The Motorship May/June 2024

14

Dutch know-how for US cableship project

Kalypso Offshore Energy has signed a letter of intent with Royal IHC to develop the first US-flag, Jones Act compliant cable layer to serve the offshore wind market

37 Wärtsilä fulfills largest Chinese methanol newbuild order

Wärtsilä is to supply methanol fuelled auxiliary engines for five new container vessels for COSCO Shipping Lines and seven new container vessels for Orient Overseas Container Line

37 Thordon rudder bearing for research ship

The 77.1m Ocean Endeavour, operated by marine survey company, Gardline, was fitted with the SXL rudder bearing at UK Docks Marine Services’ Teesside drydock

8

Leader Briefing Cathrine Kristiseter Marti has been appointed chief executive officer at Vard Group AS, with effect from 1 June 2024

44

Design for Performance

BIO-UV Group has equipped a first of its kind cargo sailboat with a state-of-the-art ballast water treatment system

46

Ship Description

David Tinsley looks at the P&O Liberte which is setting new standards on the Dover-Calais run

50

50 Years Ago

The June 1974 issue of The Motorship charted the growth of the offshore oil industry

10 ERMA first sets sights on emissions reduction

Greek solutions provider ERMA FIRST has launched a number of sustainable future-proof solutions to help ship owners to decarbonise

24 Future proofing shipping against the next crisis

Captain Steve Bomgardner of Pole Star Global, argues that leveraging digitisation and using data to transform the experience of crew members is key

34 MAN readies for pilot testing of its first ammonia engine

This year, MAN Energy Solutions will conduct full-scale ammonia engine tests and ready its first commercial design

40 Lubricants adapt with changing fuels

As the speed of new fuel development ramps up, the challenge for lubricant manufacturers is to stay ahead

42 Doubts over deepsea vessel electrification

Cost and unawareness of application cases is creating hesitance amongst deepsea vessel owners considering greater electrification

The Motorship’s Propulsion and Future Fuels Conference will take place this year in Hamburg, Germany. Stay in touch at propulsionconference.com

VIEWPOINT

DAVID STEVENSON | Editor dstevenson@motorship.com

A well to wake-up call for shipping industry?

Japan’s IHI Power Systems had been falsifying fuel consumption data for at least 20 year and perhaps more alarmingly, its own internal investigation at the end of last month found some marine engines could be in violation of IMO regulations on nitrogen oxide emissions.

Oh dear, this mess will take time to sort out as ship owners who bought engines from IHI may face reputational damage but also expensive retrofits, if the malfeasance is such that emission levels are breached. The lawyers are going to be kept busy, that’s for sure.

To suggest that the IHI episode is the marine world’s very own Volkswagen-gate has been seized upon by other journalists, some citing historic cases to imply that engine data deceit is somehow endemic in the industry. A quick way to compare Volkswagen’s infamous “defeat device” diesel emissions scandal of 2015 to ICI is look at the reaction of the financial markets, the numbers never lie. Following Volkswagen’s transgressions, the company lost about half its value in two months. IHI Global’s parent company saw its share price dip by around 8% following the news and has since made that back up.

The real shame about this incident is if it overshadows all the great work engine manufacturers have been doing to produce cleaner, more efficient units. Regarding the quest to reduce emissions, in this issue alone we look at the progress of ammonia, the growth in popularity of methanol and battery use for deepsea vessels as well as the evolving regulatory maritime framework surrounding pollutants.

On page 39 you can read about MAN Energy Solutions, funnily enough owned by Volkswagen, as it continues to engage in what some might call “mission impossible”, to build a working onboard carbon capture system. The sheer logistics involved in this developing tech seem unfeasible but where’s there a will, there will hopefully be a way. We also cover the company’s progress with its testing of a new 60 bore ammonia engine, being built ironically enough in Japan.

We look at the regulatory framework in which these innovations are occurring in the issue, including March’s MEPC 81 meeting in which a well to wake approach to emissions was underlined as the best approach. But looking at the whole lifecycle of a fuel raises important questions for seemingly green fuels such as ammonia as they can be made in a number of a ways, varying from clean to quite dirty methods. The devil is in the detail it seems for this holistic approach to viewing emissions.

Elsewhere we feature an interview with Christian Berg, managing director of Amogy Norway on the potential of ammonia for long haul voyages and hear from Captain Steve Bomgardner, vice president of shipping & offshore at Pole Star Global about how digitalisation and data can be used to protect the crews and ships alike from future crises.

Finally, ahead of this year’s Posidonia event, we hear from Greece-based ERMA FIRST as the BWTS provider seeks to aid ship owners with emissions reduction through a number of initiatives.

Dutch know-how for US cableship project

New York-based start-up Kalypso Offshore Energy has signed a letter of intent with Royal IHC of the Netherlands for the development of what would be the first US-flag, Jones Actcompliant cable layer to serve the offshore wind market.

