MS MAY 21

MAY 2021

Vol. 102 Issue 1192

Total Lubmarine:

Wärtsilä interview:

Digitalization platform Andrea Morgante on strategy

MAN EEXI service:

Engine agnostic advice

Bureau Veritas interview: John Kokarakis on CII

ALSO IN THIS ISSUE: EEXI and CII focus | CBM feature | Future scrubbers feature | Lube as a service

A smarter perspective on a low carbon future Our global commitment is to reduce the environmental impact of our engines and our services.

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CONTENTS

MAY 2021

8 NEWS

16

24 Oshima overhauls bulkers

Oshima Shipbuilding confirms 13 Oshima designs for serial production have been amended to meet EEDI Phase 3 ratings.

26 HiMSEN develops DF engine control

HHI-EMD successfully tested a dual-fuel engine control system, based on its HiMECS system, during the sea trial of a dual-fuel crude oil tanker.

18 SKF eyes offshore market for DST

SKF is launching an oil recirculation service for stationary customers, but sees the offshore market as a first maritime target.

10 REGULARS 8 Leader Briefing

Noah Silberschmidt, CEO, Silverstream Technologies discusses technical and market obstacles to air lubrication uptake.

10 Shipyard Report

Green energy transition and infrastructure programmes in the US will drive offshore wind generation and a changed fuel landscape.

28 Regulatory Insight

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

Social Media Linkedin Facebook Twitter YouTube

35

FEATURES

John Kokarakis Technical Director at Bureau Veritas Marine & Offshore assesses the operational challenge for shipowners in meeting EEXI rules.

Weekly E-News Sign up for FREE at: www.motorship.com/enews

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

14 Future Sound of Scrubbing

The likely emergence of a multi-fuel market and tighter regulations will create more demands for scrubber technology, Samantha Fisk hears.

24 Ballast water boom

Suppliers are continuing to engage with regulators while demand from shipowners for ballast water treatment systems surges.

32 The long view

Andrea Morgante, Vice President, Strategy at Wärtsilä Marine Power suggests EEXI and CII represent a strategic opportunity for fleet managers.

34 EEXI on my mind

MAN ES has written to 2- and 4-stroke customers offering a range of EEXI solutions that can be adopted to meet upcoming legislation.

35 Noon no more

The digitization of shipping is increasing opportunities for OEMs to offer a wider range of condition-based maintenance solutions.

38 Digitizing lube oil

Serge Dal Farra, Global Marketing Manager at Total Lubmarine, shares plans for a 'next-gen' digitalised lubrication analysis and supply management platform.

100

YEARS

2021

The Motorship’s Propulsion and Future Fuels Conference will take place this year in Hamburg, Germany.

Stay in touch at propulsionconference.com

MAY 2021 | 3

NEWS REVIEW

VIEWPOINT

OSHIMA SHIPBUILDING ADAPTS BULKER DESIGNS TO EEDI PHASE 3

NICK EDSTROM | Editor nedstrom@motorship.com

The latest issue of The Motorship is dominated by the likely implications of the Energy Efficiency Existing Ships Index (EEXI) and Carbon Intensity Indicator (CIIs) on existing shipping.

John Kokarakis, Technical Director, Technology & Business Development Hellenic-BS-ME Zone at Bureau Veritas Marine & Offshore discusses the scheme and the different alternatives available to shipowners in a feature in this month’ issue.

We include two responses from engine manufacturers and developers in this month’s issue. We present an overview of MAN Energy Solutions’ new consultation service for customers, which offers to assessing a range of possible options for customers to meet efficiency targets.

Wärtsilä is planning to extend the scope of outcome-based agreements with customers, and is also looking to extend boardlevel engagement around fleet decarbonisation plans. As Wärtsilä’s Andrea Morgante, Vice President, Strategy at Wärtsilä Marine Power explains in an exclusive interview, companies should take into account the medium-term impact of CII on their business models when preparing for EEXI. One of the unexpected consequences of digitalisation has been the emergence of new business models, as suppliers gain improved insight into the performance of their products across a range of different vessels and operational profiles. This is suppliers to offer revenue sharing services. We report in this issue on a new ‘lubricant as a service’ solution that SKF has introduced for its industrial customers, based on a proprietary oil recirculation solution. The company is planning to extend this solution to the offshore oil and gas sector.

Similar moves towards digitalisation are being seen by traditional lubricant suppliers. Serge Dal Farra, Global Marketing Manager at Total Lubmarine shared with The Motorship plans to launch a digitalised platform for customers in the second half of 2021. The impact of improved insight into performance was also one of the themes of our feature on condition-based management in this issue.

As previously reported by The Motorship, the absence of common data standards as well as the variety of different data types and structures used by equipment and sensors onboard remains a barrier to deeper integration in the space.

The Motorship also includes a number of features on possible energy efficiency solutions, as well as a review of our second PFF Live online meeting, which covered the topic of wind assisted propulsion in late May. Looking at the wider industry, the first months of 2021 have offered encouragement, with a revival in newbuilding orders after last year’s nadir. One interesting aspect of the increase in newbuildings has been the rise in the number of LNG-fuelled vessels that are under construction. While it may be too soon to say that LNG has been finally accepted as the short to medium term solution by shipowners across a range of different segments, it is clear that LNG is steadily strengthening its position among the largest commercial vessels.

For all the focus on dual-fuel LNG-powered newbuildings among the largest deep-sea vessels, one of the great unknowns remains whether the wider shipping industry will embrace the conversion of vessels to operate on LNG, or alternative fuels as and when they become commercially available at scale. We plan to return to the topic in our June issue.

4 | MAY 2021

Credit: Oldendorff Carriers

Energy efficiency takes centre stage

Prolific Japanese constructor of bulk carriers, Oshima Shipbuilding, has readied its design portfolio to meet Energy Efficiency Design Index (EEDI) Phase 3 criteria, writes David Tinsley.

While 30 recent bulker deliveries from the yard at Saikai City in Nagasaki Prefecture already satisfy the impending, tighter requirements, a Phase 3 rating has now been applied across 13 Oshima designs conceived for standardised or serial production. The revised offering spans handysize to post-Panamax tonnage.

Significantly, the enhanced EEDI level that will become mandatory for bulker newbuilds in 2025 has been achieved without departing from conventional, oil-fuelled propulsion. Although adaptation to alternative fuels has been considered by the shipbuilder as a means of Phase 3 compliance, Oshima has instead chosen the path of hull form optimisation and energy saving appendages together with studied selection of propeller and main engine.

According to Oshima, the attainment of the new standard, denoting a 30% reduction in CO2 emissions relative to the original baseline, does not involve any penalisation of ship speed compared to Phase 2-compliant ships. Scope for reducing service speed is in any case limited in the bulker sector on both commercial and safety grounds, as these ocean carriers of agricultural and

8 EEDI Phase 3-compliant 100,000dwt bulkers built by Oshima

industrial commodities are relatively slow vessels.

The overarching aim of the Japanese yard is newbuild competitiveness in terms not only of capital cost for shipowners but also asset value over the vessel lifetime, while ensuring the retention of sufficient propulsion power for navigation and manoeuvring in adverse weather.

The Phase 3 portfolio spans five types of handysize bulker and three handymax designs, one Panamax type and four designs in the post-Panamax category. The 30 completed newbuilds that meet the next EEDI level have included ultramax units in the 60,000-65,000dwt band, 55,000dwt open-hatch and 100,000dwt bulkers, and dedicated woodchip carriers of some 50,000dwt.

Among the various proprietary energy saving devices incorporated in Oshimaconstructed bulkers are Advanced Flipper Fins, Rudder Fin and Seaworthy Bow. Mandated by IMO, the EEDI provides a specific figure for an individual ship design, expressed in grams of CO2 per vessel's capacity-mile, and is calculated using a formula based on the technical design parameters for the given ship. The Index is a non-prescriptive, performancebased mechanism that leaves the choice of technologies to employ in any specific application to the industry.

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

NEWS REVIEW

WINGD X82DF PASSES TYPE APPROVAL TEST

BRIEFS WE Tech naval debut WE Tech has won an order to supply the WE Drives for a series of diesel-electric Pohjanmaa-class Corvettes for the Finnish Navy, to be built at Rauma Marine Constructions (RMC) in Finland. The order is the first for WE Tech's VFD solution from the naval market.

The drives will control the RENK Advanced Electric Drive (AED) onboard the corvettes, which will feature a Combined Diesel-Electric and Gas (CODELAG) propulsion system.

6 | MAY 2021

8 The seven-cylinder X82DF-1.0 which passed type approval tests will be installed on a 318,000dwt VLCC, which is under construction at Dalian Shipbuilding Industry (DSIC) in China

The engine was the first X-DF engine to be built by engine licensee CSE-QMD, extending

the number of engine licensees with dual-fuel engine building expertise within the CSSC group.

WinGD noted that the X82DF-1.0 completed WinGD's portfolio of low-pressure, dual fuel engines which spans the full range of engine bores from 40 cm to 92 cm.

Combining both liquid and gas fuel capabilities, the X82DF-1.0 is available in 6-cylinder to 9- cylinder configurations and covers a power range from 16,560 to 49,500kW at 58 to 84rpm.

HiMSEN develops dual-fuel engine control technology Hyundai Heavy Industries' Engine Machinery Division (HHI-EMD) announced that it has successfully developed a dualfuel engine control system.

The company, which first introduced the technology concept in 2019, said that its HiMECS (Hyundai intelligent Machinery and Equipment Control System) system had been successfully tested during the sea trial of a dual-fuel crude oil tanker.

HHI-EMD noted that the engine control logic and software had been developed independently.

Meanwhile, HHI-EMD noted that by using a virtual engine model in the engine control system, the commissioning period of dual-fuel propulsion systems could be reduced by more than 30 percent without physical engine operation.

The system was designed to help to ensure optimal fuel efficiency during operation by controlling variable control parameters, while protecting the engine from knocking by immediately detecting combustion pressure and vibration changes. HHI-EMD also noted that the footprint of the system had been reduced, as the size of the control panel had

been reduced by 35 percent while the cable arrangement had been optimised.

HHI-EMD anticipates expanding the application of the HiMECS system to hybrid electric propulsion control systems (HiMECS-e). The technology developer noted that it was also planning to develop engine control systems for future alternative fuel burning engines.

Auto berthing tests

Rotors for Vale VLOC

ClassNK CBM guide

Mitsui O.S.K. Lines (MOL) and Mitsui E&S Shipbuilding successfully demonstrated their jointly developed auto berthing and unberthing system during tests in March and April. The Japanese consortium claimed the demonstration test was the first to use a large car ferry on one of its service routes, and the first test to be conducted using an actual pier. The technology will undergo demonstration tests at actual berths with other ship types.

Credit: HHI

Winterthur-based engine designer WinGD announced that its X82DF-1.0 had passed type approval and factory acceptance tests at licensee CSE-QMD in Qingdao, China in April. The engine will be installed on a 318,000dwt very large crude carrier (VLCC), which is under construction at Dalian Shipbuilding Industry (DSIC) in China.

The seven-cylinder model of the 820mm-bore engine which passed testing was certified for Tier III compliance.

The test combined physical and remote participants, with representatives from China Classification Society (CCS), Bureau Veritas and DNV attending in person, while lead surveyors participated remotely from their headquarters.

The vessel, which will be the world's first LNG-fuelled VLCC, was part of a series of VLCCs ordered by COSCO Shipping Energy. The specific engine is rated for a maximum continuous output of 22,500kW. The type approval test (TAT) was organised by WinGD's Classification & Standards Team, which supported the TAT remotely from Winterthur.

The company noted in a public statement that “due to the global pandemic restrictions, it took a well-coordinated global effort by all to make the TAT a success.”

Brazilian mining major Vale is to trial Norsepower’s Rotor Sails on board a 325,000dwt VLOC newbuilding. The vessel, which will be chartered by Vale upon delivery, has been equipped with five 24m-high tilting rotor sails, in a trial of the technology. Rodrigo Bermelho, shipping technical manager, Vale, commented that if the trial proves effective, the technology could result lower Vale's annual maritime emissions by almost 1.5%.

ClassNK released revised guidelines for the use of Condition Based Maintenance (CBM) in class surveys in late May. ClassNK produced a second edition of its ‘Guidelines for CBM’ which provides a reference for the selection of equipment and methods for CBM. The guidelines offer case studies providing comparisons between CBM surveys and conventional surveys, as well as a risk evaluation of CBM implementation from the perspective of cost efficiency.

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

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PORTSTRATEGY INSIGHT FOR PORT EXECUTIVES

LEADER BRIEFING

CLEAN TECH, DECARBONISATION AND MARKET COMPLEXITY Shipowners' should consider clean technologies alongside slow steaming when assessing different solutions to EEXI and CII rules, argues Noah Silberschmidt, CEO, Silverstream Technologies Shipowners and ship operators are increasingly facing decisions around the potential effect of environmental regulation on their vessels. In its current state, the global fleet will not be able to meet impending environmental regulation designed at tackling the efficiency of existing assets. In fact, the upcoming introduction of retroactive carbon intensity rules at the IMO is expected to lead to recertification for almost half of the 62,000-strong global merchant fleet, according to DNV forecasts.

The Energy Efficiency Existing Ship Index (EEXI) - which will be applied retroactively to all vessels in service in 2023 - and the Carbon Intensity Indicator (CII), will mandate year-to-year carbon intensity reduction and reporting for all vessels are expected to be adopted by the IMO in June. Together they will extend the principles of the well-understood EEDI metric to cover the existing international fleet.

Collectively, these two pieces of regulation will put ship owners and operators into a tricky position. At face value, their options are limited.

It is without question that scrapping and starting again is economically, environmentally and - in terms of the continuation of the global supply chain - unfeasible and undesirable for many. A graduated transition to 'ecoships' vessels designed with holistic efficiency in mind - is likely, but that doesn't solve the challenge of existing assets.

Likewise, while slow steaming may be viewed as the easiest route for some owners to attain compliance with the new regulation, it is an ineffective solution to a long-term problem and risks us undermining the objective of the regulation and, not to be forgotten, slow steaming inevitably requires more vessels.

Amid this complexity, we must also recognise that one size does not fit all and each owner and operator's decarbonisation pathway will be unique.

For existing assets, shipping's diverse ecosystem of clean technologies must therefore form a central part of our response to EEXI and CII. While it's clear that low and zero carbon fuels will be fundamental in decarbonising the shipping industry into the medium and long term, the required research and infrastructure development - not to mention increased costs - mean they are not suitable to fulfil the decarbonisation action that needs to take place today.

On the other hand, proven, available, fuel agnostic clean technologies which can be retrofitted on the existing fleet are vital to ensure we not only reduce emissions today, but enable ship owners and operators to retain a competitive advantage. This is especially important when we think about the cost of low and zero carbon fuels, which will be far more expensive than shipping's current stock of commodity fuels.

Clean technologies that significantly increase fuel efficiency will therefore also be vital as long-term solutions that underpin the economic viability of the global fleet. understood benefit of these technologies is their ability to enable greater flexibility within an owner's operations. For

8 | MAY 2021

example, a technology that saves 5-10% net (i.e. after the power to operate the system is deducted from its generated efficiency gain) could be used either to generate a fuel and emissions saving, or to enable a vessel to operate at a higher speed using less fuel.

There are however a multitude of factors to consider when selecting a clean technology. For example, the quality, applicability to vessel types, savings potential and durability must be factored into the purchase decision. In effect, and with new regulation looming, it is crucial that owners and operators see these choices for what they are: a committed, large investment that must perform and generate a return for the full lifecycle of a vessel.

8 Noah Silberschmidt, ceo of Silverstream Technologies

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

LEADER BRIEFING

‘‘

Choosing the right technologies today is part of how shipping will ensure it reaches its environmental targets and, crucially, does so whilst maintaining profitability The challenge of choice A decade or more of clean technology development has led us to where we are today; an increasingly complex market where solutions are better understood, but the process of discerning between technology performance is not.

Air lubrication is a good example of this trend, with this broad term not meaning the same to all manufacturers. In fact, only a few subsets of the technology have been proven by third parties to work.

More broadly, as we tackle the challenges of the next few years, it is important that we continue to ask for proof of clean technology efficiency claims. Shipping's pursuit of holistic vessel efficiency - and its compliance with future design efficiency regulations - relies on this proof and validation.

Nobody wants to invest in a technology as part of their design improvement strategy only to realise they should have asked for proof at the outset.

This “challenge of choice” is a new one for our industry to contend with. It is fantastic to have a vibrant ecosystem of clean technologies emerging, because they are part of the

way that our industry will decarbonise. But owners and operators must work across their technology supply chains with OEMs and with yards - to ensure they are taking decisions that will support their long-term profitability.

These decisions can't be delayed and they can't be taken lightly. Choosing the right technologies today is part of how shipping will ensure it reaches its environmental targets and, crucially, does so whilst maintaining profitability.

It also marks an exciting turning point for clean technology adoption. This is because by working with the right solutions, and scaling them across our market, we have a unique opportunity to transform energy efficiency solutions from 'novel' to 'normal' - and that is something that should invigorate all of us interested in a green future for shipping.

