTERS MAINSTREAM Engine designers and other OEMs are following the rapid development of wind-assisted technologies, while naval architects are looking at optimising ship designs

OPTIMISING VESSEL DESIGNS As the number of trials reporting results increases, attention is shifting from wind technology in general to the merits of individual wind-propulsion technologies.

While naval architects are examining how to optimise ship designs to maximise the benefits of wind propulsion technology, attention is also being paid to retrofitting existing deep-sea vessels with wind-assisted technology.

However, different wind power solutions will perform differently on different routes, with varying impacts on leeway angles, rudder angles, propeller thrust levels and heel angles.

Meanwhile, the integration of real-time wind data into voyage optimisation software is complicated by differences between technologies: Airseas' kite sail system requires data about prevailing winds at the system's operational altitude of 150 metres, for instance. Finland-based NAPA began collaborating with C-Job Naval Architects to incorporate wind-assisted propulsion into voyage optimisation software in December 2019.

This is without taking into account second-order effects on cargoes: Simon Rogers of UK-based Wind Ship Technology claimed their 55-metre high hard sail rigs can also reduce roll, with a consequential dampening effect on liquefaction aboard bulkers.

Design considerations should also take into account a vessel's aerodynamic as well as its hydrodynamic properties.

Kuukoski identified the turbulence generated behind funnels as a factor in locating rigs, while the effect of islands on container vessels also complicate installations. More practical considerations also apply: the layout of decktop machinery may need to be optimised to take into account wind-propulsion rigs.

Given shipyards' reluctance to modify designs for a nascent technology, several suppliers are examining containerised systems suitable for which could be simply lifted off at the end of a voyage. One recent example of such a system is Netherlandsbased eConowind, which is offering a containerised version of its fixed wing technology to generate energy.

FROM PUSH TO SHOVE Meanwhile, engine designers and other OEMs are monitoring the progress of wind-assisted propulsion with interest.

36 | MARCH 2020

Picture: Becker Marine

The release of a number of high-profile trial results has led to an increase in interest in wind-assisted propulsion technology. “Something has changed in the last six months,” Jukka Kuukoski, chief sales officer of Flettner Rotor supplier Norsepower, said.

This interest extends beyond a rise in commercial enquiries. Gavin Allwright, chairman of the International Windship Association, pointed to a recent increase in the membership of the association, which now includes over 100 members, including classification societies Bureau Veritas and ClassNK, as well as most recently propulsion specialist Becker Marine as evidence of a fundamental shift.

Wärtsilä has signed an agreement with Norsepower to maintain its commercial installations, for instance.

While the generation of variable amounts of thrust from wind technologies is likely to add an additional layer of complexity to existing vessels' engine management systems, the amounts of thrust generated are currently comparatively small. Looking forward, it may be of a technical challenge to design systems to respond to significantly higher levels of variable thrust generated by passive systems.

For systems that generate electrical power as well as thrust, the energy can be fed into energy management systems. At present, incorporating electrical energy into a vessel's grid allows auxiliary engine output to be optimised, with fuel efficiency benefits.

8 Becker Marine is searching for a prototype application project for its WingSail design. Inset: Norsepower's Flettner Rotors generated fuel savings of 8.2% aboard the 109,647dwt LR2 product tanker Maersk Pelican

TARGET SEGMENTS The pressures of meeting exacting EEDI targets for Ro-Pax and Ro-Ro vessels means that wind propulsion solutions may find favour in that segment. Consumer pressure for emissions reduction measures is present, but as importantly the 'split incentives' of dividing the benefits of retrofits between ship owners and charterers do not apply.

Luc Reinhard noted that deep-sea vessels, such as tankers or bulkers, are one of the main target segments for his company.

Such vessels account for the majority of GHG emissions.

“We have demonstrated we can achieve fuel efficiencies of 30% with our solution, but greater savings could be achieved on windier higher latitude routes, such as the fronthaul iron ore route between Brazil and China, or northerly transpacific routes,” Rogers said.