Under Jones Act requirements, construction will be undertaken in the USA, leveraging Royal IHC’s design, engineering and shipbuilding know-how as a leading light in vessels and technology for the offshore energy and dredging sectors.

The envisaged newbuild, to be delivered in 2028, is of some 115m length overall and features a dual-lane cable installation system and a 5,000t cable transportation capacity in two carousels. The turntables are dimensioned to load up to 100km of cable for wind farm arrays and connections to the onshore network.

The vessel will fill a gap in US fleet capabilities. Besides installation work in the emergent US offshore renewables business, the diesel-electric cableship is also to be equipped for repair and maintenance tasks.

The preliminary agreement signals the first step in a partnership between Kalypso and Royal IHC, which will collaborate to finalise the contractual, engineering and construction details for the project.

The proposed vessel employs a forward bridge and accommodation arrangement, with all offshore operations effected from the aft working

deck. The two lay lines over the stern sheaves will be fed from the two below-deck carousels, offering identical 2,500t storage capacities. The design includes a dedicated, enclosed cable splicing area for cable joints and repairs.

Handling wherewithal includes an active heave compensated, 100t knuckle boom crane offset on the starboard quarter for installation and construction assignments, and a jet trencher. There will also be provision for a work-class remote operated vehicle (ROV) with a 1,000m umbilical and associated launch and retrieval gear.

The newbuild is to be of DP2 dynamic positioning standard, and powered to ensure transits at 10 knots’ cruising speed, up to a maximum 12 knots. Four primary gensets, each rated at approximately 2,300ekW, supplemented by an energy storage system of some 1,500ekW equivalence, will feed all shipboard consumers.

The main propulsion units in the draft specification are two nozzled, azimuthing thrusters of 2,500kW apiece, complemented in position holding, track keeping and otherwise precision handling mode by two 1,400kW bow tunnel thrusters and a 1,500kW retractable azimuthing thruster in the foreship. Consideration has been given in the design and engineering for optional or future use of methanol fuel in the prime movers.

8 Jones Act cable layer for the US offshore wind market

Wärtsilä fulfills largest Chinese methanol newbuild order

Wärtsilä is to supply methanolfuelled auxiliary engines for five new container vessels for COSCO Shipping Lines and seven new container vessels for Orient Overseas Container Line.

The order for three 8-cylinder and two 6-cylinder Wärtsilä 32M engines per vessel represents the Chinese maritime sector’s largest order to date for methanolfuelled newbuilds.

“With decarbonisation a major priority for the maritime industry, sustainable fuels, such as methanol, will play a vital role in helping shipping to reduce its greenhouse gas emissions,” said Roger Holm, president of Wärtsilä Marine and executive vice president at Wärtsilä Corporation.

“Wärtsilä continues to make strong investments in developing new fuel flexible technologies and products which enable the industry’s transition towards greener fuels.”

In addition to the engines, the newbuilds will be equipped with selective catalytic reduction exhaust cleaning systems and alternators supplied through Wärtsilä’s joint venture company, CWEC (Shanghai).

The OOCL’s 24,000 teu ships are to be built at the Nantong COSCO KHI Ship Engineering yard, and the COSCO Shipping

8 The Wärtsilä 32M methanolfuelled engine has received type approval certificates from several classification societies around the world

Lines’ 24,000 teu ships at the Dalian COSCO KHI Ship Engineering yard. The vessels are expected to begin commercial operations in 2026.

Thordon rudder bearing for research ship

Thordon Bearings has fitted the rudder bearing for a research ship bound for environmentallysensitive environments.

The 77.1m Ocean Endeavour, operated by marine survey company, Gardline, was fitted with the SXL rudder bearing at UK Docks Marine Services’ Teesside drydock.

“The lead time and price we offer for our SXL solutions are two major benefits for ship owners and

OSV certification

the yards carrying out refit work,” said Neil McDonald, Thordon Bearings’ regional manager, Northern Europe & Africa.

“A like-for-like bronze bush replacement would have taken twelve weeks for the part to be delivered and would have been very expensive. We were able to get the SXL material to the yard in a matter of days and for significantly less. It’s also a better product.”

Schottel propulsion

The order was secured by Bruntons Propellers, Thordon’s new authorised distributor in the UK.

The Ocean Endeavour, which runs a pair of Ruston 8RKCM main engines driving a single four-bladed CP propeller, was previously fitted with a bronze rudder bearing. This required replacement due to age-related wear and tear.

ClassNK approval

Meyer Turku’s turnover up for last three years

Meyer Turku Group’s turnover increased by 10.6% in 2023, with profitability expected to improve further with new ships under construction..

The company’s turnover was €1.43 billion - meaning that both the yard’s turnover and the number of personnel there have been growing for three consecutive years.