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

MAY 2021 | 9

SHIPYARD REPORT

SHIPPING SWEPT UP IN US ENERGY TRANSITION Shipping, ports and nation-wide green energy developments are propelling the US towards its newly pledged goal to reduce economy-wide carbon emissions to around 50 percent below 2005 levels by 2030, 100% clean electricity by 2035 and net-zero carbon emissions by 2050

8 The New Jersey Wind Port will serve offshore wind projects in New Jersey and the Mid-Atlantic and is expected to become a major offshore wind port, according to an ABS report

Shipping is specifically included in the ambitions with US Special Presidential Envoy for Climate, John Kerry, saying the US is committed to work with countries in the IMO to adopt the goal of achieving zero emissions from international shipping by 2050.

Dr Dan Rutherford, Program Director, Marine and Aviation at the International Council on Clean Transportation testified to an April meeting of the Subcommittee on Coast Guard and Maritime Transportation about what he sees as a major opportunity for US businesses. “Today, the largest vessels visiting US ports are often fuelled abroad, not here at home.

Producing zero emission marine fuels like electricity, hydrogen, and ammonia domestically will provide new economic opportunities for Americans while protecting vulnerable near-port communities.”

At the Subcommittee meeting Morgan M. Fanberg, President of naval architecture firm, Glosten, warned: “Time is of the essence... We are at a point where we can either be late and adopt foreign technologies, or we can move quickly and lead the world.”

The US has a relatively small percentage of the global oceangoing tonnage and many of the technologies and fuels that will be needed for decarbonizing oceangoing ships are being piloted in port and inland vessels first, he says. “We should start here and take these lessons learned to upgrade port infrastructure and determine the best fuels and technology for our ocean-going fleet.”

He called for a streamlined regulatory process. “There are many sources for grants in the US, but the funds are distributed between federal government agencies, state programs and

10 | MAY 2021

local port projects. Even when funding for construction projects is available, it requires securing funding from multiple entities and significant grant writing time. As mentioned in my testimony, MARAD should be the focus for most decarbonization funding in the US. This will streamline the process and support a single vision toward our goals.”

He cites an example of the challenges: Glosten has partnered with Bieker Boats to form Foil Ferry with the aim of building an electric, composite hydrofoil passenger ferry. As part of the public-private Washington Maritime Blue Partnership, the companies were awarded a $372,910 Federal Transportation Administration grant to further this design. By comparison, a UK-based developer of a competing design was awarded a $45 million government grant to complete and build their design.

Dr B. Lee Kindberg, Head of Environment & Sustainability North America at Maersk, also spoke at the House Subcommittee meeting, and he called for a level playing field: “When developing climate programs at the national and international level it is of utmost importance that mechanisms are in place to ensure that international competition is not disrupted and that first movers are rewarded for early investments into emissions reducing technology.” Kindberg notes, for example, that a vessel trading from Asia to Europe could “save” close to $750,000 per ship per voyage by ignoring IMO2020 rules. Carbon neutral shipping will not be easy or inexpensive, says Kindberg. “Massive innovative solutions and fuel transformation will be required to produce and distribute entirely new energy sources.”

An April 2021 analysis by the Carbon Brief indicates the

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

SHIPYARD REPORT extent of the transformation required by the US. The nation is the top producer and consumer of both oil and natural gas, and US citizens have carbon footprints that are roughly three times the global average. However, the US has a long history of rapidly adopting new technologies and scaling up their production. The dynamism of the US internal market has allowed the country to catch and surpass early adopters in other technologies from jet engines to the internal combustion engine itself.

Hydrogen and the transportation market The clean energy transition has already started. Dominion Energy, for example, is already looking to blend hydrogen into its gas distribution system and exploring projects that use hydrogen for clean electricity, renewable storage, transportation and manufacturing. In February, a joint initiative, Hydrogen Forward, was announced with 11 companies - Air Liquide, Anglo American, Bloom Energy, CF Industries, Chart Industries, Cummins Inc., Hyundai, Linde, McDermott, Shell and Toyota - committing to advancing hydrogen in the US. In March, Plug Power and Brookfield Renewable Partners announced plans to build a green hydrogen production plant located on the Susquehanna River in Pennsylvania. Once operational in 2022, the plant is expected to project 15 tons of liquid hydrogen per day.

The nation's leading hydrogen organization representing more than 50 companies, the Fuel Cell and Hydrogen Energy Association (FCHEA), has started a new hydrogen campaign.

“Hydrogen must play a critical role in the nation's clean energy portfolio; the U.S. won't reach its goal of net zero emissions by 2050 without it,” said Andy Marsh, FCHEA Chair and CEO of Plug Power.

‘‘

Hydrogen must play a critical role in the nation's clean energy portfolio; the U.S. won't reach its goal of net zero emissions by 2050 without it “Right now is a very exciting time for both fuel cell technology and hydrogen energy,” says Morry Markowitz, President of FCHEA. “There's been a growing recognition that to address our emissions' challenges, including SOx, NOx and carbon, that hydrogen is going to have to play a role.” The advantages of hydrogen are multi-fold, he says, because it can be produced from anything from fossil fuels to renewables. “Equally exciting is that it can be applied to so many different mechanisms in the economy: ground transportation, stationary power generation, distributed generation, commercial applications. You can use it for storage, which is very, very important now for renewables. So that aspect of hydrogen and its ability to be derived from so many sources, and to be used in so many segments, has really finally caught on with key policymakers, not only here in the US, but in other in other economic blocs in Asia and the EU.” He notes that in California there are more fuel cell vehicles on the road than any other place in the world. The US is also the largest manufacturer of stationary fuel cell units in the world. “This type of technology was not only developed here in the US, it was mainly responsible for us having the ability to land an American on the moon.”

Markowitz says the challenges in the transition are no different than any transformational technology. “The most important challenge is cost initially. You get the technology to where it's robust and reliable compared to the incumbent

technologies that you're trying to replace, and then you have to deal with the challenges of costs.” Citing the example of flat screen televisions, he notes the interplay between technological advances and lowering of costs that eventually led to a situation where the incumbent technology has been completely replaced.

The vast majority of rail lines in the US are not electrified, and he sees this as a great potential application for fuel cells to replace diesel electric locomotives. Additionally, the versatility of the technology and the energy source provides an opportunity for air and sea ports to take advantage of the clustering of those technologies in one place.

Offshore wind projects There is another energy transition set to change US port dynamics: the development of offshore wind farms. Building these farms involves large components, including turbine blades and foundations, that require large staging areas and land and sea access that is not always available in existing ports. A recent ABS offshore wind report “Positioning for US Expansion: US Ports and Vessels Innovation” highlights that several East Coast ports may be viable for offshore wind use including New Bedford in Massachusetts, Tradepoint Atlantic in Maryland, New London and Bridgeport in Connecticut, Port of Providence in Rhode Island, Portt of Virginia, and the newly announced New Jersey Wind Port. t.

The Port of New Bedford and the Port rt of Virginia do not have horizontal clearance and air draft restrictions. strictions. The New Jersey Wind Port will have no horizontal clearance learance limits and will serve offshore wind projects in New Jersey ersey and the MidAtlantic. Because of its size, location, and, most importantly, its unlimited air draft restrictions, this site is expected to be developed into a major offshore wind port, ort, states the ABS report.

The industry is expecting massive and nd rapid growth.

Wei Huang, ABS Director Global Offshore, e, says that the U.S. Departments of Interior, Energy ergy and Commerce announced a shared goal in n March 2021 to deploy 30GW of offshore wind in the US by 2030. Meeting this target will trigger gger more than $12 billion per year in capital pital investment in projects on both US coasts. ts.

Meeting the 2030 target will catalyse se significant supply chain benefits, including new port upgrade investments totalling more than $500 million. It will also involve one to two new U.S. factories for

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

8 A rendering of the composite hydrofoil passenger ferry designed by Glosten for the Foil Ferry partnership

8 Morgan M. Fanberg, President of naval architecture firm, Glosten, identified government funding disparities between the US and the UK

MAY 2021 | 11

SHIPYARD REPORT each major windfarm component including wind turbine nacelles, blades, towers, foundations and subsea cables; additional cumulative demand of more than seven million tons of steel - equivalent to four years of output for a typical US steel mill; and the construction of four to six specialized turbine installation vessels in US shipyards, each representing an investment between $250 and $500 million.

ABS will class the first Jones Act compliant wind turbine installation vessel (WTIV) under construction at Keppel Amfels in Texas for Dominion Energy. The vessel, which is likely to enter service in 2023, is expected to be based out of the Hampton Roads region of Virginia with a U.S. crew. The crane for this installation vessel will be able to lift 2,200 tons and will enable the installation of new generation state-ofthe-art wind turbines of 12MW and above.

The Jones Act requires any vessel transporting cargo between U.S. ports to be built and flagged in the US. For the purposes of the Jones Act, a bottom founded wind turbine foundation is considered a US port. To use a foreign, nonJones Act installation vessel, components from a U.S. port must be transported by a U.S. built feeder vessel. The feeder

8 In March 2021, Plug Power and Brookfield Renewable Partners announced plans to build a small scale green hydrogen production plant in Pennsylvania

vessel, which may be a jackup vessel, barge or ship, is brought to the project site, where the foreign WTIV may lift the components off the feeder vessel onto the foundation without moving. This strategy allows the use of foreign-flagged WTIVs, but it requires additional Jones Act compliant feeder vessels. For example, for the installation of the Block Island Wind Farm, all vessels are Jones Act vessels except the wind turbine installation vessel.

ABS will also class the first Jones Act compliant service operation vessel (SOV) to be built at Edison Chouest for Ørsted and Eversource. The vessel will be built at a combination of Edison Chouest's shipyards in Florida, Mississippi and Louisiana and will service the Revolution Wind, South Fork Wind and Sunrise Wind offshore wind farms. ABS has also issued AIPs for two Jones Act SOVs to Vard and for a series of other wind support vessels from European designers.

Other renewable energy sources are also being developed.

In February, the US Bureau of Ocean Energy Management announced it had issued a lease for the first wave energy research project in federal waters to Oregon State University for the PacWave South project, a proposed open ocean wave energy test centre to be located approximately six nautical miles off Newport, Oregon.

zero-carbon aviation and shipping, so it's time to double down on R&D and begin to deploy these technologies at scale,” said Secretary of Energy Jennifer M. Granholm.

The use of biofuel in the US has been pioneered by Crowley Shipping. Together with Shell Trading (US) Company, Crowley recently started using low carbon biofuel to power Veteran, a ship assist and escort tug serving the Bay of San Francisco.

Veteran joins Crowley's Vision/650-10, a U.S.-flagged, articulated tug-barge that has continued to be bunkered with biofuel since December 2019.

Shipping fuels were the focus of the testimony provided to the House Subcommittee meeting by John W. Butler, President & CEO of the World Shipping Council. He urged the US to support a proposal to coordinate and fund research and development globally which will be discussed at the IMO's Marine Environment Protection Committee (MEPC) meeting in June 2021. “Because we do not yet know what specific fuels and related technologies will replace fossil fuels, the next logical step is to do the research to answer that question and to make the next generation of fuels available for commercial deployment in the world's fleet.” The aim is to set up an International Maritime Research and Development Board (IMRB) that would manage a $5-6 billion industry-funded research over a 10 to 12-year period. Butler believes US support for the IMRB proposal will be critical to its approval and success. He says: “The Subcommittee's interest in reducing GHG emissions shipping is indeed timely.”

8 ABS will class the first Jones Act compliant service operation vessel (SOV) to be built at Edison Chouest for Ørsted and Eversource

8 ABS will class the first Jones Act compliant wind turbine installation vessel (WTIV) under construction at Keppel Amfels in Texas for Dominion Energy

Low-carbon biofuels Future shipping fuels have already been considered by the U.S. Department of Energy. In April, it announced $61.4 million for technologies that produce low-cost, low-carbon biofuels. “Biofuels are one of our most promising paths to

12 | MAY 2021

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EMISSIONS REDUCTION TECHNOLOGY

SCRUBBER INNOVATION DRIVEN

BY ENVIROMENTAL COMPLIANCE Exhaust gas cleaning technology is still proving its worth in the market as further developments of the technology bring new flexibility for further environmental adaptations in the future, writes Samantha Fisk

8 Alfa Laval is working to develop the efficiency of its PureSOx water cleaning system (WCS)

Almost as long as scrubber technology has been commercially available for shipping, questions have been raised about the potential longevity of the technology. The potential for extending the scope of scrubber technology beyond reducing SOx emissions from high sulphur fuel oil was not a commercially viable research area for a monofuel world. However, scrubber manufacturers are now starting to look at how the technology can evolve over time as demands for a wider range of emissions reductions technologies builds.

Manufacturers of scrubbers do not anticipate that demand for these systems will ebb, but expect that that these systems will also play a part in cutting emissions in the future as well.

This confidence is supported by a current orderbook, with manufacturers reporting that shipyards are continuing to build vessels with scrubber technology onboard.

Wärtsilä sees a pipeline of such orders continuing into the future. “We have seen continued heathy interest in orders for scrubbers, especially on the newbuild side. Newbuildings have been the mainstay of our exhaust gas abatement technology orderbook, with owners opting for a mixture of open loop and hybrid types," Sigurd Jenssen, Director, Wärtsilä highlights.

Jenssen also notes that a lot of the commercial sector of shipping such as containerships, tankers and bulker owners are now opting for scrubbers when ordering newbuildings.

From this, Jenssen expects to see growth for scrubbers for this year and beyond in both the newbuilding and retrofit market.

14 | MAY 2021

This was supported by BIMCO's Chief Shipping Analyst, Peter Sand, who reported that installations of scrubber systems had reached 228 ships in the first quarter of 2021.

Sand also noted that the proportion of newbuilds compared with retrofits had risen since 2020, with newbuilds accounting for around two-thirds of installations in Q1 2021.

Jenssen noted that Wärtsilä had its best ever year in 2020 for scrubber deliveries, despite the COVID-19 pandemic. She highlighted that shipowners continued to express an interest in exhaust gas abatement systems as long-term solutions for the global fleet. The Motorship notes that some shipyards are also keeping faith with scrubber-equipped designs, as they modernise series designs to meet EEDI Phase 3 standards.

Jenssen notes that a significant order was booked in November 2020 with a Japanese shipyard, Japan Marine United (JMU), to install a 25MW scrubber on a new Japanese-owned Very Large Crude Carrier (VLCC) set to be delivered in 2022.

The system for the newbuild VLCC will run in an open loop configuration with the vessel. The company noted that it shows that scrubbers are a full lifecycle asset going forward.

Wärtsilä's scrubbers take a modular approach and can be upgraded over time, with the potential to incorporate technology to mitigate Nitrogen oxide (NOx) and Particulate Matter (PM) emissions.

Alfa Laval is still carrying out further developments with its PureSox system for the market with some recent developments such as its Energy Reduction Mode, which optimises energy and water consumption based on the compliance values. The company is also working developing

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

EMISSIONS REDUCTION TECHNOLOGY its water cleaning system to optimise efficiency.

Wärtsilä also notes that it is working on other development for its technology to trap particulate matter as a modular add-on for its scrubbers, and are also exploring how it can enable NOx emission reductions. “The capacity to reduce PM and NOx further provides ship owners and operators with assurances that they are future-proofed against any future more stringent emission reduction targets,” Jenssen adds.

Future fuels are also playing their part in the market as the use of LNG along with a scrubber is being touted as method that shipowners can use to cut their vessels' emissions. While common sense would seem to indicate that the development of clean fuels may render scrubber technology redundant, broadening emissions reductions targets and a growing understanding of the emissions challenges posed by new fuels suggests that the technology may have a long term future.

Jenssen struck a bullish note, adding that: “The question of future fuels is so far into the medium and long-term - and not to mention the huge development in infrastructure and vessel equipment needed to handle those fuels - that we see little impact at the moment.”

Alfa Laval also notes that currently it sees that the market is at a “balance” between the adoption of new fuels and scrubbers. The company notes that there are many fuels now coming into focus, some of which are still in development but it believe that there will be a market for scrubbers in the future.

From a product perspective, Alfa Laval noted that this being reflecting in increased demand for hybrid systems. It has also received several orders for its systems over the last few months mainly in the containership segment, with some also in the tanker and bulker segments too.

Jenssen also noted that price differentials in the fuel market were also supportive for the scrubber market, adding: “The economics of exhaust gas abatement technology becomes increasingly favourable as the fuel price spread between HSFO and LSFO widens, so the scrubber case becomes a good investment.”

Further developments have seen Subsea Industries also get involved in the market through its Ecospeed coatings.

Usually the Ecospeed brand is best known for hull coatings, but the company has recently applied it to scrubber pipes, outlets and diffusers of several oil tankers and bulker.

The company notes that because of the tight regulations on emissions in the shipping industry, the installation of the exhaust scrubber system has become increasingly widespread. This unfortunately has also led to an increase of corrosion damage on scrubber pipes and outlets which

Source: BIMCO/MABUX, 15 March 2021

results in water ingress in the engine room, ballast tanks and cargo holds.

Although this is not the company's first application of the coating it notes that scrubber systems do need this chemical resistant coating to be able to withstand the process of filtering out the hazardous pollutants of the exhaust gas.

The Belgium-based Hydrex has also been active with scrubbers recently where its diver/technicians carried out scrubber overboard pipe repairs in ports in France, the Netherlands and Spain. On a 400m containership six pipes were replaced, while one pipe was replaced on another container vessel and a tanker.