“We are likely to see the emergence of a variety of funding models to get around this problem,” Gavin Allwright, chairman of the International Windship Association noted. Simon Rogers agreed, noting that a leasing model might be appropriate in the dry bulk sector for retrofitting higher capex products.

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DESIGN FOR PERFORMANCE

HIGH PERFORMING HULL COATINGS PAY BACK HANDSOMELY Davide Ippolito, Head of Marine Group Product Management at Hempel discusses the environmental and efficiency advantages of the Hempaguard MaX system A clean, fouling free hull ensures a ship moves through the water with minimal resistance. This optimises the fuel used to maintain a given speed and contains associated air emissions. With bunker costs and environmental considerations as an important priority for ship operators, the drivers for continually developing more powerful and effective fouling-defence coatings are obvious.

Hempel has been fighting fouling for more than 100 years and its products - include both antifouling and fouling release solutions. However, in 2013, the company launched a revolutionary new fouling-defence product that effectively changed the hull protection coatings game. Traditional antifoulings incorporate biocides that render unviable the marine organisms that attach themselves to the hull of a ship.

These biocides are brought to the surface of the coating by the movement of the vessel through the water (known as polishing).

Fouling release coatings use no biocide but, instead, rely on creating a super smooth surface which marine organisms find impossible to latch on to. Hempel's fouling defence product Hempaguard Incorporates Hempel's patented Actiguard technology, Hempaguard delivers an extremely smooth silicone surface and a hydrogel microlayer. The hydrogel layer creates an even smoother hull surface and ensures the active ingredients are maintained at the surface of the paint where they are most effective and this means that the coating only requires 5 per cent of the biocides usually found in a traditional anti-fouling paints.

Since its launch, Hempaguard has been used to fully coat more than 1500 vessels. Taken together, the owners of these ships have saved more than USD 500 million on their collective bunker bill. Extrapolating this to the global fleet would, in theory, save more than USD 12 billion in fuel costs every year plus an estimated 95 million tonnes in CO2 emissions.

In 2019, an enhanced Hempaguard product was launched - Hempaguard MaX. This is a three-coat solution that results in an increased hull smoothness achieved from the unique synergy of the three layers. The base coat is an anti-corrosive primer (Hempaprime Immerse 900) which protects the steel; the intermediary tie-coat is Nexus II; and Hempaguard X8 is applied as the fouling defence topcoat. The tie-coating links the primer and top layer, helping to reduce the number of coats. Many hull coatings require five coats but Hempaguard Max is a three-coat solution. This means owners save money on the product itself, on dry dock and application costs, and it minimises the time the vessel is off hire.

Using these three coats in combination generates maximum fuel efficiency with extreme hull smoothness.

While the Hempaguard X7 had an average hull roughness (AHR) of around 100mic, the new MaX product achieves an AHR of below 80mic. Hempel offers a maximum guaranteed 1.2 per cent speed loss* over a five-year period ,up to eight per cent out of dock fuel savings have been reported compared to a traditional antifoulings while will continue to repel fouling for up to 120 days whilst a vessel lies idle. In addition, Hempaguard MaX retains full effectiveness in all

8 Hempaguard Max is a three-coat solution, and offers docking savings compared with five-coat alternatives

ocean conditions and temperatures which gives it sufficient flexibility for use on all vessels irrespective of their trading patterns and geographies.

Investment in hull coatings can be considerable and there is a natural temptation to opt for less expensive alternatives.

But cheaper products can ultimately prove to be more expensive. Hempel's own data demonstrates that a high performing and innovative hull coating can return the initial investment in just three months. This is based on a VLCC operating at 70 per cent activity and burning low sulphur fuel over a five-year period. The fuel savings delivered by Hempaguard MaX equate to around USD 1.8 million compared with market average and this translates into a three-month ROI. And once the payback has been achieved, all further savings go straight to the bottom line for the remainder of the five-year coating interval.