“The cruise industry has recovered to the pre-corona level, even beyond it, and there is demand for our high-quality products. We constantly make large financial investments in sustainable development, which is a key competitive factor for us and a natural part of the high-quality shipbuilding that we are known for,” said Tim Meyer, CEO, Meyer Turku.

”It has been exceptional times building the most complex cruise ship in the world. Icon of the Seas has made huge success on the market. With the continuation of the Icon series, our cost efficiency improves, leading to more profitable ships vessel by vessel. So we remain optimistic about the future.”

Like most yards, rising financing costs added to the covid pandemic and the war in Ukraine heavily affected financial results in 2023. But still, Meyer Turku has made remarkable contributions required for the green transition.

BRIEFS

Safety training

DNV has presented Australian green tech company, Fortescue with class and statutory certificates for its dual-fuelled ammonia-powered offshore supply vessel. This marks the culmination of a project beginning in 2021, when DNV was engaged by Fortescue to work on the feasibility study and ‘Fuel ready (Ammonia)’ notation for the Green Pioneer’s conversion. DNV’s Technology Qualification process provided the assurance framework.

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

Four new Damen ASD stock tugs are to be equipped with Schottel RudderPropellers type SRP 270. The compact 1810-series tugs have a length of just 18.25 metres and a beam of 10.23 metres. Each has a bollard pull of 30 tonnes. “Damen has designed the 1810 series with a specific focus on sustainability,” explained Siebe Cieraad, product portfolio manager tugs at Damen. The 1810 design features an electric power generation system.

ClassNK has issued a type approval certificate for the Condition Based Maintenance (CBM) management software SVESSEL CBM developed by Samsung Heavy Industries (SHI). “CBM technology represents a paradigm shift in maintenance practices, empowering us to predict and prevent equipment failures before they occur,” said Dr Dong Yeon Lee, executive vice president/director of Ship & Offshore Research Institute, SHI.

Ocean Technologies Group has created an e-learning module on ammonia safety. To produce the title, ITG brought on board working groups such as The Nautical Institute and the Just Transition Task Force. The module covers the known risk and their mitigations when using ammonia as a fuel and includes topics such as onboard storage, how to deal with a fire involving ammonia and what to do if there is an accidental leak.

VARD BRINGS IN NEW CEO AND SECURES NAVAL CONTRACT

Cathrine Kristiseter Marti has been appointed chief executive officer at Vard Group AS, with effect from 1 June 2024. Marti replaces the current ceo, Alberto Maestrini, who will retain his position as chairman of the board

Maestrini will continue to lead the Offshore and Special Vessels business in Fincantieri within which Vard sits and will continue to support Vard’s integration in the wider Fincantieri Group.

Cathrine Kristiseter Marti will become the new CEO of Vard from 1 June 2024.

Cathrine Marti comes from the position as CEO of Ulstein Group and has extensive industry experience from 25 years within maritime related industries.

”I am honoured and proud to take over the responsibility as CEO and I am confident, that together with the competent and engaged colleagues in Vard, we will continue to grow as a trusted player in the shipbuilding industry and create long term value for the shareholder,” she said.

Military and other contracts

Last month, Vard and parent company Fincantieri built on their experience and expertise in the construction of naval vessels to present the next generation of military vessels dubbed the Vard Resilience series. The company said the move was done to accommodate a new geopolitical and technological world which requires both knowledge and experience.

Based on the Norwegian Navy's input, the company aims to design and develop new marine vessels designed to protect Norway. Vard is afforded high security clearance as it

owns several large capacity shipyards in the country, commissioning and outfitting the military vessels.

Vard has a long history with naval vessels, most recently with the construction of the three Coast Guard ships in the Jan Mayen class for the Norwegian Coast Guard. The company also has extensive experience with classified procurements and physical security, information management as well as personnel security.

To answer the Norwegian Navy’s demands for the new vessels, Vard has developed the Vard Resilience series with a design aimed to meet the request for standardisation, modularisation, adaptation to the customer's needs and purpose of the vessel, and a long service life.

Vard focuses on using a large proportion of domestic Norwegian suppliers with service networks in Norway and good access and short lead times for spare parts. This is important in terms of local and national value creation, but also important when it comes to security and emergency preparedness in case of conflict.

Vard also signed a three-year agreement with valves, actuation and instrumentation supplier W&O, a global maritime instrument provider last month. Under the agreement’s terms, W&O will provide technical support to Vard as well its products to the company’s bases in Norway, Romania and Vietnam.

8 Cathrine Kristiseter Marti, incoming Vard CEO

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ERMA FIRST SETS SIGHTS ON EMISSIONS REDUCTION

European BWTS provider ERMA FIRST is expanding its portfolio of sustainable solutions to help ship owners cut emissions in line with looming decarbonisation targets, according to its co-founder & managing director, Konstantinos Stampedakis

Greek solutions provider ERMA FIRST has launched a number of sustainable future-proof solutions with the aim of helping ship owners to decarbonise their operations over the next 15 to 20 years.