In each case the pipes needed to be replaced completely with new pipes es constructed at the Hydrex warehouse in Antwerp. In the case of the tanker, a team travelled to its location in Le Harve where they carried out an initial inspection of the he damaged areas. Hydrex diver/welders then sealed off the outlet to the overboard pipe and removed the stub piece of the scrubber ubber pipe and replaced it with a new one.

The 400m containership's ontainership's operation was slightly more ore complex due the fact that sixx pipes needed to be replaced ced in this instance.

8 BIMCO discussed regional variations in price differentials between HSFO and LSFO in April 2021

8 Sigurd Jenssen, Director, Wärtsilä

Future proofing scrubbers Although the future of scrubbers is still not clear, manufacturers are taking steps to make sure that this technology still has a place in the industry in the coming years.

Sigurd Jenssen, Director, Wartsila explains about how the company sees the developments for this technology for the future. “It is increasingly understood that exhaust gas treatment systems, beyond just backing sulphur, can provide the shipping industry with an innovation springboard to tackle pollutants into the future, including NOx, PM and Greenhouse Gases.”

It will be about moving these technologies

beyond just servicing the sulphur challenge which will require investment and research, but the long term goal would be to tailor the technology to meet with other specific challenges that are coming in the future. “We believe that this forward-looking innovation is a key route for shipping to meet its sustainability challenges,” he added.

Alfa Laval are also looking to the long-term for its systems through helping customers move away from fossil fuels. “We have taken an active role to drive developments in this area, for example through our strategic Corporate Partnership with the Maersk

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

Mc-Kinney Møller Centre for Zero Carbon Shipping,” explains a spokesperson for Alpha Laval, “However, this change will not happen overnight. When it comes to emission abatement, as said, scrubbers will continue to have a role to play.”

Jenssen also adds that: “If we can create an ecosystem of modular technologies around the stack to tackle pollutants, we will be playing out part. A mix of carbon capture and storage, clean and environmental technologies, and new low carbon fuels will be needed to tackle the challenges of the future.”

MAY 2021 | 15

EMISSIONS REDUCTION TECHNOLOGY

TECO 2030 EXPECTS TO PILOT ONBOARD CCS SYSTEMS IN 2022

Credit: TECO 2030

Norwegian clean-tech company TECO2030 and Austrian powertrain development company AVL have completed a carbon capture and storage (CCS) feasibility study and are now moving ahead with two primary technologies with the aim of piloting them onboard a vessel in 2022. x The technology is an extension of the TECO 2030's Future Funnel exhaust gas cleaning system. The company says that the system can reduce CO2 emissions by 30-40% and can therefore have a large impact on a ship's Energy Efficiency Index (EEXI) and Carbon Intensity Index (CII).

“Carbon capture and storage is very attractive for shipowners who seek to future proof their vessels to meet decarbonization plans and strategies. According to Clarksons Research Portal, the CCS technology will be beneficial to over 80,000 vessels globally, and the CO2 emission reduction possibilities onboard are endless,” says Tore Enger, CEO of TECO 2030.

In April, the company announced that its Future Funnel had been further developed to over hybrid and closed loop operation alongside the already existing open loop. The modular system is suitable for any vessel type and all fossil-fuel driven engine technologies and has a SOX removal efficiency of up to 99.9%.

8 Norwegian scrubber developer TECO is proceeding with a pilot project to test a carbon capture and storage solution

As the developments proceed, TECO 2030 says the system, whose main purpose is reducing SOx and NOx, is ready for further improvement to address particulate matter (PM) and black carbon emissions and ultimately to have CCS technology incorporated.

The partnership with AVL has been on-going, and in January TECO 2030

introduced its Engine Performance Optimization System (EPOS) powered by AVL technology. EPOS provides condition monitoring and automatic diagnosis using expert algorithms for large-bore combustion engines and their auxiliaries. TECO 2030 says it does not influence engine control and can act online onboard a vessel as well as offline in the fleet management company's office.

The system is designed to provide preventive engine damage measures and can reduce fuel consumption by approximately 3%.

For a vessel which consumes 25,000 tons of fuel it will be able to reduce emission by approximately 2,000 tons of CO2, 50 tons of NOx and six tons of PM per year. The company says that together with other TECO 2030's technologies, it aims to help shipowners to achieve a CII rating of C or better.

AVL recently opened an office in Hamburg to support its the maritime business. AVL Marine specializes in the optimization of vessel operation, new technology integration, digitalization, efficiency enhancement and solutions for clean air.

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2 NOV 4 2021 TO

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Hamburg Germany Headline Sponsor :

Provisional Programme Le Meridien Hotel, Hamburg, Germany Powering shipping’s emissions-cutting ambitions Propulsion stream | Alternative fuels stream | Technical visit Two days of conference streams offering new and retrofit technical/fuel solutions to address upcoming regulatory deadlines from the IMO and EU. Chairmen:

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MOTORSHIP

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INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

Book online at propulsionconference.com/e-commerce or fax form to +44 1329 550192

DAY ONE – PROPULSION & FUTURE FUELS TUESDAY 2-4 NOVEMBER 2021 08:00

Coffee & Registration

08:45-09:00 Chairmen’s welcome Lars Robert Pedersen, Deputy Secretary General, BIMCO 09:00

Headline Sponsor Welcome -DNV

KEYNOTE PANEL: EU EMISSIONS TRADING SCHEME AND SHIPPING

With pre-existing global agreements from IMO’s MEPC72 meeting in 2018 to reduce greenhouse gas emissions by 50% by 2050, will the EU’s proposal hinder or help?

09:15-10:30 Bo Cerup-Simonsen, Chief Executive Officer, Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping

Harry Tenusu Conway, Vice Chair of the Marine Environment Protection Committee (MEPC), IMO Charles (Bud) Darr, Executive Vice President, Maritime Policy and Government Affairs, MSC Group

10:30-10-50

Question & Answers

10:50-11:10

Coffee break

SESSION 1 ENERGY EFFICIENCY EXISTING SHIP INDEX (EEXI) 11:10-12:00 Open Simulation platform implementation

Pierre C Sames, Senior Vice President, Group Research and Development Director, DNV

Speakers tbc

12:00-12:20

Question & Answers

12:20-13:50

Lunch

SESSION 2: 13:50-14:50

RETROFITTING THE FLEET BW LPG – Worlds first retrofit LPG two stroke engine

Ms Amadea Retrofit

Klaus Dahmcke Rasmussen, General Manager, Project Sales, MAN ES

A novelty power management system meeting tier III without SCR

Rob Van Solingen, European Sales Director - Marine and Stationary Power. GE Transportation, Wabtec

Twin Fin Direct electric drive propulsion system - Polarcus

Seawing Kite Project in trials with K-Line

14:50-15:10

Question & Answers

15:10-15:40

Coffee break

SESSION 3: 15:40-16:40

CURRENT AND FUTURE PROJECTS First LNG Battery hybrid PCTCs

Berg Propulsion – Speaker tbc

Vincent Bernatets, CEO & co-founder, Airseas

Glenn Edvardsen, CEO, UECC

Zero Emission Bulker Concept Design Simon Rogers, Technical Director and Founding Member, Windship Technology Ltd Intelligent control by exhaust recycling (iCER) – Reducing Methane slip by 50%

WinGD, Presenter tbc

Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping Speaker tbc

16:40-17:00

Question & Answers

17:00-1710

Conference close by chairman

17:10-17:55

Drinks Reception

18:30

Conference Dinner

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DAY TWO – WEDNESDAY 3RD NOVEMBER 2021 08:30-08:45

Coff ee & Registration

08:45-09:00

Recap of day 1 by Conference chairman

SESSION4 09:00-10:20

Martin Kröger, Managing Director, German Shipowners Association – VDR

TODAY’S ALTERNATIVE FUELS - PANEL DISCUSSION Charlotte Røjgaard, Global Technical Manager, Bureau Veritas Andreas Lingens, CEO, Woodward L´Orange GmbH Serge Dal-Farra, Marketing Director, Total Lubmarine

10:20-10:40

Question & Answers

10:40-11:10

Coff ee Break

11:10-12:30 SESSION5

FUEL STREAMS I

SESSION 5.1 LNG’S EVOLUTION Alexandre Tocatlian, Head of Product Line for LNG as Fuel Division, GTT

LNG as a transition fuel

Reeta Kaila, Technology & Development Manager, Renewable Gases, Wartsila, Biogas Solutions

SESSION 5.2 METHANOL Maersk Methanol Project *

The fi rst VLGC to run on LPG

uel lines for alternative fuels diff erent F technical requirements

LNG as fuel on Nordic 1,400 TEU Container Vessels

Alfa Laval *

Erwin Boijmans, Sales Manager Gas Fuel Systems, TGE Marine Gas Engineering GmbH & Rowil Ponta, Managing Director, Nordic Hamburg.

12:30-12:50

Question & Answers

12:50-13:20

Lunch

13:20-14:20 SESSION6

FUEL STREAM II

SESSION 6.1 AMMONIA

Rolf Stiefel, Regional Chief Executive, Marine & Offshore, Bureau Veritas Group*

Question & Answers

SESSION 6.2 HYDROGEN AND FUEL CELLS

Ammonia propulsion technology for deep sea shipping

Development of MW-scale marine fuel cell systems

Speakers tbc

Speakers tbc

Peter H. Kirkeby, Principal promotion manager, Man ES

Pontus Berg, Executive Vice President, BWLPGT*

14:20-14:40

14:40-15:10

Question & Answers

Sami Kanerva, Senior Principal Engineer, ABB Marine

Question & Answers

Coff ee Break

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Book online at propulsionconference.com/e-commerce or fax form to +44 1329 550192 15:10-16:10 SESSION7

ALTERNATIVE POWERING

SESSION 7.1 WIND-ASSISTED PROPULSION

SESSION 7.2 ELECTRIFICATION

Wind-powered ship performance – the tools and trades

The road to zero-emission shipping

Halvard Hauso, Chief Commercial Officer, Corvus Energy

Mikael Razola, Project Manager - WPCC Research Project, Wallenius Marine & Sofia Werner, Senior Researcher & Manager Strategic Research Hydrodynamics, SSPA

Enhancing Safety Standards of Energy Storage Solutions (ESS) Jens-Christian Strate, European Head of Solutions, Sterling PlanB

Introduction of Guidelines for Wind-Assisted Propulsion Systems for Ships

Speaker tbc

Motoki Sakagami, Marine Engineer - Technical Solution Department, ClassNK

The application of Rotor Sail technology and optimising fuel and emission reduction Nick Contopoulos, COO, Anemoi

16:10-16:30

Question & Answers

Question & Answers

CONCLUSION OF THE DAY - PANEL DISCUSSION

SESSION8 16:30-17:00

Speakers tbc

17:00-17:20

Question & Answers

17:20-17:30

Chairman’s Closing remarks & End of Conference

17:30

End of Conference

DAY THREE THURSDAY 4 NOVEMBER 2021 – TECHNICAL VISIT

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EMISSIONS REDUCTION TECHNOLOGY

SWISS MULTI-FUEL SCRUBBER TECH TARGETS 2022 PILOTS Daphne Technology is piloting a one-step exhaust gas cleaning technology that forms the core solution for removing combustion emissions from fossil fuels as well as new fuels such as ammonia and hydrogen Founder and CEO of Daphne Technology, Dr Mario Michan, says that the marine industry's fuel transition is a smart move, but it needs to be recognised that as long as there is combustion involved in generating power, there will always be emissions. The aim of the green converter is to provide a means of dealing with those emissions.

It is a plug-and-play solution reducing air and sea pollution for ships powered by heavy/residual fuel, LNG and future fuels such as ammonia, LPG and hydrogen. Land-based testing has proven that the converter can reduce SOx by 99%, particulate matter (PM) by 99%, NOx by 85%, methane by 90%, and ammonia slip chemicals: N2O by 65% and NH3 by 60%. Preliminary results have also shown promising results for CO2 reduction with a modified version of the technology.

For vessels operating on heavy fuel, the turnkey system SulPure includes the green converter plus an extra step to turn the pollutants, including black carbon and particulate matter, into a non-hazardous, saleable fertiliser. The closedloop system can be delivered in a format that removes SOx only, or both SOx and NOx, as well as removing up to 90% of methane. Michan says the value of the fertiliser exceeds that of the urea used as a reagent and therefore reduces the OPEX of the system.

As the temperature of the exhaust gas is not a critical factor for operation of the green converter, the vessel's engines can be run at their optimum, with the system managing any NOx formation. Using the system for NOx compliance can result in fuel savings of up to 7% in diesel engines, says Michan. For low pressure Otto cycle engines and four-stroke dual-fuel engines, approximately 50% of the methane slip can be removed, and for lean burn spark ignition engines, at least 60% can be removed using maximum 4% of the engine load. Michan expects this power consumption to be reduced to less than 2% in the next version of the system.

The system is also suited for LNG-fuelled and dual-fuel LNG engines. “Our solution can reduce over 90% of methane slip from LNG powered engines, providing a life extension to LNG as a marine fuel and therefore a clear pathway to carbon neutral shipping industry,” says Michan.

Several patents have been issued for the green converter.

The process starts with an exhaust gas bypass that directs the exhaust gas into a humidifying tower where temperature and humidity are optimised for maximum pollutant removal efficiency. The exhaust gas then passes through Daphne Technology's patented Electron Chamber, a cartridge that is electrically powered by Daphne's patented Wavelet Pulsed Package (WPP™) power supply. This electrically excites electrodes in the cartridge to produce electrons that then convert SO2 and NOx emissions to sulphuric (H2SO4) and nitric (HNO3) acids, respectively. These are then neutralized using urea to yield a fertilizer ASN (ammonium sulphate ((NH4)2SO4) and ammonium nitrate (NH4NO3) blend solution). Finally, a condenser is used to lower the exhaust

gas temperature and collect the fertilizer as a liquid fertiliser.

Rather than transferring electrical energy to the Electron Chamber as a single pulse, the WPP distributes it over an interval of several consecutive bipolar high voltage pulses. Testing has shown that this reduces power demand by over 30%.

Michan says the Daphne Technology solutions are easy, fast and inexpensive to install, no drydocking is required, and as seawater is not required, changes to the vessel are minimal. The systems are scalable and proportioned to the size of the vessel's engine, with approximately 2m3 required for every 1.5MW of engine power. As they are about the same size as a selective catalytic reduction system and are temperature independent, the green converter and SulPure system can be installed near the turbocharger or beyond the economizer or the silencer. Alternatively, a containerised system can be delivered.

Saudi Aramco Energy Ventures is a strategic partner for the company, which Michan established in 2017, and which is currently conducting a crowdfunding campaign to bolster funding already received from the EU's Horizon 2020 program.

The funds will further seven pilot projects on various vessels with Wärtsilä and Bergen (Rolls-Royce) engines, including pilots using LNG dual-fuel engines. Both Lloyd's Register and DNV are involved in HAZID studies as the company works towards Approval in Principle for the technology. Shipboard pilots are expected to be operational next year.

The company's long-term vision is to capture and convert all pollutants into upcycled and useful products, both at sea and on shore.

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

8 Daphne Technology claims its plug-and-play solution can treat emissions from HSFO and LNG as well as ammonia, LPG and hydrogen

MAY 2021 | 17

EMISSIONS REDUCTION TECHNOLOGY An oil recovery system that continually removes contamination, including nano-sized particles, from lubrication oil is enabling “oil as a service” to landside industry, with marine applications mulled for the future.

SKF RecondOil's Double Separation Technology (DST) allows for a circular use of the oil, over a longer period of time. The scalable mechanical and chemical filtration systems can be integrated into existing applications or used stand-alone to regenerate a variety of different oils.

A Swedish steel maker has installed the system in-line in one of their production lines and moved from a 12-week oil change cycle to not having replaced the oil for nine years. That means nearly 40 oil changes have been avoided and the same oil is still being regenerated. The company has seen a significant increase in productivity and a reduction in downtime as a result of the super-clean oil.

The technology has also been proven at two different SKF production sites in Italy. In Airasca, SKF introduced the DST system to increase stability in the production of housed bearing units for the automotive industry. At the Cassino plant, which makes deep groove ball bearings for food processing applications, ongoing tests show the technology increases bearing performance in terms of noise and

18 | MAY 2021

OIL RECOVERY SYSTEM ENABLES “OIL AS A SERVICE”

8 SKF has used the oil recovery technology at two production sites in Italy with encouraging results

vibration, critical parameters in these applications. SKF expects less machine wear and increased uptime at each facility.

SKF claims that it can purify oil to higher levels of cleanliness than completely new oil.

This includes reducing particles of less than 0.2 microns by as much as 99%. In some cases, the technology enables higher performance than off-the-shelf oil, making the output of production processes higher and more stable.

While DST will not be sold directly to customers, SKF will offer oil regeneration as a

service, under a fee- and performance-based agreement. Under the performance-based contracts, customers are charged on their operational performance measured against pre-determined Key Performance Indicators such as productivity, down time and energy use.

SKF foresees that the new service will benefit customers by cutting oil-related costs and simplifying oil management. At the same time, it will lower the environmental impact and increase the performance of applications. Early stage life-cycle assessments conducted by SKF estimate that every tonne of reused oil can reduce CO2 emissions by up to three tonnes.