With fuel savings to be made at sea and costs to be contained in dock, vessel owners might want to consider making a slightly higher initial investment in their hull coating and then reap the rewards for a long time to come. *Speed Loss: If a vessel's main engine is set at a specific power output, it will propel the ship at a constant speed through the water. Accumulation of fouling will happen over time, increasing drag and decreasing the vessel's speed, in spite of a constant power output of power by the main engine. This reduction in speed is termed “speed loss�.

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MARCH 2020 | 37

SHIP DESCRIPTIONS

AIR LUBRICATION ENDORSED

BY LNGC SECTOR The first reference was achieved by the application of a South Korean-developed system to the 173,600m3-capacity Maran Gas Andros, writes David Tinsley.

Delivered by Daewoo Shipbuilding & Marine Engineering (DSME) into the expanding fleet controlled by Greek company Maran Gas Maritime, the vessel employs dual-fuel, two-stroke machinery and incorporates membrane-type cargo containment.

The air lubrication system (ALS), devised by DSME, injects air under the ship to create a continuous layer between the hull and seawater, improving fuel efficiency by reducing frictional resistance on the voyage. An integrated control system monitors and adjusts the ALS in real-time so as to optimise its efficiency.

Under-hull air lubrication has found favour with an increasingly wide range of vessels, including containerships, bulkers, LPG carriers, tankers, cruise vessels and ferries, and Maran Gas Andros takes the technology into a new market. The Greek-flag LNG tanker is expected to cut its fuel consumption by around 5% compared to similar vessels, on similar trading profiles, that do not use the energysaving method.

PERFORMANCE RESULTS It is understood that early performance results with the ALS have been such that the Greek operator is considering the system for its subsequent 12 LNG carrier newbuilds ordered from DSME. The programme of vessels of 173,400-174,000m3 for the company, part of the Angelicoussis Shipping Group, extends into 2022.

The tanker and gas carrier operator has signed a framework agreement with UK-based Silverstream Technologies to retrofit the latter's solution to an unspecified number of LNGCs in the Shell fleet Further indication that the concept is gaining momentum and credibility among the LNGC community as a means of conserving fuel and reducing emissions has recently been expressed by an initiative taken by Shell International Trading & Shipping Company. The tanker and gas carrier operator has signed a framework agreement with UK-based Silverstream Technologies to retrofit the latter's solution to an unspecified number of LNGCs in the Shell fleet.

Hyundai Heavy Industries is also preparing to launch the first reference of its own Hi-ALS system. The Korean shipbuilder is installing its ALS system aboard seven 174,000m3 capacity LNG carriers that is constructing for Capital Gas Corp. The seven LNG newbuilds are scheduled for delivery in 2020 and 2021.

The 295-metre Maran Gas Andros is powered by two LNG

38 | MARCH 2020

Credit: DSME

A South Korean air lubrication system fitted to Maran Gas' latest newbuilding marks the first seagoing reference for the technology in the LNG carrier domain.

dual-fuel, low-speed engines of the G70ME-C9.5-GI type, in five-cylinder configuration, manufactured by Hyundai Heavy Industries under licence from MAN Energy Solutions. Using exhaust gas recirculation (EGR), the propulsion plant fulfils IMO Tier III NOx emission requirements in both gas and fuel oil mode, as well as cutting SOx and CO2, and raises fuel efficiency significantly in relation to a standard LNGC.

8 Energy-saving has gained a new dimension in the latest LNG carrier commissioned by Maran Gas

CONTINUOUS RATING The nominal maximum continuous rating (MCR) for the engine model is 18,200kW at 83rpm, inferring a potential power concentration of 36,400kW. However, the specified MCR for the Maran installation could be substantially less, possibly keeping the normal, continuous service rating to 10,700kW at 65.5rpm. Four four-stroke auxiliary generators cover the onboard electrical load.

Membrane tanks of the No96-series design developed and continually refined by GTT provide the cargo carrying wherewithal of the Maran Gas Andros, and will also be incorporated in the sister vessels under construction and on order at DSME's Okpo complex.