The group’s recent developments have focused on energysaving devices (ESDs) including a unique modular propeller boss cap fin (BCF) to cut ships’ fuel consumption, an alternative maritime power (AMP) system to connect them to shorebased electricity in ports, and onboard carbon capture and storage (OCCS) solutions to capture their emissions at sea.

Collaboration key to decarbonisation

ERMA FIRST was established in 2009 as an offshoot of marine technology developer EPE – Environmental Protection Engineering – which has been in operation since 1977. While most competitors are now abandoning the ballast water treatment systems (BWTS) market, ERMA FIRST retains its commitment to providing industry leading BWTS.

Its solutions are fully certified by IMO, USCG, China, and Korea, and the combination of flexibility on installation and highly competitive OPEX has established ERMA FIRST as one of the leading BWTS makers worldwide, with systems on 3,800 vessels by the end of 2024.

Collaborating with owners is also characteristic of ERMA FIRST’s position on ESDs and emissions, in the knowledge that alternative green fuels will be the eventual solution to maritime decarbonisation. However, for the next 15 to 20 years, the majority of vessels will continue to burn fossil fuels while facing increasing challenges to cut emissions from regulations such as the CII, EEXI, and EU ETS. Decarbonisation

targets for 2030, 2040, and finally 2050 are eminently achievable if all stakeholders act sooner rather than later, utilising technologies that deliver operational improvements, reducing fuel consumption and vessel emissions which are available today.

Despite slow progress in ports introducing facilities to connect ships to shoreside electricity and offload captured and stored carbon, ERMA FIRST emphasises the importance of investing in existing technologies that can support compliance with approaching decarbonisation targets.

Custom-made and cost-effective

Owners can immediately cut fuel consumption and emissions by two to three per cent by fitting a BCF. Installed at the hub of a ship’s propeller, a BCF utilises water swirl while its fins catch and absorb the rotating water force. This weakens the propeller hub vortex, boosts thrust, improves propulsion efficiency, and, ultimately, reduces energy loss.

However, the efficacy of off-the-shelf BCFs is limited, and given the variety of propeller and ship types and sizes, it is prohibitively expensive to design bespoke solutions for individual vessels.

With an innovative modular design, ERMA FIRST FLEXCAP overcomes this issue. Through the combination of various fins, caps, and flanges, at least 22 different models are possible. The angle of the fins and the selection of the cap can be adjusted based on a specific vessel’s needs, giving a bespoke propeller cap – resulting in a modular design that minimises cost and makes it possible to achieve a return on investment within a year.

8 ERMA FIRST Blue Connect, alternative maritime power solution for high and low voltage shore connections

Decarbonisation targets for 2030, 2040 and 2050 are eminently achievable if all stakeholders act

Solutions in port and at sea

ERMA FIRST’s efforts to help ship owners meet looming maritime decarbonisation targets cover operations in port and at sea.

Emissions restrictions in ports are gaining traction, with some Californian ports already requiring berthed container, reefer, and cruise ships to draw 80% of their power needs from a shore-based source. These rules will also apply to car carriers and tankers from 2025 and 2027, respectively.

In Europe, the ‘Fit for 55’ legislative package includes proposals for ports to introduce cold-ironing infrastructure for passenger and container ships of over 5,000 gross tonnage by 1 January 2030. China already requires vessels on international voyages to use AMP if they are equipped to do so.

ERMA FIRST BLUE CONNECT is an AMP system allowing ships to connect to a port’s shoreside grid to run onboard services, systems, and equipment. Meeting all latest international standards for cabling and connections, the solution enables a ship to switch off its diesel generators to reduce both emissions and noise in port.

BLUE CONNECT is recognised as an energy-saving device by world-leading classification society DNV and has received approval in principle (AiP) from Bureau Veritas. The system’s first installation is scheduled for autumn 2024, with ERMA FIRST having received orders for six to eight more units to be delivered by the end of the year.

At sea, the company’s focus has been on OCCS as a means of reducing carbon dioxide emissions, with two versions of the same system – ERMA FIRST CARBON FIT – currently under development.

The larger, amine absorption version is designed for deepsea ships and uses well-established technology to absorb CO2 from flue gas, store it in a liquid state, and thereby reduce its volume – a necessity for long-distance voyages. The technology has secured AiP from DNV and Lloyd’s Register.

Aimed at shortsea vessels, the simpler, calcium hydroxidebased version uses an organic alkali to absorb CO2 from flue gas in a specially designed reactor. The resultant dehydrated calcium carbonate slurry is then stored on board until its disposal at authorised facilities.

ERMA FIRST is aiming to install pilot units in August 2024, and with clients indicating their intent to place orders, commercial sales are expected to follow from the second half of 2025.

Under normal operating conditions, OCCS systems are expected to cut emissions by 15% to 30%.