SKF anticipates the use of DST technology in the marine industry - initially it is likely to be adapted for hydraulic fluids used in the offshore industry, for example by pipelay vessels.

SKF acquired RecondOil Sweden in 2019.

The Swedish start-up initially developed the chemical filtration technology and rejuvenation process for industrial lubrication fluid and slop oil. SKF says getting rid of particles smaller than a micron has been nearly impossible using conventional methods.

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

2 NOV 4 ȠǼȠ1 TO

100

2021

YEARS

Hamburg Germany In association with headline sponsor:

BOOK YOUR PLACE NOW! Join us in 2021 at the proven meeting place to exchange the latest innovation in transoceanic zero-emission shipping, chaired by Lars Robert Pedersen, Deputy Secretary General, BIMCO, & Martin Kroeger, Managing Director, German Shipowners’ Association, VDR

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MOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

EMISSIONS REDUCTION TECHNOLOGY

FS+ INJECTION FOUNDER EYES ALT FUEL, 2-STROKES MARKETS The FS MARINE + system has been field and lab proven for 4-strokes, and a current working process is defined for MAN and MaK engines. Work is underway with other engine manufacturers. FuelSave has approval projects underway with DNV and Bureau Veritas and is about to start work with Lloyd's Register and ABS. The technology has also attracted interest from the 2-stroke market, and FuelSave has received a Letter of Intent from one of the world's largest, independent container ship operators for a system to be installed on a 70MW slow speed 2-stroke main engine.

The FS MARINE + is the world's first onboard hydrogen generator and methanol injection solution with gas and liquid injection processes. The hydrogen used by the system is generated by an onboard electrolyser on demand as needed to avoid the need for a storage tank. The intelligent injection system injects the hydrogen (up to around 20 percent of the fuel mix), oxygen to increase combustion efficiency and also a methanol/water mixture to reduce combustion temperatures to control NOx emissions. The introduction of hydrogen results in earlier ignition and gives a more complete burn, boosting energy efficiency, reducing fuel consumption and reducing emissions.

The hydrogen, oxygen and methanol mix are each injected at separate, precisely calibrated positions along the air intake, with the exact positions determined on a case-bycase basis. Intelligent control is maintained using feedback on engine load and charge air pressure via different interfaces. With the system's inherent flexibility in injection timing, it has the potential to adapt and optimize combustion in combination with the use of new fuels with different characteristics, says CEO, Marc Sima.

For 4-strokes, the solution is suitable for ferries, cruise ships, heavy lift, heavy transport, dredging, pipe layers, PSVs, OSVs, wind farm installation platforms, accommodation vessels and offshore drilling units. There are no limitations on the type or age of 4-stroke engines upon which the system can be installed, nor any requirement for a common rail injection system. The system won't interrupt engine operation even if it experiences a failure, as it does not alter any part of the engine and does not touch the electronic control unit or fuel system.

The engine room layout is not an issue either, as modules are fitted in available space. Up to six engines or boilers can be supported in parallel with one system. A plug-and-play containerised version is also available. “We can deploy the system within three weeks if we can manufacturer the modules before delivery, and it can even be installed while a ship is underway,” says Sima. Some additional pipework is required to connect the FS MARINE+ Container to the engine and the ship.

As hydrogen is not stored onboard, bunkering and some regulatory restrictions are avoided. Although, for safety reasons, the hydrogen and oxygen are separated and

20 | MAY 2021

Photo: SAL

German clean-tech company FuelSave is hoping to test its hydrogen and methanol injection system on a 2-stroke engine after receiving EU funding and interest from a major container ship operator

injected independently. The methanol, in contrast, is bunkered, but the space requirements are modest.

The company already claims an average return on investment within three years for 4-strokes on larger deep sea vessels and around two years for cruise ships. Savings on fuel consumption can be 10-15% for 3-4% methanol consumption, NOx emissions can be reduced by 30-80% and particulate matter can be reduced by up to 40%. Sima says the system also reduces engine maintenance and repair costs, reduces lube oil consumption and enables IMO Tier I & II compliance for older ships, while IMO tier III compliance without a SCR is something the FuelSave team is keen to validate in a pilot.

Looking forward, Sima is looking to bring down the cost of the electrolyser and further increase efficiency.

The system was initially proven on trucks and stationary power generators. It has since operated for over two years on the heavy-lift ship MV Annette and resulted in a 25% primary fuel reduction. SAL Heavy Lift is installing the e system on another six vessels where itt will be applied to both the main medium-speed 4-stroke MAN 12.5MW 2.5MW 58/64CD engine and three 1MW MW auxiliaries.

FuelSave has signed gned the contract with Van Oord for or the DP3 vessel Bravenes which will ill also feature the world's first dedicated ted retrofit methanol storage tank containers. ners. Ferry operator DFDS has announced ced that it is evaluating the system, stem, and the technology is also positioned for Seadrill's eadrill's upgrade of its West Saturn drillship.

8 FuelSave is fitting its FS+ kit on six cargo vessels for SAL Heavy Lift, starting with the MV Trina

8 The system has the potential to adapt and optimize combustion [for alternative fuels], says CEO, Marc Sima

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

EMISSIONS REDUCTION TECHNOLOGY

INTEREST IN NH3 AS FUEL BUILDS ECLIPSING ALTERNATIVES

Image: Höegh Autoliners

Nitrous oxide emissions are just one of the challenges facing researchers into ammonia-fuelled engines but ship owner interest is building, Paul Gunton hears

Developing an ammonia-fuelled engine is not straightforward, and Kjeld Aabo - director, new technology, two-stroke promotion at MAN Energy Solutions (MAN ES) - knows it.

One challenge is to ensure the engine will be in compliance with emission standards, he told The Motorship. “We don't want to have a surplus of ammonia slip in the exhaust gas and we don't want to have N2O, laughing gas; that will be strictly forbidden.”

The Motorship has previously reported, in August 2020, that MAN ES plans to deliver an ammonia-fuelled two-stroke engine in 2024, if full-scale engine tests scheduled for 2023 are successful, but Aabo underlined the long-term importance of ammonia-based technology during a webinar in early May hosted by the Clean Ship Alliance (CSA) in which he predicted that it will be the dominant fuel by 2050.

Asked by the event's chair, CSA executive director Ian Adams, which alternative fuel he would “put money on”, Aabo said that, based on interest shown by the shipping industry, “my money would definitely go to ammonia.” That interest is not only related to new engines, he indicated: “a lot of operators ask us if it's possible to retrofit to ammonia and that is definitely the plan.”

Speaking later to The Motorship, Aabo stressed that his comments did not imply any view on whether ammonia was the right fuel for the future - “we don't want to go into [that] discussion” - only that it is the one attracting the most interest. “We talk about what is possible [and] there will be a variety of different fuels, such as methanol and E-LNG ... depending on the technologies that will be developed [but] we have meetings every day regarding ammonia.”

Those meetings are not only with shipowners: MAN ES has

8 Höegh Autoliners is ordering a new class of ammoniaready PCTC vessels

also been approached by some Norwegian hydropower station owners who are planning to use excess power to generate hydrogen and are exploring whether to then convert it to ammonia to simplify its storage and transport.

Ammonia or hydrogen in 2050?

Not everyone agrees with his outlook. At class society Bureau Veritas, its global technology leader in sustainable shipping Martial Claudepierre believes that gaseous hydrogen will be the predominant fuel in 2050, although he acknowledges ammonia's value as a carbon-free hydrogen carrier. Apart from that benefit, however, ammonia is a very difficult fluid: “it's very toxic, difficult to burn and not easy to store,” he told The Motorship.

But it has an important role to play and will be the main carbon-free fuel in 2030, Claudepierre said, followed by a shift in focus as hydrogen-based technology develops. “In 30 years, we can make huge progress in terms of internal combustion engines burning hydrogen,” he said, citing work done by engine maker ABC and shipowner CMB, who announced a dual-fuel four-stroke hydrogen engine in September 2020 and hope to have a mono-fuel hydrogen engine running this year.

“There will be also huge progress for hydrogen storage as a cryogenic liquid” and its distribution, Claudepierre predicted, “but we have 30 years ahead [of us] so, we can make it.”

Trial expectations Meanwhile, Aabo provided an exclusive overview of the intended outcomes of next year's two-stroke ammonia

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

MAY 2021 | 21

engine trials. Two research engine are already installed at its Copenhagen premises and tests will begin on a single cylinder and then progress to four, with a particular interest in its combustion properties.

As well as avoiding the risk of emitting N2O, ammonia slip and compliance with Marpol Annex 6, Tier II and III NOx standards must be met. All these will have to be confirmed before the engine's injection system can be designed and a key parameter in that design will be the amount of pilot fuel needed, which is not yet known, he said. Ammonia “is quite hard to ignite but we know we can do it; it's a matter of how.”

That confidence may be based on earlier work in 2019, which was mentioned in The Motorship article referenced above. At that time, MAN ES' promotion manager for dualfuelled engines, René Sejer Laursen, said that ammonia's comparatively slow flame velocity and slower heat release and combustion characteristics were no obstacle to combustion.

That article also mentioned a hazard identification (HAZID) workshop held at its Copenhagen offices in early 2020 that formed the start of the engine development project. It was chaired by Bureau Veritas with Aabo acting as host to a group of 32 people representing suppliers, yards and others with an interest in ammonia-fuelled propulsion.

Out of that came a number of parallel work streams, with MAN ES developing an ammonia fuel supply system, which will be essential for its engine trials.

For its part, Bureau Veritas announced an 'ammoniaprepared' class notation in early May and is planning to release a Rule Note (NR 671) about using ammonia as fuel, something that Aabo welcomes.

That will be published in late June, Claudepierre said, who described last year's meeting as taking a risk-based approach to assessing ammonia's use, modelled around a VLCC concept involving Shell. It was, he said, “a first milestone in engaging safety and the combustion process for ammonia.”

From HAZID to HAZOP A second gathering will take place in September by which time work will have progressed from HAZID discussions to HAZOP (hazard and operability) considerations. It will again be chaired by BV and will hear updates from all the participants but in particular from MAN ES, which is expected to present a concept engine design.

As before, the VLCC concept will focus the discussions, Claudepierre said, with the various participants each having different interests. Some will want to take away a better understanding of ammonia's safety challenges, others will seek more information about its combustion properties and another group will look for environmental outcomes, such as whether a scrubber will be needed to eliminate N2O. Ammonia class notations BV takes a safety-based approach in its rules, particularly in relation to preventing emissions and leakages on board and how to tackle any that occur so as to protect crew and passengers, Claudepierre said. And with so many details about ammonia's fuel use still unclear, “we are aware that we will need to frequently revise the rules,” he added.

This is reflected in its choice of words in naming it an 'ammonia-prepared', rather than 'ammonia-ready', notation.

It is made up of modules for different equipment types, including an engine module aimed at retrofitting projects. By allowing users to select those modules relevant to thir situation will avoid unrealistic expectations, he suggested.

BV is not the only class society to offer ammonia-related notations. On 10 May, for example, ABS published its notes

22 | MAY 2021

Credit: Bureau Veritas

EMISSIONS REDUCTION TECHNOLOGY

on alternative fuel options which noted that although ammonia is “considered a leading contender for fuel options ... there are also several challenges [and] a lack of prescriptive requirements.” Because of this lack of requirements, in February it issued a revised version of its Guide for Gas and Other Low-Flashpoint Fuel Ready Vessels, which has many references to ammonia and offers an 'Ammonia Fuel Ready' notation.

As The Motorship reported in January, ABS is classing the world's first ammonia-fuel-ready ship, a Suezmax tanker, plus two options, for Greek shipowner Avin International. The vessel is under construction at New Times Shipbuilding in Jiangsu, China, and will meet both ABS' Ammonia Ready Level 1 and its LNG Fuel Ready Level 1 requirements.

Then, in April, The Motorship reported another ammoniaready ship project, this time the first to be built to DNV rules.

This 9,100CEU battery-hybrid PCTC will be built for Höegh Autoliners at China's Xiamen Shipbuilding Industry and is expected to be delivered by the end of 2023 and to be the lead vessel in its new Aurora class of such ships. It will run on various biofuels and conventional fuels but could be converted to future zero-carbon fuels, including green ammonia, Höegh Autoliners' CEO Andreas Enger said in a statement.

8 Rules on ammonia will change as our understanding changes, says BV's Martial Claudepierre

Four-stroke ammonia engines Four-stroke engines are also being developed for ammonia use. MAN ES is involved with other partners in a three-year project, dubbed AmmoniaMot and backed by the German Federal Ministry of Economics and Technology, to produce a dual-fuel medium-speed engine able to run on diesel and ammonia; details were published in The Motorship in April.

Like its two stroke development project, this will also have to establish how much pilot oil is required for combustion and that earlier report said that one of the consortium members, the University of Munich, will use “a rapid-

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

compression expansion machine” to and work with MAN ES to develop the combustion models needed.

Although this may appear a similar task as for the twostroke engines, MAN ES' Augsburg R&D team reminded The Motorship that “significantly shorter combustion events are required in medium and high speed four-stroke engines.” In some other respects - in particular, classification and regulatory requirements - the two research streams can learn from each other, so no class society is involved in this four-stroke work.

This project's goal is to "define the steps necessary" to produce an ammonia engine and manufacturing will depend on market demand but “MAN ES will be ready to offer ammonia-ready four-stroke engines in the next couple of years,” the R&D team said.

Last June, Wärtsilä announced plans to start long term full-scale tests of ammonia as a fuel on a marine four-stroke engine at the Sustainable Energy Catapult Centre in Stord, Norway, in cooperation with Knutsen OAS Shipping AS and Repsol, backed by a NOK20M (US$2M) grant from the Norwegian Research Council.

As The Motorship reported at the time, these are said to be the world`s first full-scale four-stroke combustion engine test with ammonia.

The Motorship also understands that another ammoniafuelled engine project is in progress that includes Bureau Veritas, but Claudepierre was not able to confirm which engine manufacturer is involved or any other details of that activity.

Despite the enthusiasm for ammonia-fuelled engines, Aabo urged a sense of proportion. It is easy to assume, he

Credit: MAN Energy Solutions

EMISSIONS REDUCTION TECHNOLOGY

said, that all the engine models in a catalogue could be supplied in all sizes for all fuels, but “that's not the reality and not the way that engines are designed and developed,” he said. MAN ES' methanol engine, for example, is only available in one bore size.

Engine development is planned so as to remain competitive and on the basis of market feedback, he explained, “and here, ammonia is Number One.”

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

8 Ammonia will be the dominant alternative fuel in 2025, predicts Kjeld Aabo of MAN Energy Solutions

MAY 2021 | 23

BWTS

DEMAND FOR BWTS SURGES AS REGULATORY DEADLINE LOOMS While shipowners respond to the looming 2024 deadline for ballast water treatment systems to be fitted, suppliers are still acting to ensure systems comply with regulations, writes Samantha Fisk

8 Ecochlor's generator and chemical tanks

Shipowners are now being urged, if they haven't already done so, to get ballast water treatment systems (BWTS) installed onboard ships in order to be compliant with the 2024 deadline that is now set in place by the IMO. The Ballast Water Management Convention (BWMC) and the deadlines for installations has been a movable feast since the Convention was ratified back in September 2017.

Many in the industry were not prepared for it, although it was expected, which led to a push back on installation deadlines to allow the industry to catch up.

However, with this in mind the IMO MECP set the new deadline under the revised G8 rules that will see all vessel needing to be compliant by 2024. Due to nearly half of the world's fleet needing to be fitted with these system and the time constraints of actually installing systems this is now having other repercussions in the industry.

Filtering down One question that has been raised is the subject of the supply of parts, in particular filter units, some ballast water manufacturers have adapted to this future need by looking to manufacture and supply the filters for their own units.

A spin-off from this has been the reliability of filter technology, especially in more challenging waters. Due to this need for reliability ballast water manufacturers are upping their standards and doing further developments to their systems to make sure that they will meet with the requirements set for their customers.

24 | MAY 2021

In April this year, Ecochlor announced the launch of its EcoOne, its latest development of a no-filter BWMS and its EcoOne Hybrid. The main advantage of the systems the company highlights is that they are less costly without the sacrifice to the quality of the product.

The latest EcoOne is set to overcome the challenges of filter systems by also being able to operate in heavy challenging waters. It achieves this through having less operational parts and with this also lowering the expense of maintenance. Due to it having fewer components it is also easier to run for crew. The system also operates with less power and also has a smaller footprint.

Steve Candito, CEO, Ecochlor noted one particular study about the system in which, Argo Navis Naval Architect and Marine Engineers stated during a recent webinar that “a retrofit engineering study for an EcoOne retrofit could be completed 25% faster when compared to a standard BWTS with filter and could eliminate ass much as a week in time needed for the installation of the system.” The system also requires less material rial and equipment costs, with as much as “40% savings vings in piping and between 30 to 50% less cabling ing in addition to some owner's supplied equipment. ent.”

The system has undergone land-based testing as well as real life testing onboard nboard two Maran tankers; an Aframax and a VLCC for IMO BWMC Type ave been carried out Approval. Two additional tests have for USCG Type Approval which iss still pending.

8 Tore Andersen, Executive Vice President Sales and Marketing at Optimarin

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

BWTS

4 EcochlorBWMS (Filtration & ClO2): Vessels operating this system can operate anywhere in the world with no restrictions when it comes to temperature, salinity, or turbidity.