PRINCIPAL PARTICULARS - Maran Gas Andros Length overalll 294.9m 288.5m Length bp Breadth, moulded 46.4m Depth, moulded 26.5m Draught, maximum 12.5m Cargo capacity 173,608m3 Gross tonnage 113,793t Deadweight 94,638t Main engines 2 x 5G70ME-C9.5-GI Speed 19kts Class LR Flag Greece

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MARCH 2020 | 41

50 YEARS AGO

MOTORSHIP

THE

INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edstrom editor@mercatormedia.com

BEWARE THE JAPANESE INVADERS The March 1970 issue of The Motorship sounded a warning about the Japanese marine engine builders, who, it seemed, were threatening the European engine companies.

The problem seemed to be that European, and in particular, British, licensees lacked the capacity to produce sufficient engines within the required time scale. There was not, at that stage, a Japanese designer of large marine engines, though it was noted that Daihatsu medium-speed engines had been chosen for auxiliary duties in some ships built on the Clyde for Far-Eastern service. It was the fact that Japanese licensees were able to supply B&W or Sulzer engines to European yards - which given the size and consequent freight cost of a 20,000bhp main engine rather kills the argument for the licensing system, which enables the engines to be built geographically nearby to the shipyard, if not actually on the same premises.

However, the trend of the time to look seriously at geared medium speed engines for main propulsion seemed to be picking up. The main ship description in that issue concerned the Laurita - a speciallydesigned ro-ro vessel for Ugland of Norway, intended to carry up to 3,200 Fiat cars from Italy to the US. The ship had the high-sided superstructure so characteristic of today's PCTC ships. In fact it was claimed to be the largest car-carrying vessel in the world, at 158.2m long and 24.5m wide. Main propulsion was a pair of OEW-Pielstick 16PC2V engines, each rated for 7,440 bhp, a choice governed by compact dimensions and a relatively low height engine room, allowing for maximum use of the nine car decks. Subsequent vessels in the class were to be powered by equivalent engines of Fiat manufacture.

With the machinery buried low down, and with relatively restricted space, the installation was designed for unmanned operation, although the owner did not initially require such certification.

Most notable, however, was the adoption of the first Glacier-Herbert stern gear system, developed to allow tasks such as inspection and maintenance of the stern bearing, propeller and couplings to be undertaken afloat, without the need for expensive drydocking. This was achieved through the use of inflatable outboard seals and a split tailshaft bearing.

Staying with Fiat, the magazine noted that the Italian company was developing, in parallel, new high-powered engines, both medium speed and low speed. Three 10-cylinder 1060mm bore two-stroke units were in production, having been ordered for large tankers. They were expected to top 4,000 bhp/ cylinder MCR. Meanwhile, a completely new medium-

42 | MARCH 2020

8 Ugland's Blohm & Voss-built Laurita, at 3,200 vehicle capacity, the largest car carrier of the time

speed unit was in development in Turin, expected to deliver up to 1,200bhp/cylinder.

Even half a century ago, the industry was looking into the possibility of zero-emissions ships. The March 1970 issue featured a proposal to develop the Stirling engine for marine propulsion, it being thought that an output of up to 400 bhp/cylinder would be possible from this external-combustion, hot air engine. The Stirling cycle follows the basic principles of the internal combustion engine, it was noted, but the combustion gas is heated externally through the cylinder wall, with a displacer piston used to transfer the gas back and forth between the high temperature and colder temperature areas. A main piston is added on the cold side of the displacer cylinder, the gas is compressed in the cold space and expands in the hot space, resulting in “useful work”. Although fossil fuel was needed for the gas heating process, the engine exhaust gas contained virtually no carbon monoxide or unburned hydrocarbons, and little nitrous oxide.

Trials suggested reduced noise and vibration, low lube oil consumption and equivalent fuel consumption to a diesel engine.

News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tilsley, Tom Todd, Stevie Knight Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192 Brand manager: Toni-Rhiannon Sibley tsibley @mercatormedia.com Marketing marketing@mercatormedia.com EXECUTIVE Chief Executive: Andrew Webster awebster@mercatormedia.com TMS magazine is published monthly

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

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

8 A two-cylinder prototype of Fiat's 1060mm-bore low speed engine

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