A broader commitment

Beyond its ongoing research and development investments, ERMA FIRST recently demonstrated a broader commitment to the environment by joining the EU Mission Charter to ‘Restore our Ocean and Waters by 2030’, which aims to “protect and restore the health of our ocean and waters through research and innovation, citizen engagement and blue investments”.

ERMA FIRST’s signing of the Charter builds on its involvement in local sustainability initiatives.

In 2023, the company collaborated with HELMEPA –Hellenic Marine Environment Protection Association – on events in May and November, mobilising volunteers to remove waste and debris from beaches in Piraeus, Greece. Both projects aligned with EU ‘Mission Ocean and Waters Actions’ definitions, with the second event also notable for involving the IADYS ‘Jellyfishbot’ in clean-up operations. In an earlier initiative, ERMA FIRST brought the community together to clean Votsalakia beach in 2021.

By organising and leading these events, ERMA FIRST directly contributed to objectives 1 and 2 of the Mission Charter: to “protect and restore marine and freshwater ecosystems and biodiversity” and to “prevent and eliminate pollution of our ocean, seas and waters”. Furthermore, by calling on the assistance of the local community, the company used one of two Mission ‘enablers’ – “public mobilisation and engagement”.

8 ERMA FIRST Flexcap installation in place

8 ERMA FIRST Flexcap improves propulsion efficiency and reduces emissions by weakening the propeller hub vortex

GHG DISCUSSIONS CONTINUE TO DOMINATE MEPC TALKS

For MEPC 81, held in March this year, it was clear that the main focus would be on progressing the revised GHG strategy agreed at the preceding meeting in July 2023, writes Malcolm Latarche

Building on the initial 2018 strategy, the 2023 revised strategy’s more ambitious targets include a 20% reduction in emissions by 2030, a 70% reduction by 2040 (compared to 2008 levels), and the ultimate goal of achieving net-zero emissions by 2050. The figures would be calculated on a well to wake basis and not the tank to wake method that has been used up to date.

However, the target dates were not set in stone with actual wordings saying ‘close to’ which could indicate a measure of drift is being prepared for. In addition, provisos such as the targets would apply for transport work as an average across international shipping suggesting that different ship types or regions would have different levels. There was also a commitment to ensure an uptake of alternative zero and near-zero GHG fuels by 2030, as well as indicative checkpoints for 2030 and 2040.

These targets were to be met by introduction of so-called mid-term measures (the short term measures of a revised EEDI and the introduction of the EEXI and CII having already been agreed and introduced by the beginning of 2023). The strategy envisages the mid-term measures to be in place by 2027 and effective in 2028 in advance of the adoption of the next revision of the GHG strategy scheduled for MEPC 88 in 2028.

MEPC 81 was therefore focussing on identifying the candidate mid-term measures as well as considering how to address industry concerns over identified flaws in the CII. It was also taking forward the work of the Intersessional

Working Group on Reduction of greenhouse gas (GHG) Emissions from Ships (ISWG-GHG 16) which took place the week before.

Following MEPC 81, there were many reports from various industry and NGO bodies welcoming what was said to be a gathering consensus on candidate measures for the Net Zero framework although the statement from the IMO was seemingly less confident. It said, “MEPC 81 agreed on an illustration of a possible draft outline of an “IMO net-zero framework” and went on to say that “The possible draft outline for the IMO net-zero framework will be used as a starting point to consolidate the different proposals into a possible common structure, to support further discussions, with the understanding that this outline would not prejudge any possible future changes to it as deliberations progress”.

At this juncture, there is agreement that there would be two elements to the framework’ a technical goal-based marine fuel standard regulating the phased reduction of the marine fuel’s GHG intensity commonly referred to as GFI; and an economic element to incentivise the transition to netzero. However, there are various opposing views as to what the final outcome would be in either measure.

In a recent DNV podcast, (https://www.dnv.com/expert-story/ maritime-impact/Defining-IMOs-greenhouse-gas-regulationsan-update-from-MEPC-81/?utm_campaign=MA_24Q2_GLOB_ ART_Ind_539_Podcast_MEPC81&utm_medium=email&utm_ source=Eloqua) Eirik Nyhus, Director Environment for Maritime set out that there are numerous proposals on the table and while two

8 Opening of the 81st session of the IMO Marine Environment Protection Committee (MEPC)

of the technical measures seem to enjoy more support there is no overall consensus.

Interestingly both of these proposals allow for pooling arrangements for fleet operators. That is a position also supported by industry bodies such as the World Shipping Council which included it in its own paper submitted to MEPC 81. WCS’s argument is that pooling will allow companies to invest in innovative zero emission technologies and count the GHG impact across a fleet of ships. It said in its paper, “A flexible approach to pooling will enable investments that would not be feasible if each and every vessel must perform at the same level at the same time and will help smaller carriers transition more efficiently”.