4 EcoOne BWMS (ClO2 alone): Vessels operating this system can operate anywhere in marine and brackish waters (i.e., ≥ 1PSU) and with no restrictions on temperature or turbidity.

4 EcoOne Hybrid BWMS (Dual mode filtration & ClO2 or ClO2 alone): This system will allow shipowners to operate their BWMS either with or without a filter. This option will be suited for shipowners who wish to have the flexibility of unrestricted operation globally, with the convenience of a no-filter system. Vessels that already have an Ecochlor BWMS with filters installed can upgrade to the Hybrid option with minimal cost.

Optimarin has also been keeping busy making sure that its system will meet with the requirements set out by the G8 Guidelines. Tore Andersen, Executive Vice President Sales &

Marketing, Optimarin explains that its system has recently had its filters upgraded with different filter mesh with Boll Filter and Filtrex filters.

“The system has got a revised G8 certificate and an upgraded USCG certificate with only two hours holding time,” explains Andersen, “On top of that we have got a flow control that gives the owner better possibilities to handle challenging water. The next upgrade will be a digital solution that will be launched soon, and a service package that will be launched their after.”

Filtersafe, a new entrant to the market has also been making key changes to its filter elements. Mark Riggio, Head of Marine, Filtersafe explains plains that: “We We have recently updated our filter elements from rom 316L stainless steel to 904L, which give 80% more resistance to seawater corrosion.”

In addition to this, the he company is also offering retrofit options for its filters to improve their eir cleaning efficiency and allow operators perators who operate in challenging ging water

8 Steve Candito, Ca CEO, Ecoch Ecochlor

Meeting with the regulations The IMO MEPC G8 Revised Guidelines came into force in October last year which has not just impacted shipowners but also the ballast water treatment manufacturers, as they dash to get ships compliant by the new deadline.

The main concern in the industry is around the subject of testing, as some flags jump ahead and start to make it compulsory ahead of the IMO deadline. Many are concerned about the hurdle that this will present in the future and the impact that it will have on the systems that they select.

Tore Andersen, Executive Vice president Sales & Marketing Optimarin explains the concerns around testing: “The only concern is this possible test after installation as it will create extra work, time and money. It has to be done according to our guidelines as is often forgotten during the process and there can be failure in the test because of the tanks not being clean for example.”

Ecochlor's CEO, Steve Candito pointed out that as of 28th October 2020, shipowners were required to install a system that has a BWMS Type Approval in order to be compliant with the IMO BWMC. “This requirement will negatively impact any vessel with trade routes outside the United States that selected a BWMC without approval,” he adds.

There are four changes implemented in the BWMS code that shipowners should be aware of: 4 System operating parameters 4 System design limitations (SDL's) 4 Bypass records requirement 4 General monitoring notations These changes also bring more challenges with them, for instance, Candito highlights that the changes in “system operating

parameters”, in relation to water quality, focuses on the salinity and temperature of the water. For G8 Type Approval, manufacturers could test their BWMS in only two different salinities but received an approval for all three water types - fresh, salt, and brackish water.

Under the new BWMS Code requirements, manufacturers must test in all three salinities to receive approval for all three. Further, at least five land-based test cycles in each salinity must be conducted in order to evaluate compliance with the D-2 standard at the minimum holding time specified by the BWMS manufacturer. A BWMS that has not been tested in all salinities will have their limitations included within the Type Approval Certificate.

Candito continues to explain that the second change focuses on System Design Limitations (SLDs) and again the Type Approval Certificate must identify each relevant operational parameter together with the validated low and/or high parameters.

For example, if there are limitations related to turbid or “dirty water”, which would be particularly important for UV system approval for vessels on trade routes that include muddy rivers like the Mississippi, Amazon, and Yangtze. The vessel owner must ensure that any UV BWMS's SDL encompass the dirtiest water the vessel is likely to encounter or the BWMS will not be approved to operate in certain locations based on the SDL listed on the Type Approval Certificate.

Chris Todd, Hyde Marine also adds: “System Design Limitations are more clearly identified under the BWMC Code.

Unfortunately, many vessels will encounter water conditions or quality that are outside the SDL's for a particular system which can

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

result in performance or downtime issues.”

Tim Fileman, Technical Manager & Head, The Ballast Water Centre also adds that there is also a concern about the lack of efficacy testing going into the future. “If we are to make BWMS work for the environment there must be compulsory efficacy testing of systems to check function and operation,” he says.

Candito notes that the third factor relates to bypass requirements in the BWMS Code that now requires makers to have “...bypasses or overrides to protect the safety of the ship and personnel...” that are connected to the vessel's ballast system. These bypass systems must activate an alarm and be recorded by the BWMS's control and monitoring equipment. The crew is also required to record this information within the ballast water record book every time the system is bypassed, or an alarm activates.

Lastly, Candito says with regard to general monitoring, the system must monitor, record and store sufficient data on the various operating parameters to verify correct operation for the past two years. Alerts must automatically occur when the system is shutdown or when an operational parameter exceeds the approved parameter.

Todd notes that the next steps for the maritime industry will be “initial testing at system installation of prove efficacy, as well as component replacement for upgrades and obsolescence.”

Fileman concludes that: “We are now in the phase of getting all ships fitted with BWTS before 2024. This is a big hurdle to overcome,” that also technologies for treatment will need to be improved and also look to developing new technologies along the way.

MAY 2021 | 25

BWTS

Surging orders The manufacturers agreed that orders were rising as the deadline for fitting ballast water treatment systems nears.

“Larger ships are installing systems at a faster rate than smaller ships, likely due to newbuilding rates and drydock schedules. We are also seeing companies demanding highquality filters able to handle challenging water conditions,” comments Riggio.

However, with such high demand in the market and a plethora of systems on the market, Christopher Todd, Executive Director at Hyde Marine highlights a concern for the market in that: “Installations of systems is rapidly progressing at a rate of around 6,000 vessels per year according to recent Clarkson's data. Much has yet to be revealed about the quality and performance of these systems over time as they are being rapidly deployed.”

Rapid deployment of systems is a concern with a surge in installations predicted by some bodies for mid next year.

Andersen also comments about this rush that: “We see that owners have tried to postpone the installation as long as possible, and are now planning for installation on their fleets from 2022 and onwards. So we are going to see a boom coming in this period as is slightly a year later than expected.”

For this Optimarin are expecting to see increased growth and capacities for yards and engineering companies for ballast water treatment systems over the next couple of years. He also highlights that: “The installation cost has been increased lately due to the steel prices and capacities.”

Optimarin have also seen increased demand on service and are now focusing efforts on its service networks so that it will be able to assist its customers 24/7.

Doing diligence The other effect with this boom market has been for the ballast water treatment manufacturers themselves through further consolidation of companies. Candito remarks about this: “We are already beginning to see consolidation within the BWMS sector; some manufacturers are no longer supporting their installed systems and/or are not pursing regulatory compliance, such as the IMO BWMC. It is important for shipowners to research makers to ensure that they are planning with long-haul strategies in place for a solid position in the world market.”

Performance and reliability are key for shipowners adopting this technology. For shipowners the systems need to work and have the reassurance that they will work for a long period and in any environment.

As Riggio comments: “Performance, performance, performance. Ships are learning to live with BWMS and they are learning that performance is the key to their happiness.”

Ecochlor also echo's this with Candito noting that: “I believe a main concern for shipowners is when they don't have confidence that their BWMS system is in compliance every time the ship discharges.” He notes that to meet with this challenge Ecochlor look to meet and exceed the environmental regulatory standards for its clients.

Todd also comments that: “some systems are not reliable or are not treating to the required discharge standard, which can cause delays getting into or out of port.” The issue with this going forward will be that as enforcement ramps up this can end up being costly for the shipowner in both time and money to resolve.

In September 2020, Ecochlor received Type Approval from

26 | MAY 2021

Credit: Optimarin

conditions the opportunity to have higher throughput and less chance of having filters clog when they are ballasting in difficult, muddy waters.

the Norwegian Maritime Authority (NMA) for the IMO BWMS Code (MEPC.300(72) / revised 2016 G8) standards. The new certification applies to the entire range of Ecochlor ballast water management systems (BWMSs), with flow rates of between 500m3/hr. and 16,200 m3/hr., meaning that shipowners can continue to install the Ecochlor BWMS since the IMO BWMS Code came into force on October 28, 2020, deadline. The Company completed the additional testing required for active substance technologies for full approval in marine, brackish and fresh waters earlier in 2020. The tests confirmed that no changes in equipment or in the operation of the Ecochlor BWMS were required.

To conclude, there are still challenges that lie ahead for shipowners and BWTM's, as Riggio highlights: “The market needs to continue to work together to learn from the experience of the first half of the installation cycle. We are halfway through the 5-year cycle and there are many players as we have always had. There is not enough market for the number of treatment systems available and cost continues to have significant negative pressures.”

8 The Optimarin Ballast System (OBS) consists of backflushing filters and UV treatment with powerful 35kW lamps

8 A Hyde Marine BWMS

Photo: Hyde Marine

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

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REGULATORY INSIGHT

CLASS PERSPECTIVES ON EEXI COMPLIANCE STRATEGIES John Kokarakis, Technical Director, Technology & Business Development Hellenic-BS-ME Zone at Bureau Veritas Marine & Offshore explains the operational challenge for shipowners in meeting the environmental requirements of today and the future

8 Bureau Veritas noted that 30% of containerships will comply with EEXI regulations without any changes

Reducing the environmental footprint of the shipping industry is a top priority for marine stakeholders and legislative bodies, with green regulations for emissions like NOx and SOx already in force. The International Maritime Organization (IMO) has set 2030 as the target date for reducing ships' carbon emissions per transport work by 40%, targeting a 70% reduction for 2050 compared to the 2008 levels. These should be combined with an ambitious reduction of greenhouse gas (GHG) emissions by 50% in 2050 across the sector.

To achieve these targets, in June 2021, MEPC 76 will unveil two regulations that will impact ship owners worldwide: The Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Indicator (CII). Shipowners must make significant decisions in order to meet these two regulations. The onus will be on making smart choices that protect OPEX and CAPEX investments and lead to commercial benefits.

Sector matters On the basis of the preliminary EEXI formulation, it can be concluded that about 70% of Bureau Veritas' classed fleet that is subject to EEDI compliance, complies with EEXI regulation without any changes. Looking at post-EEDI ship types we have compliance in 60% of bulk carriers, 70% of tankers, 30% of containerships, 100% of LNG carriers, 57% of gas carriers and 80% of cargo ships. The most prevalent way to comply is the Overridable Power Limitation (OPL). An average of 20% OPL is needed for compliance of the global

28 | MAY 2021

fleet. In 6% of the fleet, over 40% OPL is needed, while 9% needs to do nothing. If the OPL for EEXI compliance does not limit power below what is in use in today's era of slow steaming, it is unlikely to experience speed reductions over 5%. Reductions of CO2 emissions are thus expected from setting a barrier to a future of higher speeds and due to longer operation of the fleet at lower power and speeds.

It is essential for each shipowner within its market sector to analyse its fleet by individual vessel and understand where savings need to be made and how this can be done efficiently to meet the regulatory requirements and improve performance with a verifiable and acceptable Return on Investment (ROI) time. Some vessels, in addition to OPL, may revert to slow steaming, while others may choose a combination of technical measures like wind assisted propulsion and/or air lubrication to improve their metrics. In general, improvement of EEXI and CII is achieved with a mixture of technical and operational measures.

The moving goalposts Following adoption of the new regulations, ship owners will have just over a year and a half to prepare their vessels to comply. Time is of the essence. The CII requirement uses building blocks already available in MARPOL Annex VI: the IMO Data Collection System (DCS) for fuel oil consumption and the Ship Energy Efficiency Management Plan (SEEMP). In June 2021, the details of the CII metrics will be finalized including the definition of a rating mechanism, the annual

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REGULATORY INSIGHT reduction of each ship type to reach the targets and the verification audit regime for SEEMP. On 1 January 2023, EEXI and CII will enter into force.

The annual reduction requirement of CII will put increasing pressure on shipping between 2023 and 2030, and may have significant implications on OPEX and CAPEX. Both EEXI and CII requirements are subject to reviews which are to be completed by 1 January 2026. These reviews will determine the extent to which the regulations might become stricter to achieve the targets. CII enforcement after 2026 is likely to become stricter as we move ever closer to 2030. It is likely there will be stricter limits - or moving of the goalposts, depending on your perspective. Consequently, ship performance must be considered on a long-term basis.

Young vessels on the water today need to be making the right decisions to avoid joining the list of stranded assets.

Class is key to compliance Vessels must be ready for 2023, to earn the certificates allowing them to continue sailing and trading. Following approval of their EEXI technical file, they receive their International Energy Efficiency Certificate (IEEC) after 1 January 2023, at the first annual, intermediate or renewal survey. For CII, managers must determine ships' carbon intensity profiles and develop an expanded Ship Energy Efficiency Management Plan (SEEMP). This mandatory document is a ship-specific plan which contains the mechanisms to help improve its energy efficiency in a cost-effective manner.

Bureau Veritas has a plethora of tools and experience to improve both EEXI and CII metrics following a unique procedure. Potential measures are analysed with key feasibility criteria like the time, the required CAPEX, Return of Investment time, the age of the vessel, the operational profile, the ship design and acceptability of the resulting speed loss due to the OPL. Depending on required reduction of the metrics for compliance a variety of options exist.

Starting from the less effective Category A Energy Saving Devices which lower the power-speed curve like ducts, preswirl fins, rudder bulbs, PBCF, high performance coatings and ascending to more drastic reductions with category B devices, which include wind assisted propulsion with rotor sails and reduction of resistance with air lubrication systems.

Category C devices such as waste heat recovery systems exploit the energy of exhaust gases. Significant savings can be gained through propeller and bow optimization.

We believe that a feasible way to improve the metrics is the engine optimization by retrofit and upgrade. Eco-cams ensure flexible exhaust valve timing, eco-nozzles optimize the fuel spray boosting efficiency, turbocharger cut-out at lower loads improves the efficiency of the remaining ones, variable injection timing optimizes engine performance, derating and tuning reduces fuel consumption, slide valves eliminates deposits when slow steaming and a variety of other improvements. The target is to preserve the validity of the NOx Technical File. It is also imperative to ensure an adequate Light Running Margin (LRM). For some vessels, a low-hanging fruit is the increase of the DWT which will reduce both EEXI and CII. Undoubtedly, a change of fuel - with the right fuel - is probably the most drastic way of delivering CO2 reduction, although it is also associated with high CAPEX and OPEX. Attractive candidates with affordable CAPEX are the technologically mature second-generation biofuels.

The EEXI formula is relatively insensitive to the Energy Saving Devices (ESD) with the exception of the more sophisticated options like gate rudders with a reported power gain over 15% or the counter-rotating propellers. A duct with a power saving of 5% will yield an EEXI reduction of

1.7%. Another issue is the availability of these devices. A rotor sail based on the Magnus effect can yield fuel savings between 5 and 10%, although values as high as 20% have been reported. It is noted though, that the operation of rotor sails is intermittent without continuous availability, similar to solar panels. First movers, who pioneered the installation of ESD following delivery of their vessel must now get credit for the corresponding reduction of emissions and fuel consumption by employing CFD, sea trials or model tests.

CII is more challenging given that a phased reduction is required annually. It can be reduced by a plethora of operational measures like LED lighting, VFD controlled pumps and fans, battery hybridization, utilization of higher efficiency fuel cells in lieu of diesel engines for production of electricity, frequent hull cleaning and propeller polishing, weather routing, voyage planning, trim optimization for low block coefficient ships, and installation of shaft generators, which also improves EEXI. Each new environmental regulation advanced by the IMO reinforces how crucial the shipping industry's energy transition has become. Bureau Veritas has a key role to play in accelerating the energy transition by supporting the efforts of ship owners and managers to reduce their environmental impact and place them in a commercial “pole position” for today and for the future. Working with class societies to benefit from their independent, accurate and impartial technical support can ensure vessels are operating efficiently, today and in the future, protecting assets and commercial operations. It is about being prepared for change and ahead of the curve. Making smart investments now will protect shipping's future.

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8 John Kokarakis noted that CII would require a phased reduction annually

8 Bureau Veritas noted that 100% of LNG carriers in its classed fleet comply with EEXI regulations

MAY 2021 | 29

EEXI RETROFIT

SHOULD SHIPOWNERS BALANCE EEXI WITH CII REQUIREMENTS? Dr. Chris Craddock, Head of LR's Technical Advisory & Ship Performance Team, says power limitation is fully permitted by the IMO to improve the attained EEXI and is expected to be the most popular choice for shipowners. It is typically very effective in reducing the EEXI, relatively straightforward to install, relatively inexpensive and relatively non-invasive on commercial operations. It also allows for reserve power to be used up to the total installed power in the case of an emergency, so it does not compromise safety.

However, it does involve a number of additional statutory requirements in terms of verification and approval from the Flag Administration or Recognised Organisation (RO). In some cases, it can increase ship vibration, and, critically, in many cases it will be ineffective in reducing operational carbon intensity (carbon intensity indicator (CII)), and other improvement measures will be required to achieve this.