On economic measures, Nyhus noted in his podcast that views are divergent and there are deep splits. One proposal that would put a price of $150 per tonne of CO2 emitted would effectively add $450 per tonne to the price of bunker fuel. The argument that this allows for a level playing field is countered by those that say it would penalise developing countries.

Support for the $150 levy has grown especially among smaller states and Caribbean countries but a number of other states led by China believe the pooling will provide both a technical and economic measure and that there is therefore no need for a fixed levy. The question of how any levy should be used is another contentious issue. For some states it is simply a revenue generating exercise, others believe its purpose is to advance technologies while some see it as a means to compensate early movers on alternative fuels.

With such divergent views it is clear further work is needed before an agreement can be reached. Detractors of the IMO often colour it as a cumbersome body but that is inevitable as the ultimate decision depends upon almost 200 individual member states reaching an agreement that all can support. Governments of those states will have their own issues to contend with, not least the impact increasing transport costs will have on consumer prices.

There is of course nothing to prevent individual states or even groupings of states from introducing their own rules on GHG and other emissions with regards to ships calling at their ports or flying their flags. The EU has already gone down this route and Norway was the first country to take action against NOx emissions with its NOx levy and NOx fund to incentivise reduction measures for individual ships. If more nations were to do this, it would complicate matters for operators but that would not be unique in the history of maritime trade.

Two related agenda items were discussed, and both will feature strongly in the debates over the adoption of technical

Roadmap for future debates

Assuming that progress is not derailed by disagreement among member state delegates, the following series of meetings and target dates have been pencilled in.

5 MEPC 81 (Spring 2024) - Interim report on Comprehensive impact assessment of the basket of candidate mid-term measures/ Finalisation of basket of measures

5 MEPC 82 (Autumn 2024) - Finalised report on Comprehensive impact assessment of the basket of candidate mid-term measures

and financial elements. These include the relatively new development of onboard carbon capture and the fuel Life Cycle Analysis (LCA) whereby the emissions from well to tank will be determined.

Onboard carbon capture systems (CCS) were initially proposed to the industry some years ago but at the time thought impractical due to the impact of weight of captured gases on ships’ cargo capacity. Since conventional oil fuels produce 3.5 times the weight of CO2 compared to fuel burned, every tonne of bunkers would mean the sacrifice of 2.5 tonnes cargo carrying capacity.

Nevertheless, some CCS have been developed and are already in operation. Depending on how the captured emissions are handled after discharge, credit should be given for emissions saved. It was agreed to establish a Correspondence Group that will further consider issues related to onboard carbon capture and develop a work plan on the development of a regulatory framework for the use of onboard carbon capture systems with the exception of matters related to accounting of CO2 captured onboard ships and submit a written report to MEPC 83.

There has been much discussion on the GHG intensity of different fuels in recent years. The focus concerns that while some fuels produce higher amounts of GHG than others when used on a ship, the production, storage and delivery processes of other fuels means the overall GHG emissions of those fuels could actually be higher.

Initial guidelines on lifecycle analysis (LCA) of GHG

5 MEPC 83 (Spring 2025) - Review of the short-term measure to be completed by 1 January 2026

5 MEPC 84 (Spring 2026) - Approval of measures / Review of the short-term measure (EEXI and CII) to be completed by 1 January 2026

5 Extraordinary one or two-day MEPC (six months after MEPC 83 in Autumn 2025)Adoption of measures

5 MEPC 85 (Autumn 2026)

5 16 months after adoption of measures (2027) - Entry into force of measures

5 MEPC 86 (Summer 2027) - Initiate the review of the 2023 IMO GHG Strategy

5 MEPC 87 (Spring 2028)

5 MEPC 88 (Autumn 2028) - Finalization of the review of the 2023 IMO GHG Strategy with a view to adoption of the 2028 IMO Strategy on reduction of GHG emissions from ships.

8 Chair of MEPC 81 Mr Harry Conway of Liberia

intensity of fuels LCA were adopted at MEPC 80. MEPC *1 adopted Resolution MEPC.391(81), 2024 Guidelines on life cycle GHG intensity of marine fuels (2024 LCA Guidelines), which incorporates draft amendments proposed by an LCA Correspondence Group. Furthermore, as the issues investigated at the Correspondence Group were diverse and required expertise, it was agreed to newly establish a Working Group on the Life Cycle GHG Intensity of Marine Fuels under GESAMP to pursue discussions along with its Terms of Reference.

To progress the issues going forward MEPC 81 established a number of intersessional working groups including:

5 A GESAMP Working Group on Life Cycle GHG Intensity of Marine Fuels (GESAMP-LCA WG);

5 Fifth GHG Expert Workshop on the further development of the basket of mid-term measures (GHG-EW 5) which will hold a two-day expert workshop in July;

5 ISWG-GHG 17 (23-27 September 2024);

5 Correspondence group on LCA (to submit a report to MEPC 83 in April 2025).

New ECAs and more Discussions on GHG and related measures were extensive but not the only items on the agenda which also included new NOx ECAs, shortcomings of NOx control technologies, further work on the Life Cycle Analysis of marine fuel GHG intensity, Ballast Water Convention review, ballast water treatment systems approvals and issues around challenging water quality, use of ballast tanks for grey water storage, amendments to MARPOL amongst others.

There were two new ECAs (emission control areas) approved; one in Canada and one in Norway. Since the initial applications were submitted at previous MEPC meetings there was little question of these not being approved. The Canadian Arctic ECA will impose a fuel sulphur limit of 0.1% and Tier III NOx limits will apply to ships constructed (keel laying date) on or after 1 January 2025, and which will be operating in the Canadian Arctic ECA. This new ECA would have the added benefit of partially addressing concerns around black carbon emission in the Arctic region. Also approved was Norway’s proposal for a Norwegian

Sea ECA which, if adopted by MEPC 82, would become effective on 1 March 2026. For NOx Tier III to apply to a ship the building contract would need to be placed after 1 March 2026, or if no building contract a keel laying date on or after 1 September 2026. For other newbuildings already ordered the ECA would apply if delivery occurs after 1 March 2030.

Ballast and other developments

The BWT convention is now being monitored in what is called the ‘experience building phase’ where identified weaknesses and contradictions are addressed. MEPC 81 accepted the recommendations of the Correspondence Group with regard to changes already identified as needed and re-established the Correspondence Group on Review of the BWM Convention to prepare draft text for amendments to provisions of the Convention and to associated instruments, and for new provisions and/or instruments with a view to submit a report to MEPC 83.

Interim guidance on ballast management for ships operating in challenging water quality was adopted and work continues on developing a comprehensive set of guidelines to apply to ships, administration and ports. Guidance for temporary storage of treated sewage and grey water in ballast tanks, necessary when reception facilities at ports is inadequate, was approved. The guidance sets out the standards such as for flushing tanks after temporary storage and for implementing the relevant procedures in Ballast Water Management Plans. Discussion on ballast water treatment (BWT) saw four systems given new type approval and one using an active substance granted Basic Approval.

There were a number of other issues on the agenda and the meeting adopted resolutions relating to reporting of containers lost at sea, recommendations on the carriage of plastic pellets as cargo in containers, and endorsement of a Draft Action Plan for reduction of underwater noise from commercial shipping and an agreement to include an agenda item on the topic for MEPC 82.

A small number of matters including proposed amendments to the 2021 Guidelines for Exhaust Gas Cleaning Systems with regards to nitrates, were held over due to lack of time or for requiring further input.

8 MEPC

The NPT propeller from Stone

Marine Propulsion

A FUEL’S LIFE CYCLE – FROM WELL TO WAKE

With the IMO having accepted the principle of using well to wake rather than tank to wake as the future basis for determining GHG emissions from marine fuels, the difficult process of putting that into practice is now underway

There are few within the shipowning and operating fraternity who do not accept that although fossil fuels will continue to be dominant in the short to mid-term, lower emitting alternatives will play an increasing role going forward. At one point in the 2000s it seemed that fuel cells might be the way forward, but development soon stagnated, and LNG was being actively promoted at many levels.

Moving forward, even LNG came under fire for its GHG emissions as the reduction in CO2 was often accompanied by methane slip sending an even more potent GHG into the atmosphere. Most recently the focus has been on alternative fuels such as methanol and ammonia with the latter being backed because it is essentially carbon-free. According to projections in the Fourth IMO GHG Study 2020, about 64% of the total amount of CO2 reduction from shipping in 2050 will be achieved using alternative low/zero-carbon fuels.

But while methanol and ammonia may produce less GHG emissions when burned on board ship, their production is in many cases highly energy intensive. The result is more emissions released in their production, transport and storage than for conventional fossil fuels. Therefore, any advantage in burning ‘cleaner’ fuels on ships would be lost because of the emissions involved prior to bunkering.

The irony of this was not lost upon bodies such as SEA-LNG or the Methanol Institute and five years before MEPC 80 in 2023 they and others were advocating that the IMO should take a more holistic view of emissions. That was precisely what happened at MEPC 80 when along with the more ambitious targets for decarbonisation agreed that it would be measured on the basis of well to wake and not tank to wake.

The decision was not spontaneously taken at MEPC 80 as a working group had been busy on producing the guidelines for the new measure published as RESOLUTION MEPC.376(80) GUIDELINES ON LIFE CYCLE GHG INTENSITY OF MARINE FUELS (LCA GUIDELINES) just after MEPC 80.

Announcing the document the IMO said, “the levels of ambition and indicative checkpoints should take into account the well-to-wake GHG emissions of marine fuels as addressed in the Guidelines on lifecycle GHG intensity of marine fuels (LCA guidelines) with the overall objective of

reducing GHG emissions within the boundaries of the energy system of international shipping and preventing a shift of emissions to other sectors”.