Operators of EEDI certified vessels will need to ensure they know the required EEXI (which may differ from the required EEDI), he says. “If it is equal to or higher than the attained EEDI (which has been verified by the Flag Administration or RO) then these vessels will only require an International Energy Efficiency Certificate. However, if it is not, then these ships will first need to undergo the full process of calculating the attained EEXI, evaluating and implementing any required improvement measures, compilation of the EEXI Technical file and obtaining statutory verification.”

Equipment manufacturers are offering a range of services to support shipowners.

“There is an old and tired joke in the marine industry that if an owner actually totalled up all the fuel savings offered by suppliers that most vessels would actually produce fuel rather than burn it,” says Jon Jackson, Product Manager, Caterpillar. While there's no doubt that multi-milliondollar industry research efforts increase owner profits and benefit the environment, he says sometimes these benefits fail to replicate on a vessel or the benefits are so deeply muffled within the vessel that they are hard to document.

Caterpillar's Multi-Engine Optimizer (MEO) uses proprietary fuel maps and algorithms to maximise fuel, emissions or response efficiency on vessels with multiple power sources and multiple load factors through engine prioritisation and the capability to select differentiated engine specific load points. A key benefit, says Jackson, is that MEO can document the fuel savings it generates by comparing MEO driven fuel usage to simulated usage based on previous behaviour or the customer can turn MEO off and observed the increased fuel usage.

“You cannot turn off a hull coating; you cannot turn off your drive motors; you cannot turn off your propeller design, but you can turn MEO off and see the consequences.”

Operators can use technologies to improve vessel

30 | MAY 2021

Credit: MHI-MME

To meet Energy Efficiency Index (EEXI) requirements, shipowners are balancing the need for energy saving technologies with what some in the industry see as a quick fix engine power limitation (EPL)

efficiency, lower operating costs, and provide total optimisation with support from Caterpillar's expertise and solutions, such as MEO. "MEO can precisely choose the times and depths of battery cycles that bring the most benefit to a customer. This is achieved with MEO's access to fuel maps, the use of customer operating mode indicators, our optimization indicators, and MEO's ability to anticipate daily load profiles based on customer and operational input,” says Jackson.

Giulio Tirelli, Director of Business Development at Wärtsilä, describes a case where the inclusion of energy from solar panels seems beneficial, but without appropriate power management can cause a ship ship'ss engines to run below optimum, negating egating any emissions' benefits.

Limiting engine power doesn't automatically imply a corresponding sponding effect in emissions reduction, eduction, because many vessels are e already operating at lower speeds. ds. Tirelli says the potential loss of efficiency of having a main engine e running below its optimum can be countered ystem to the by tuning the propulsion system dding energy new operating point or by adding

8 Replacing several parts on a standard MET Turbocharger allows retrofitting to an integrated EGB turbocharger Inset: MOL TechnoTrade is developing an energy-saving high lift rudder with bulb fins in partnership with Akishima Laboratories and a rudder manufacturer

8 Dr Chris Craddock of LR

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EEXI RETROFIT

‘‘

An issue for tanker operators could be that even relatively young vessels will have to compete with newer, more efficient vessels able to operate at higher speeds saving devices, above and below the water, including renewable energy sources such as Flettner rotors. Despite the current focus on future fuels, he believes the options that will be taken up will be ones that have short lead times. “For the marine industry, 2023 is tomorrow!”

Tirelli cites the example of what was the shipping industry's first hybrid installation for a bulk carrier. In operation since 2019 on the Paolo Topic, Wärtsilä's hybrid power module, the Wärtsilä HY, ensures seamless integration of a solar array and battery system into the ship's existing power production systems. This benefits the EEXI and also the CII, something he recommends shipowners consider when looking for solutions. Tirelli points to another bulk carrier hybridisation that meets EEXI requirements and lifts the vessel's CII rating from C to B. Vessels that only have power limited run the risk of being passed over by charterers looking for both speed and efficiency, he says.

Filippos Nikolatsopoulos, Manager of Business Development at ABS, estimates that 7,000 tankers will likely have to take action on EEXI requirements. In some cases, it could be that scrapping is the cost-effective option. “An issue for tanker operators could be that even relatively young vessels will have to compete with newer, more efficient vessels able to operate at higher speeds.”

Maintenance costs will be another issue. “From a decade of slow steaming, the industry is well aware of the very detrimental effect on engines and components that can be caused by operating an engine at lower than its designed power level.”

Jonathan Strachan, New Build and Vessel Conversion Director at design and engineering consultancy Houlder, estimates that 68% of the bulk carrier fleet will have to take action to comply with EEXI requirements. The average operational speed of the fleet is around 20% lower than design speed. Assuming that a 50% engine power reduction corresponds to approximately a 20% reduction in speed, the majority of vessels will not be adversely affected by fitting a power limiting device. A further 6% of bulk carriers may need further modifications, and the picture is much the same for tankers and container ships. He says that just going for power limitation devices is a missed opportunity to address, for example, the bulbous bow and propeller which were designed for a different speed.

Mitsubishi Heavy Industries Marine Machinery and Equipment (MHI-MME) offers a range of EEXI solutions.

Retrofitting redesigned optimal propellers rs for slow steaming by engine low-load operation can yield eld fuel efficiency improvements of 3-10% for container ships hips equipped with high-output engines and 3-5% for other ship hip types.

MHI-MME is also promoting the development velopment of MET turbochargers to match the needs of propulsion pulsion engines and variable turbine inlet (VTI) turbochargers,, which are suitable for ultra-low-load operation and enable the improvement of EEXI with ease, says the company. For VTII turbochargers, the turbine inlet can be easily modified to optimise timise turbocharger efficiency for partial-load operation, giving about a 3% n of an exhaust gas improvement in fuel efficiency. Installation

bypass line on a standard MET turbocharger allows the exhaust gas to be bypassed during high load and the retrofit of an integrated EGB turbocharger, giving about a 2.5% improvement in fuel efficiency.

EEXI requirements have led to increased interest in MOL Techno-Trade's propeller boss cap fins (PBCF). With more than 3,500 units sold, the company has introduced a new design with taller, more rounded and twisted fins that provides up to 5% fuel savings as thrust and torque reduction is improved. Combined with other energy saving devices such as a duct, 8% fuel savings can be obtained. The PBCFs also generate energy savings for fins and rudder bulbs.

The company is also developing an energy-saving high lift rudder with bulb fins in partnership with Akishima Laboratories and a rudder manufacturer. The rudder saves energy and provides good manoeuvrability. Its rudder's twisted horn is shaped to enhance negative pressure on the front edge of the rudder, increasing thrust. The end plate under the rudder is reduced in size to reduce resistance, and a large central bulb with a flat front surface reduces propeller inflow speed and improves propeller efficiency. The first ship fitted with the rudder is expected to be delivered in early 2022.

Class societies are keen to help shipowners, and in April, Korean Register (KR) launched its online EEXI/CII calculation program. KR has established a decarbonization taskforce to help shipping companies to stay compliant with the relevant regulations. The taskforce is also exploring technology for carbon neutral, alternative marine fuels such as hydrogen, methanol and ammonia.

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8 Jonathan Strachan, New Build and Vessel Conversion Director at design and engineering consultancy Houlder

8 Far left: Filippo Filippos Nikolatsopoulos, Manager of Busin Business Development at A ABS Left: Giulio Tirelli Tirelli, Director, Business Development Marine Power, Project Services, Wärtsilä Italia

MAY 2021 | 31

EEXI RETROFIT

WÄRTSILÄ SEES COLLABORATION AS DECARBONISATION SOLUTION Wärtsilä expects the increasing complexity of strategic choices facing shipowners and the rapidly evolving range of solutions available to create demand for closer working relationships between the diversified technology company and customers.

In response the company is extending the scope of existing strategic advisory services, which the company has been providing to a number of customers for some years, Andrea Morgante, Vice President, Strategy at Wärtsilä Marine Power said.

The engagement is intended to provide customers with a range of options or scenarios to guide the development of their fleet to ensure that individual assets, and the fleet as a whole meet decarbonisation targets.

While the immediate focus for the many customers is likely to be meeting upcoming EEXI recertification and subsequent annual CII rules, strategic shifts in the fuel environment over the upcoming decade and other technological advances are likely to mean that the industry will undergo a period of sustained change.

Morgante also noted that Wärtsilä was also considering extending the scope of its existing outcome-based agreement to new products, or to new metrics, citing the provision of guarantees for maximum greenhouse gas emissions as one of the services under consideration. As with the strategic engagement, Morgante noted that this was merely an extension of services that Wärtsilä was already offering to customers.

For both the Decarbonisation Pathway and outcomebased agreements, Morgante emphasised that discussions with interested parties had already begun. Some of the discussions for the strategic service were being held with customers with two-stroke vessels from the deep-sea fleet, for whom Wärtsilä supplied different shipboard machinery.

The road to the Decarbonisation Pathway The evolution of the company's thinking had been driven by first-hand experience of client requirements, and also by the Group's work on addressing the challenges facing customers, Andrea Morgante commented.

The Vaasa-based company has already been engaged in detailed discussions with customers around solutions for EEXI. The conversations had broadened in scope from Wärtsilä's products to the vessels as a whole, and finally out to a fleet perspective.

“At that point, we chose to approach the challenge from our customer's perspective,” Morgante said, “rather than acting 'just' as an OEM”.

Applying a fleet-wide lens to the data that Wärtsilä has developed over time allowed the technology company to derive operational insights, Morgante said. This is based on the development of data sets covering different vessel types and sizes, as well as different operating profiles.

However, the data-driven insights were vastly enhanced

32 | MAY 2021

Photo courtesy of Wärtsilä/credit Christoffer Björklund

Outcome-based agreements and strategic fleet-level decarbonisation advice will be among the solutions on offer for shipowners facing challenging environmental targets, Andrea Morgante, Vice President, Strategy at Wärtsilä Marine Power tells The Motorship

following direct engagement with the customer. “The beautiful thing was when we engaged at a deeper level, and customers shared with us more detailed information about the fleet,” Morgante said. This allowed the customer and Wärtsilä to gain a broader fleet-level perspective, taking into account the age and operational profile of the vessel as well as the ROI and timeline of upgrades for the respective assets.

CII as a variable Another important factor for customers to take into account was the likely impact of CII regulations upon the freight market, which is already seeing the emergence of different environmental tiers. “We just don't know enough about the CII today to be able to predict what the impact is likely to be upon the freight market,” Morgante said.

“What is clear is that both EEXI and CII are coming, and will come into force in 2023.”

Morgante speculated that one of the potential effects might be to create a multi-tier freight market, with premiums for environmental performance.

Morgante was interviewed on 20 May. The Motorship notes that this was before the Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 7) was due to meet to decide whether the chosen metric for assessing CII would be the energy efficiency operational indicator (EEOI) or the annual efficiency ratio (AER).

This was also likely to have ve an impact on fleet management decisions, Morgante noted.

“Customers might want to look ok at upgrades for EEXI and CII at the same time e for assets with a much longer lifetime ahead, ad, for example.”

Conversely, from a fleet perspective, ective, ship owners may choose to restrict the scale le of investment in a certain number of vessels.

However, Morgante warned against focusing bed simply as a solely on EEXI, which he described

8 Wärtsilä is continuing research into new fuels for its engine products

8 Andrea Morgante, Vice President, Strategy at Wärtsilä Marine Power

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EEXI RETROFIT 'go/no go' approval. In some ways, the decisions after EEXI become more complex, particularly if shipowners factor in the likely emergence of a regionally fragmented market, with the potential that different regions or even countries may be dominated by different fuel types, reflecting differing national strategic objectives. The impact on vessels and fleets would vary according to their operational profile, and whether they operated within a single region, or across different regions, which may well be pursuing different paths to decarbonisation.

In order to help customers address and resolve questions around investments in vessels and their sequencing, Morgante suggested that a process of developing scenarios might help ship owners crystallise their plans. Such a scenario-building exercise was likely to form a core part of the Decarbonisation Pathway offering.

Technology and the pathway Morgante noted that as part of the pathway, Wärtsilä would look at a range of different potential solutions to help customers respond to the evolving landscape. The technologies come from three different technological lenses, and include fuelflexibility, electrification and energy saving devices.

“Given the likelihood of the emergence of a multifuel scenario, we believe flexibility is the key,” said Morgante.

Morgante added that while fuel flexibility was typically a consideration for newbuilds, “we believe that pure retrofits will also play a big role, and we are working on that also.”

But the real advantage of the wide array of products is that it means that the mix of solutions can be tailored to a vessel's specific operational circumstances. Other products may enter the company's portfolio in the future as well, Morgante said, referring to company's collaborations on fuel cells, as well as ongoing research into new fuels for its engine products.

Outcome-based agreements Alongside the focus on the Decarbonisation Pathway, Morgante discussed Wärtsilä's plans to extend its outcomebased agreements to a wider number of customers.

The introduction of a risk-sharing business model is intended to help address the uncertainty that some owners feel around eventual operating costs when planning newbuilds, for example.

“We see a clear link between shipowner risk appetite and our ability to mitigate that risk by sharing part of the operational risk,” Morgante said, adding that in return “Wärtsilä shared the benefit with the customer if we achieved or bettered an agreed improvement path”.

While Wärtsilä's existing outcome-based agreements have been based on either fuel consumption or uptime, the former feels particularly relevant as the engine's carbon footprint is a function of its fuel consumption. “As we are already doing this, I fully expect to see discussions around a first emissions-based agreement in the near future.

The solution has encountered interest firstly among larger customers, with whom Wärtsilä has a deep relationship, attracted by optimized asset operations, improved TCO and cash-flow and the opportunity of risk-sharing in an increasing complex technological and regulatory environment “We are already in discussions with a number of customers about such agreements, building on our experience and collaboration since 2017 with Carnival Group, and more recently with an unnamed customer in January 2021.”

8 Andrea Morgante discussed plans to extend outcome-based agreements to a wider number of customers, building on experience and collaboration since 2017 with Carnival Group

The strategic dimension Wärtsilä as a business has been consistent in identifying decarbonisation and digitalisation as two of the sweeping changes affecting the shipping market.

In a media event on 18 May, Håkan Agnevall, the ceo of Wärtsilä, summarised the challenge facing shipowners who need to navigate the emergence of different alternative fuels, and different operating models.

Push factors driving shipowners to decarbonise include significant regulatory, societal and customer pressures, while the likely transformation of the fuel landscape into one dominated by alternative fuels represents a pull factor.

Decisions around the specification of newbuildings, and their fuel types in particular, are likely to have long-term implications for individual vessels.

Agnevall noted such decisions were likely to become a C-suite decision, rather than a decision for the newbuilding department or technical managers.

Andrea Morgante deftly linked these overarching themes to commercial challenges confronting shipowners at the moment, and reduced the techno-economic, financial and regulatory challenges confronting shipowners to four main dimensions.

“The many forces that are pressurising shipowners can be boiled down to four main factors.

Regulation drives firstly cost of compliance, of which is the most pressing example. Secondly it is expected that a variable carbon cost will be introduced, with th a direct impact on operational costs, and ultimately on profitability. There is a clear consensus that the cost of fuel oil will rise, regardless of whether the mechanism is a carbon tax or a cap and trade or ETS-type system. On the other hand, if you switch to o alternative fuels, the fuels will be more expensive, without taking into account potential higher Capex costs.

The third is how the changing market

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environment will affect the cost of cargo, and the implications for the beneficial cargo owner. This is interconnected with how CII will potentially affect the freight market. This will also potentially hit owners both at the asset level, because the real value of your asset may well be lower than expected, and also in terms of refinancing. The latter is the expression of the fourth driver: the emergence of green finance.”

8 Håkan Agnevall, the ceo of Wärtsilä summarised the challenge facing shipowners who need to navigate the emergence of different alternative fuels

MAY 2021 | 33

EEXI RETROFIT

MAN EEXI ASSESSMENT SERVICE TO BE ENGINE MAKER AGNOSTIC For EEXI compliance, MAN ES will provide an EEXI assessment report containing an evaluation of measures needed to comply with EEXI and a proposal for implementing those measures. The proposal will include solutions such as engine power limitation, mechanical retrofits and upgrades and dual-fuel conversion. These solutions for customers will be available after the adoption of the new EEXI regulations at MEPC 76 in June 2021.

EEXI requirements relate to ships above 400gt and will take effect from 1 January 2023. The EEXI is based on a required reduction factor (expressed as a percentage relative to the Energy Efficiency Design Index baseline). Ships must be surveyed for compliance with EEXI requirements at the first annual, intermediate or renewal survey following the entry into force. Accordingly, all EEXI certificates should be issued no later than by the relevant date between 1 January 2023 and 31 December 2023.

The EEXI survey will take place while in port; no in-service tests will be required, but MAN ES strongly urges its customers to act as soon as possible as demand for technical solutions is expected to increase as the deadline approaches.

Existing and new MAN customers will initially have to contact their local MAN PrimeServ office in order to get the EEXI assessment report. Later on, a web-based solution will be made available.

The EEXI assessment report is based on design and test bed data, as EEXI is a design related efficiency index. Basic data about the ship is required, and MAN will request data regarding the main engine that is available from shop test reports. MAN is able to propose performance improvements for customers who haven't used MAN service engineers or original parts and will be able to offer EEXI assessment reports regardless of designer/manufacturer of the main and auxiliary engines, as long as the necessary data is provided.

EEXI assessment report can also be requested by charterers. However, according to the regulation it is the shipowner who has the responsibility of complying with EEXI requirements and having a valid EEXI certificate.

MAN is also offering Carbon intensity indicator (CII) services. The CII is defined as CO2 emissions per transport work2 (e.g. CO2 / dwt x nautical mile), and from 1 January 2023, all ships above 5,000gt will have to calculate and report their CII on an annual basis. Based on this, they will be rated A to E (A = major superior performance, B = minor superior, C = moderate, D = minor inferior, E = inferior performance). Ships rated D for three consecutive years or rated E will require a plan to improve their rating. Administrations and port authorities are being encouraged to provide incentives for ships rated A or B. MAN ES will be able to generate CII reports annually based on the actual travelled distance and fuel consumption of the vessel. To improve CII performance, MAN ES can provide a series of fuel saving solutions. For 2-stroke engines, this includes dual-fuel conversion, engine power limitation, turbocharger cut-out (the option to disable one of the

34 | MAY 2021

Credit: MAN ES

MAN Energy Solutions has written to 2- and 4-stroke customers offering a range of Energy Efficiency Existing Ships Index (EEXI) solutions that can be adopted to meet upcoming legislation

turbochargers), PMI Adaptive Cylinder Control (optimised exhaust valve operation), PMI AutoTuning (optimised cylinder pressure), MAN EcoTorque (to improve cylinder liner condition), MAN EcoNozzle (redesigned fuel nozzle featuring an optimized fuel spray pattern), MAN EcoCam (flexible exhaust valve timing), PMI Variable Injection Timing and other customised retrofit solutions such as de-rating, part load optimisation, propeller upgrade, installation of other propulsion efficiency improving devices as well as exhaust gas bypass retrofits.

For 4-stroke genset engines, solutions offered include part load optimisation, wet and dry cleaning and low-sac nozzle installation. For 4-stroke main engines, solutions can include dual-fuel conversion, engine power limitation, turbocharger retrofit, life cycle upgrade (DF ready), part load optimization and waste heat recovery (ORC) system installation.

MAN will utilize its global network of MAN PrimeServ service hubs for the implementation of technical measures to improve efficiency, reliability and to meet EEXI and CII requirements. MAN says existing engines, machinery, auxiliary systems, instrumentation and control systems might be aging, but that does not mean they cannot keep delivering value. Upgrades to meet EEXI and CII requirements can boost performance, save on fuel and lube oil while lowering maintenance costs and enabling more flexible operation.

Continuous development and modernisation through comprehensive, tailored retrofit solutions can bring assets up to date and keep them there, says MAN ES.

8 MAN Energy Solutions is offering to provide an EEXI assessment report to customers

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CONDITION BASED MANAGEMENT

RISING DATA AND INTEGRATION ENABLE WIDER CBM STRATEGIES

Credit: Wärtsilä

Data transfer is cheaper and more data is available, creating the potential for onboard and shoreside staff to get the big picture of their vessels, but there are still silos that still need to be overcome

“The standards are very few, and the variations in data are endless,” says Knut Erik Knutsen, Principal Researcher at DNV. It's a challenge that the class society is working on. “The manufacturers are the best experts on their equipment, but the exchange of data can be a problem due to the different data types, standards and structures used by equipment and sensors onboard.

So, we have been looking at standardisation and into the concept of health indicators such as remaining useful life to create a more efficient basis for condition-based maintenance,” says Knutsen. He envisages system integration and amalgamation that will accumulate data streams so that there may be just one or two interfaces that will give crew and operators the information they need at a ship level. Once in place, it shouldn't be guesswork or a decision on whether or not to take action when an anomaly is identified. The data and analysis should be robust enough that it is acted upon.

With these developments in place, class oversight could become a more continuous process, rather than being based on regularly-timed surveys. “An annual survey is essentially a spot check, where moving towards a more continuous and predictive approach could give a more comprehensive

8 Data driven maintenance is enabling Wärtsilä to move forward with continuous monitoring rather than spot checks of machinery performance

picture of the state of the ship and therefore its safety,” Knutsen says.

The approach would bring positive outcomes for crews and operators, says Thomas Knödlseder, Principal Engineer, Hull, Materials & Machinery, working in technical support at DNV. It would not lead to more “condition of class” notices, he says.

Rather, DNV could assist in maintenance issues earlier and be able to prevent complications such as non-standard parts being used inadvertently and then needing to be replaced once the problem was identified during an annual survey.

New CBM guidance from DNV Knödlseder is working on a new class guidance on conditionbased maintenance that is expected to be published later this year. His aim is to support ship operators as they assess the most cost-effective ways of implementing new maintenance strategies for their ships or fleets, rather than just focusing on what class would expect to verify once a system is in place. The guidance will help operators determine what standards they themselves want to achieve.

“Often people want to know what steps they have to take for class, but this should not be the first question they ask. They

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MAY 2021 | 35

CONDITION BASED MANAGEMENT should undertake their own analytics, determine what they want to achieve, what they want to monitor and what the cost benefit is.”

Data driven maintenance is enabling Wärtsilä to move forward with continuous monitoring rather than spot checks of machinery performance. “In very simple terms data driven maintenance involves the engine control system, secure connectivity to send the data it generates and intelligent rule and AI-based analytics and expertise to make recommendations based on that data,” explains Frank Velthuis, Director, Digital Product Development, Wärtsilä Marine Power. “In the past we checked historical data against rules about once a month; now we are able to collaborate with a vessel's chief engineer at the same time as the results from our analytics are being generated.”

Data driven maintenance lightens the maintenance process but still gives a complete picture of the engine's actual condition based on real-time data. “This lighter approach adds flexibility and means less downtime and, ultimately, reduced costs to the customer,” says Velthuis.

“Major overhauls where we're pulling out pistons and examining cylinder heads and turbochargers are costly and time consuming, so anything we can do to safely reduce their frequency is a huge benefit to owners and operators.”

The cost of data transfer has been a limiting factor in the past, but that is changing now. The increased use of onboard data has allowed time between overhauls to be tripled from around 8,000 hours in the 1990s to around 24,000 hours today, with the approval of classification societies and insurers. “An engine might generate 20-30MB of data per day, and in 2009 it cost about 12 USD to send 1MB of data, whereas today there are flat-fee plans that make data transfer far more cost effective. The entire technology ecosystem around data driven maintenance is now more available, accessible and cheaper than it was a few years ago.”

Lubrication oil pressure insights Velthuis says today's predictive maintenance service offerings are far more advanced and able to detect anomalies in engine parameters far more quickly and accurately. This early detection capability is where data driven maintenance really comes into its own - spotting the smallest of anomalies.

For example, by detecting a small deviation in the lubrication oil pressure at turbocharger inlet of an engine, it is possible to catch a failed turbocharger compressor bearing; replacing this inexpensive part in time avoids potentially catastrophic consequences.

The analysis of engine data is done according to a set of rules based on Wärtsilä's vast installed base and deep OEM engineering knowledge. Wärtsilä also employs artificial intelligence to model engine behaviour and automate the detection of anomalies. Velthuis notes: you can have all the engine data in the world, but without the right software and expertise to make sense of it all and draw conclusions, it's essentially a worthless asset.

Anders Welin, Business Engineer at SKF, says that much of the low hanging fruit relating to fuel optimisation has mostly been realised, so operators are using the developments in digitalisation to understand the condition of both critical and auxiliary machinery. This understanding is coming at fleet level, enabling condition-based monitoring strategies to become more sophisticated. He says that chief engineers are looking at the same data as superintendents and fleet managers, but that data is rolled up into different key performance indicators, so engineers are being supported on board while action is taken more broadly to mitigate risk.

With experience from a bearing company, SKF provides

36 | MAY 2021

condition monitoring data on a variety of rotating equipment, including pumps and compressors, with wireless sensors easily meshed in to existing networks to provide more data, particularly as a retrofit option for existing ships. The company can also assist ship operators to source quality bearings, a service that is being taken up by their clients.

Benefits of fibre optic bearings Already available to equipment manufacturers, and now coming to ship operators, is the company's fibre optic bearings. “Using them, we can understand vibrations, but more importantly, we can also measure the loads on the bearings and can actually understand what is happening inside the machine. There might, for example, be loads that weren't even considered during the design phase.”

The data that can be obtained includes axial versus radial loads, polar lots of the bearing´s internal strain field, strain spectra, load directions, speed of rotations and temperature.

The bearings are interchangeable with conventional

8 SKF is to offer its fibre optic bearings to ship operators, offering access to granular data including axial versus radial loads, load directions, speed of rotations and temperature

8 Condition-based and predictive maintenance strategies are combined in GTT's Sloshing Virtual Sensor technology, explains Anouar Kiassi, Digital Vice President at GTT

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CONDITION BASED MANAGEMENT bearings, and OEMs and end-users can design them in when testing and installing new equipment to validate that the correct load and lubrication requirements have been defined and are not exceeded in the real installation.

GTT has brought the benefits of digitalisation to LNG tank maintenance. The company has obtained Approval in Principle from Bureau Veritas for the use of a digital solution for sloshing activity assessment in the Framework of Class Survey to optimise LNG membrane tank maintenance frequency. The digital solution is based on GTT's “Sloshing Virtual Sensor” technology, using a tank digital twin, also designed by GTT, and real-time operational data to monitor the evolution of critical parameters. Combined with an appropriate risk analysis, the solution can support Alternative Survey Plans aimed at optimising tank maintenance while complying with strict safety standards.

Condition-based and predictive maintenance strategies are combined in the Sloshing Virtual Sensor technology.

“The past and current motions of the ship are used to evaluate the cumulative fatigue of critical components in the tank, and fatigue is not directly measured but derived from our algorithms,” says Anouar Kiassi, Digital Vice President at GTT. “By using weather forecasts, we can evaluate the future evolution of fatigue. It gives us a very useful method for studying trends and scenarios depending on the accuracy of the operational profile and weather forecasts. This predictive approach is coupled with the condition-based monitoring. In fact, the critical parameters of the tank are monitored in realtime to detect any sudden deviation requiring an immediate intervention.

“The role of the digital twin is to adjust the algorithm response to the particularities of the ship. In fact, the same motions experienced by two different ships can lead to different fatigue results. The digital twin is built by using machine learning technics over our unique hydrodynamic database. We use 'grey AI' - a combination of physical modelling and AI machine learning,” he says. “The digital twin is built progressively with cycles of learning and verification against our hydrodynamic database. The power of AI is that after this time-demanding process, the algorithm can give answers in real-time in operation with high accuracy.”

Matthieu de Tugny, Executive Vice President Marine & Offshore at Bureau Veritas, concludes: “Digitalization combined with artificial intelligence is a major transformation for the shipping industry bringing new challenges and opportunities.”

8 Frank Velthuis, Director, Digital Product Development, Wärtsilä Marine Power

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CONDITION BASED MANAGEMENT Total Lubmarine is in the final stages of developing a 'next-generation' digitalised lubrication analysis and supply management platform, Serge Dal Farra, Global Marketing Manager at Total Lubmarine told The Motorship in an exclusive interview.

Mr. Dal Farra told The Motorship that Total Lubmarine was developing the platform in response to the ongoing process of digitalisation that was changing the landscape of marine lubricants. The effects of digitalisation would be at least as far-reaching as decarbonisation, Mr. Dal Farra noted.

The new platform is under development but is scheduled to be announced in “the second half of 2021”, Mr Dal Farra added.

The platform builds on Total Lubmarine's existing onboard Tech'Care oil analysis service, which identifies among other data, total iron and base number (BN) levels within each cylinder in the engine.

The new service will provide actionable insights for fleet managers and onboard crew.

The analysis of used oil can permit the identification of over-and under-lubrication, and offer feed-in rate recommendations.

Total Lubmarine did not specify how data from the service would be transmitted to the Cloud. It is recognised that Cloud-based technologies deliver reliable, scalable and

TOTAL LUBMARINE SETS SIGHTS ON LUBE DIGITALISATION optimised performance across company operations. Hand-held devices may form part of the solution, as “the business is looking at ways to ensure that element of the service is convenient and easy to use onboard.”

However, the scope of the solution is intended to be part of the data available to vessel operators through ship-to-shore exchange, Mr. Dal Farra added.

Solutions under development are expected to integrate an online eprocurement function, which will allow customers to manage the order process all in one place, from enquiry to delivery.

By allowing fleet managers to monitor cylinder oil consumption aboard individual vessels, the solution is expected to ease the process of procuring lubricants, and optimise the delivery process.

The integration of eprocurement functionality through a unified 'Lube-on-Time' platform is expected to allow fleet managers to optimise the process of confirming product availability, ordering and obtaining delivery receipts.

“The procurement function will result in smooth deliveries,” Mr. Dal Farra noted, adding that the solution would help the management of inventory in different time zones.

Mr. Dal Farra noted that the system could be expanded to permit the analysis of data at different levels of granularity, and could allow the identification of outliers at a fleet and individual vessel basis.

This would allow customers' fleet management offices to support engineers on board to optimise the performance of individual units aboard vessels.

The accumulation of significant volumes of data would also offer Total Lubmarine significant insights into the real-life performance of its products in a variety of different operating conditions. Total Lubmarine may eventually be able to offer improved insight into potential problems, such as the onset of cold corrosion.

Looking further afield, the exchange of live data with other systems may also create opportunities for the 'holistic' optimisation of other systems.

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WIND PROPULSION IS COMING BUT REGULATION HOLDS KEY Wind propulsion is likely to become an increasingly important part of the mix of solutions available to shipowners looking to reduce their environmental footprint, technology developers and ship operators heard in an online forum presented by The Motorship Propulsion and Future Fuels Live today The forum brought together a panel including ship owners, a classification society and technology developers, chaired by Lars Robert Pedersen, deputy secretary-general of BIMCO. The representatives included Mr. Daisuke Arai, Managing Executive Officer, Containerships Division, Kawasaki Kisen Kaisha (K-Line); Roger Strevens, VP, Global Sustainability, Wallenius Wilhelmsen; and Aude Leblanc, Technology Leader, Sustainable Shipping, Bureau Veritas Group. Jarkko Väinämö, coo of Norsepower and Vincent Bernatets, ceo, Airseas, represented one of the oldest and one of the newest commercial solutions providers, respectively. Airseas' Seawing solution was recently discussed here.

While the panel participants agreed that the wind propulsion sector has progressed in recent years, potential customers' attention is shifting from the undoubted environmental benefits of wind as a renewable energy source to the technical challenges posed by integrating wind technologies onboard vessels.

Gavin Allwright, Secretary General of the International Windship Association (IWSA), noted that commercial installations aboard larger vessels were set to rise from 13 at present to over 50 by 2023. Allwright added that the EU forecasts that installations could reach 10,000 by 2030.

Roger Strevens noted that changes in the regulatory environment are in the pipeline and could have significant effects on the viability of commercial choices. Strevens gave the example of the 200 million tonne/year 0.5%S fuel market, which has emerged since 1 January 2020.

Operational experience While Airseas and Norsepower cited positive testimony from shipowners about their experience of using their respective products, panel chairman Lars Robert Pedersen expressed a desire for ship operators to share their experience of working with wind propulsion installations directly. It is to be hoped that a shipowner might share their views during the Propulsion and Future Fuels conference proper in Hamburg in November.

Mr. Daisuke Arai discussed the commercial benefits for K-Line of operating Airseas' Seawing, and noted that its ease of installation and limited impact on cargo capacity made it highly attractive as a potential solution. "We are very much looking forward to having Seawing flying on our ships in the very near future."

Jarkko Väinämö of Norsepower cited positive feedback from one of its most recent customers, Sea Cargo, noting that the installation would reduce fuel consumption by around 25% over the year. Vincent Bernatets of Airseas agreed that an average 20% annual fuel saving was realistic, but added that the savings were vessel and route-dependent.

Wind modelling However, measuring the potential energy savings from installations remains a technically challenging process, and requires the use of wind modelling concepts about which there is as yet no consensus agreement between classification societies, Aude Leblanc told the meeting.

The upcoming MEPC76 meeting is expected to consider a number of submissions around wind force matrices and wind probability matrices. A potential decision will have knock-on effects on a system's effect on an EEDI rating.

Leblanc added that there was a separate need for existing rules governing sea trials to be looked at again to allow the efficiency of wind propulsion systems to be tested.

Nevertheless, BV's recent rules on wind propulsion addressed the safety of the system and interactions with other systems onboard at the design review stage, while also focusing on materials. The rules also addressed survey regime and maintenance requirements during service.

8 A 1,000m² serially-produced Seawing is expected be installed on one of "K" Line's bulkers in 2022. Inset: Lars Robert Pedersen, Deputy Secretary General of BIMCO, chaired the meeting

A shipowner's perspective By contrast, Roger Strevens of Wallenius Wilhelmsen struck a note of caution during his presentation, noting that the technical feasibility of a solution was only one of five different aspects that needed to be considered before investing.

While the regulatory environment remained a key variable, operational and financial considerations also need to be taken into account, before even considering whether a solution was commercially viable. Leaving aside the intermittent nature of wind, Strevens warned that shipowners would need to be competitive against other providers operating on different fuels, taking into account potential changes in fuel supply in the future.

“It must be assumed in the future we will be competing against rivals that are relying on fuels, whether that is zero carbon fuels or carbon neutral fuels, you still have to assume that you will be competing against them.”

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MAY 2021 | 39

SHIP DESCRIPTIONS

DREDGERS CRAFTED TO GIVE COMPETITIVE EDGE

Credit: Rohde Nielsen

Scandinavia's largest independent dredging contractor is bolstering its fleet with two compact, yet highly sophisticated vessels incorporating diesel-electric hybrid power, writes David Tinsley

The 2,700m3 hopper-capacity trailing suction dredgers ordered by Rohde Nielsen blend a high degree of flexibility as to work assignments, discharge options and energy use with an exacting environmental standard. The design combines a remarkably shallow draught with dynamic positioning to offer capability across a range of deployments, and gives extra operational scope to the 'trailer' fleet through the adoption of a split-hull construction.

The 85m sisters Ask R and Embla R employ a dieselelectric power and propulsion arrangement with variablespeed gensets, supplemented by a 600kW battery installation, comprehensively overseen by a Siemens system that precisely matches engine usage and settings to energy requirements at any point in the operating profile.

While the most circumspect use of power and the flexibility in the system produces fewer emissions as well as competitive advantage through increased efficiency, direct measures applied in the new dredgers to combat atmospheric pollution include tailored diesel particulate filters (DPF) and selective catalytic reduction (SCR) technology. The vessels' high-speed engines have been prepared to allow running on second-generation biofuel, to markedly curb carbon footprint, while onboard lighting throughout is of the energy-saving LED type.

A high degree of self-reliance is a characteristic of dredging companies, born out of operating equipmentintensive, relatively complex vessels in often difficult or remote deployments under demanding contractual and timescale obligations. In the case of Rohde Nielsen, a policy of being as self-sufficient as practicalities allow extends to the ownership of a repair yard and logistics centre at Grenaa, on the Kattegat shore of eastern Jutland.

40 | MAY 2021

8 Efficient new workhorse whose size belies technological intensity

The Grenaa operation supports the fleet around-theclock, and also functions as the control point for monitoring newbuild projects. The scope of the facility and the capabilities of the workforce have been underscored through the yard's role as shipbuilding contractor for the Ask R and Embla R programme. While hull fabrication was assigned to the Lithuanian company Western Baltija Shipyard, at Klaipeda, the outfitting, equipment integration and completion of the newbuilds was entrusted to the Grenaa yard. Ask R was handed over in March this year, and commissioning of Embla R was imminent after trials in May. An innovative design allows the vessels to operate on an even keel while loaded at a draught of only 3.8m. Maximum full-load draught is 5.0m, and the dredgers draw 2.9m in an unladen state. The emphasis on seakeeping attributes in all circumstances is keyed to productivity goals intended, along with efficiency levels, environmental status and the working precision afforded by a DP2 standard of dynamic positioning, to give Rohde Nielsen a competitive edge.

The technical level encapsulated by the Danish dredgers is graphically expressed in the adoption of a SISHIP BlueDrive Plus C system developed by Siemens. Individual speed control is exercised over the three gensets across the full engine speed range. The system dynamically and continuously controls the engines to achieve optimal speed setting points based on torque capability and the lowest specific fuel oil consumption (SFOC), and scrutinises engine performance to avoid overload. An 'intelligent' load controller linked to the bus-tie breaker monitors power demand and determines the number of gensets that need to be in operation at any given time.

All-in-all, the arrangements benefit efficiency, economy

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SHIP DESCRIPTIONS

‘‘

An 'intelligent' load controller linked to the bus-tie breaker monitors power demand and determines the number of gensets that need to be in operation at any given time and availability, and also long-term maintained condition, since optimised operation places less strain on engines, reducing wear and tear. When in DP mode, the advantages of BlueDrive Plus C are substantial, because power production and spinning reserve can be realised with limited consumption and emissions.

The three aggregates are based on Caterpillar 3516-series high-speed diesels. The engines are in 16-cylinder, vee-form configuration and use electronic fuel injection. Each set has a mechanical rating of 2,350kW, making for a power concentration of 7,050kW. The gensets, designed to ISO 8528-5 transient response requirements and to accept 100% rated load in one step, feed power to two azimuthing propulsion thrusters. The engine installation incorporates DPF and SCR solutions, and fulfils stringent European Emission Standard Stage V criteria.

Electrical power emanating from the energy storage system (ESS) will be harnessed primarily for ensuing emission-free port stays.

The drag arm, or trailing pipe, is deployed over the starboard side and consists of a suction bend, main and extension suction pipes, and the draghead. The drag arm is hoisted outboard and lowered to the requisite dredging depth using the three gantries located along the starboard side of the main deck. As the pipe goes outboard, the uppermost part of the assembly enters the trunnion guide on the hull side.

By means of the extension dredge pipe, in conjunction with the adoption of a submerged dredge pump (closer to the seabed than a traditional dredge pump housed in the hull), the new vessels can draw material from a maximum depth of 52m. When dredging has been completed, the trailing pipe is brought back aboard, lifting being carried out through coordinated control of the trunnion, intermediate and draghead gantries.

So as to render a very high degree of flexibility to meet the demands of disparate dredging assignments and spoil delivery or disposal requirements, a range of unloading options are available. The split hull, hinged at the deck, can be opened to effect bottom discharge from the single hopper hold. This is the fastest of all the unloading modes, regardless of the nature of the material involved, and is also the most precise in terms of delivery, achieving the highest degree of compaction.

Alternatively, the hopper load can be 'rainbowed' over the bow to a distance of approximately 100m, or can be despatched through the bow connection to a pipeline ashore for distances up to about 2.5km. A further possibility is to send material back through the suction pipe, in order to fill an offshore trench, for instance.

Rohde Nielsen has looked to Bureau Veritas to class its latest tonnage, drawing on the society's particular expertise and prominent market standing in the sector, with about one-third of the world's existing dredgers on its books.

While authorised for unrestricted navigation, the notations

applied to the new vessels specify dredging limits as within 15 miles of the shore or within 20 miles of port. The environmental standard achieved is confirmed through BV's Green Passport EU and Cleanship Super accreditations.

Supporting the wider uptake of energy storage systems (ESS) promising both operational and environmental benefits, BV issued a new chapter in its rules a few years ago to provide a framework for electric and hybrid power solutions. The initiative brought forth a clutch of new class notations, including Electric Hybrid power management (PM), power back-up (PB), and zero emission (ZE). Both Ask R and Embla R have been certified to Electric Hybrid PM, PB and ZE criteria.

Based in the historic Nyhavn quarter of Copenhagen, Rohde Nielsen deploys a mixed fleet of about 40 vessels and craft, including 15 hopper and grab dredgers. The company is engaged worldwide in beach nourishment, land reclamation, harbour maintenance, capital dredging and port construction projects, and also offshore work such as landfall dredging, trenching and backfilling.

8 The three aggregates are Caterpillar 16V3516 high-speed diesels, rated at 2,350kW

PRINCIPAL PARTICULARS - Ask R/Embla R Length overall 85.40m Length bp 80.36m Breadth 17.40m Depth 5.40m Draught 4.30m Freeboard 960mm Gross tonnage 2,975t Hopper capacity 2,700m3 Dredging depth 32/52m Main genset power 3 x 2,350kW Speed, laden 11.2kts Bow thruster 2 x 315kW Pump ashore power 3,360 Class Bureau Veritas Class notations 1+ Hull +Mach, Split hopper dredger, Unrestricted navigation, Dredging within 15 miles from shore or within 20 miles from port with Hs <2.5m; Green Passport EU, Electric Hybrid(PM, PB, ZE), +AUT-UMS, Cleanship Super(GWT, NDO-5 days, OWS10ppm), Dynapos AM/AT R Flag Danish

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MAY 2021 | 41

SHIP DESCRIPTIONS

CANADIAN FLEET GAINS NEW ARCTIC BULKER

Credit: SR Photography

A new Polar Class 4 icebreaking bulk carrier is set to enter the year-round trade to northern Canada's Hudson Strait in support of Glencore's Raglan nickel mine, writes David Tinsley

Ordered by Montreal-based Fednav through Sumitomo Corporation and constructed by Japan Marine United (JMU) Corporation's Yokohama yard, the 30,300dwt Arvik I is expected to make her first service voyage before the end of May 2021. Nickel concentrates brought aboard at the Deception Bay loading terminal, in remote Nunavik, will be transported to the St Lawrence River, and supplies and consumables for the mining complex will be carried on return northbound passages.

Arvik I constitutes a design progression on Fednav's two other Polar Class 4 bulkers, the 31,750dwt Nunavik, claimed to be the world's most power icebreaking bulker when completed in 2014 by JMU's Tsu yard, and the 32,000dwt Umiak I, delivered in 2006 by JMU predecessor Universal Shipbuilding.

The latest project is the outcome of a 20-year partnership agreement with Glencore embracing the construction and operation of a newbuild to supersede the 28,400dwt Arctic.

Dating from 1978, and used in the Raglan shipping contract for decades, Arctic has been sold for demolition in Turkey.

The hull form of the Arvik I, including its special, spoonshaped icebreaking bow, reflects experience with the design adopted for the Nunavik and Umiak I, which also embodied a bow washing system for reducing friction between ice and the hull, a heeling system using ballast water, and an ice knife in the stern.

The new ship maintains a five-hold layout, whereby the midbody, No3 hold is the largest, with a tanktop length and width of 24m X 22.5m and special provision for transporting Arctic-grade fuel for the mine on northbound sailings.

Tanktop length in the four other cargo spaces varies from 18m to 20.4m, with a maximum width of 22.5m. Access is through hatchways of a common breadth (15.8m). No3 hatch, serving the biggest underdeck volume, is significantly longer (19.2m) than the 13.6m-13.8m openings to the other holds.

The entire cargo section is protected by a double-hull

42 | MAY 2021

8 Arvik I builds on Fednav's expertise in developing ships to serve remote mining operations in the Canadian Arctic

configuration, and affords a total grain-equivalent capacity of 30,221m3. The whole is served by three centreline-mounted deck cranes. The unit fitted between Nos 1 and 2 holds is rated for a 65t lift, while two cranes of 30.5t-capacity are positioned between Nos 3 and 4, and Nos 4 and 5 holds, respectively.

The three-crane arrangement is the same as on the previous Arctic bulker, but the lifting capability of the forward unit is 15t greater aboard the latest ship.

Arvik I is powered by an IMO Tier III-compliant installation based on a seven-cylinder model of the MAN S70ME-C engine. The electronically-controlled diesel provides the flexibility and efficiency to cover a demanding and mixed operating profile. This calls for widely differing operating modes, including ice ramming, slow steaming in narrow leads and fairways, and open-water service, entailing both high- and low-load scenarios. Year-round navigation means contending with rugged Arctic conditions, including hardpacked sheer ice and icebergs.

The driveline perpetuates the robust characteristics of the Nunavik, wherein a high-strength nickel-aluminium-bronze, Rolls-Royce (now Kongsberg) controllable pitch propeller is mounted in a nozzle to give protection against floating blocks of ice while optimising thrust for ice forcing and manoeuvring.

The use of a controllable pitch propeller in conjunction with the special, optimised hull form, is pivotal in negotiating thick ice and ice ridges, enabling ramming through the repeated application of ahead and astern power to be accomplished within short time cycles and to maximum effect.

The three gensets use Daihatsu six-cylinder DE-23 series engines in a Tier III-adherent auxiliary outfit. This signifies a change from the Nunavik, wherein the MAN marque was specified for the auxiliaries as well as the main engine.

Fednav's all-encompassing attention to emissions performance reflects not only the development of regulatory requirements, but also heightened societal and community

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SHIP DESCRIPTIONS expectations as to shipping activity in the ecologicallysensitive northern waters.

Open-water sea passages at 13 knots are expected to entail a 35t per day consumption of intermediate fuel oil (IFO), while the fuel burn when working the ship in port, using the electro-hydraulic cranes for cargo handling, is estimated at some 5t of IFO or MDO per 24 hours.

As with Fednav's other high-latitude traders, Arvik I is fitted with the proprietary IceNav navigation system originally developed by Enfotec for vessels operating in icecovered waters.

Registered in Montreal under the Canadian flag, Arvik I gives further expression to Fednav's longstanding relationship with Anglo-Eastern of Hong Kong as shipmanagement contractor.

Nickel concentrate from the Raglan mining site is transferred 100km by truck to the Deception Bay marine terminal, located at the eastern end of the Hudson Strait, near Salluit, on the vast Ungava Peninsula, within the Nunavik region. Buffer storage is available in a special dome-like warehouse at the port.

Fednav's icebreaking bulkers take the concentrate on the 2,600km voyage down the Labrador coast and up the St Lawrence to Quebec City, from where the ore is then carried by rail to the Glencore smelter in Sudbury, Ontario. The nickel is melted and cast into matte, returned to Quebec port by rail and shipped to the Nikkelverk refinery in the southern Norwegian town of Kristiansand for processing into high-quality metals.

The versatile design encapsulated by Arvik I and her forbears enables return passages to Nunavik to cater to the complete logistic requirements of the mining operation, encompassing

PRINCIPAL PARTICULARS - Arvik I Length overall 188.0m Length, load line 181.8m Length bp 178.0m Breadth 26.6m Depth 15.7m Draught 11.7m Gross tonnage 22,615t Deadweight 30,323t Cargo capacity (grain) 30,221m3 Cargo holds 5 Deck cranes 2 x 30.5t + 1 x 65t Ballast capacity 25,659m3 Main engine MAN 7S70ME-C Speed 13kts Class DNV Class notations 1A Bulk Carrier, BIS, BWM(T), Clean, COAT-PSPC(B), DAT(-30degC), DG(B, P), ECO, ESP, Grab(3-20t), HC(A), Holds(2, 4 or 3) may be empty, Inert LCS, PC(4), Safelash, Strengthened(DK, HA), TMON Flag Canada equipment, machinery, and dry and liquid consumables. The recently decommissioned Arctic had an impressive career and will be remembered by generations of Canadian seafarers for her role in opening up the Canadian Arctic to year-round shipping, including over 20 years sustaining the Raglan mine.

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50 YEARS AGO

4-STROKE POWER GAINS GROUND

MOTORSHIP

THE

INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

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

8 Sectional drawing of the MAN VV52/55 medium speed engine

The question of what would supersede the large two-stroke residual fuel-burning engine continued to occupy The Motor Ship's collective brains in May 1971.

Then, nuclear seemed to be the favourite option - the Japanese nuclear power development council had forecast that 280 nuclear powered ships would be built in Japan alone over the following 30 years.

There was some scepticism over the figures, but “it cannot be doubted that nuclear power must become feasible for certain classes of merchant ship with a few years” wrote our predecessors.

The biggest concern was that other nations - Germany, the USA and the former USSR, as well as Japan - were far ahead of Britain in the nuclear ship race, and, moreover, the only British alternative to large diesel engines would seem to be aeroderivative gas turbines from Rolls-Royce. However, the editorial went on to say that it would seem that the large diesel would remain supreme as economic studies suggested it was still the most viable option.

And as we know, that has been proven over the following decades.

Despite that observation, geared medium-speed propulsion plants were seen as offering a suitable alternative. The advantages were not only savings in size and weight, but a wider range of shaft speeds, particularly when used with CP propellers, and the fact that in many cases the propulsion engines could drive alternators, obviating the need for auxiliaries.

An example of the rise in four-stroke popularity came with a report of the first MAN VV52/55, which powered a Dutch-built 8,700 dwt container ship at 22 knots, first of a class of three. Although most medium speed installations needed two or more engines to provide the required power, in this case a single 18-cylinder 17,500 bhp unit sufficed. The main benefit was the compact machinery package; comprising not just the MAN engine, but the coaxial planetary reduction gearbox, from MAN associate company Renk.

Japan too was entering the global medium speed arena, with a new range of compact engines made by Akasaka. The new AH family comprised six cylinder bore sizes from 250mm to 400mm, all offered initially in six-cylinder in-line configuration, with power

46 | MAY 2021

outputs ranging from 900 bhp to 2,500 bhp. The design drew from experience with the company's successful UHS27 engine, with an emphasis on solid construction with low stresses throughout, offering promise of durability and reliability. On the three smaller bore sizes, the cylinder block was integral with the crankcase, with separate block, crankcase and bedplate for the larger versions. All used a solid forged crankshaft, the four smaller engines employing wet sump lubrication, with a dry sump bedplate for the 380mm and 400mm versions.

Staying with four-stroke propulsion, the May 1971 issue reported on what were then the largest seagoing passenger hydrofoil vessels in service, designed by Supramar of Switzerland and built by Westermoen of Norway, for operation in the Balearic and Canary Islands. The 37m ships had been fitted out to carry 250-passengers, but one of the passenger saloons could be converted to carry eight cars or eight tons of palletised cargo. They featured a tandem foil arrangement with pitch controls, flaps and air stabilisation to improve comfort in heavy seas.

Two 20-cylinder engines of Maybach (which had recently been renamed MTU) manufacture each developed 3,400 bhp at 1,790 rpm and drove, via long shafts, fixed pitch propellers at the rear foils.

Maximum speed was 35.6 knots, at which speed the vessels could remain foil-borne in waves up to 2.5m height, and at reduced power and speed, but still semi-foilborne, they could handle 3.3m seas.

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

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Registered office: Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK

8 The new Supramar PT 150, at 176t, was said to be the largest sea-going passenger hydrofoil

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