The 2023 guidelines – a 60 page document – is just the first step in a major task that the IMO has set itself. While it is a simple task to measure the tank to wake emissions, the same is not true of the well to tank element.

With a wide variety of fuels expected to be available and multiple means of producing each one calculating a GHG emission figure for a fuel that is acceptable to all is an impossible task. Ammonia for example can be produced from coal, natural gas oil and by chemical processes combining nitrogen and hydrogen. The power needed for the processes also needs to be taken into account; will it be provided by ‘dirty’ coal, hydroelectric, wind or solar? And what about the emissions produced from transporting it?

The methodology employed by the IMO in the guidelines draws upon ISO 14044:2006 (Environmental management — Lifecycle assessment — Requirements and guidelines.) and ISO 14040:2006 (Environmental management — Lifecycle assessment — Principles and framework). But there is still debate over whether there should be an aggregate standard for each fuel or whether each batch of fuel should be considered as unique.

The arguments around the suitability and formulae used for calculating the EEDI ratings of ships were a hot topic in the period up to 2013 and the numerous amendments since look likely to be dwarfed once the LCA formulae become clearer

No less than eight papers offering opinion were presented to the ISWG-GHG 16 meeting that preceded MEPC 81 with consequent amendments being made to the 2023 guidelines. The new draft LCA guidelines were approved at MEPC 81 and will be published as RESOLUTION MEPC.391(81). The updated guidelines include revised calculations for default emission factors; updated appendix 4 on template for wellto-tank default emission factor submission; and new appendix 5 template for Tank-to-Wake emission factors.

Despite approving the revised guidelines, MEPC 81 agreed that further development of the LCA framework will be discussed at ISWG-GHG 17 in September 2024.

8 NYK and Hitachi Zosen Corporation have proposed the development of N2O reactor for an ammonia-fueled ship

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AMMONIA FUEL SYSTEMS will play a strong role in the decarbonisation of shipping.

THE GAS EXPERTS

ON A MISSION TO UNLOCK AMMONIA’S POTENTIAL

The Motorship speaks to Christian Berg, managing director, Amogy Norway, about why ammonia has a integral role as a long-distance energy carrier

Amogy is on a mission to build technology that unlocks ammonia’s potential as a clean energy source, thus accelerating the global journey to Net Zero and sustaining future generations.

“As a carbon-free hydrogen carrier, ammonia as a fuel is truly a no-brainer,” says Christian Berg, managing director, Amogy Norway.

“With advancing technology nearing commercial viability, it’s no surprise that ammonia is gaining traction as a pivotal enabler of the clean energy transition. Beyond its carbonfree chemistry, its energy density and existing infrastructure further bolster its appeal.”

He points out that globally, over 200 low-carbon ammonia facilities are in the planning stages, with the US Gulf Coast emerging as a significant hub.

Because of these advantages, there’s a growing consensus among policymakers, energy firms, infrastructure investors, and industrial players alike that ammonia will play a central role as a long-distance energy carrier.

Founded in 2020 by four MIT PhD alumni, Amogy aims to enable the decarbonisation of the hard-to-abate sectors, such as shipping, power generation and heavy-duty transportation, with its ammonia-based, carbon-free, high energy-density power solution.

The system

Amogy’s system is characterised by its scalability, modularity and tailored design, specifically engineered to meet the distinctive requirements of maritime applications.

Within maritime shipping, Amogy’s power solution caters to various vessel types, including offshore, cargo and special purpose vessels.

“We believe ammonia is an optimal fuel choice to drive decarbonisation within this sector,” says Mr Berg.

“Our ammonia-to-electrical power system seamlessly converts ammonia into carbon-free electrical power at the point of use. By harnessing cutting-edge ammonia cracking technology, we achieve ultra-efficient conversion without combusting the ammonia.”

The Amogy Powerpack is a modular system which enables supplementary modules to be integrated to deliver more sizable Powerpacks.

Amogy has already received Approval-In-Principle (AiP) from Lloyd’s Register for the system.

It is currently working toward achieving type approval from multiple classification societies, including DNV, Lloyd’s Register and the American Bureau of Shipping.

Additionally, Amogy is working with the US Coast Guard to confirm powerpack regulatory compliance. These efforts will

8 Amogy has created The NH3 Kraken tug as a capability demonstration for its technology

Credit: Amogy

There’s a growing consensus among policymakers, energy

rms, infrastructure investors, and industrial players alike that ammonia will play a central role as a long-distance energy carrier ‘‘

identify potential hazards and operational risks associated with using ammonia as a fuel and ensure appropriate safety measures are incorporated into the product design.

Commercialisation

Mr Berg says that Amogy’s recent partnership with Green Ships and the operational expertise of Bourbon Horizon represents a crucial milestone in Amogy’s mission to decarbonise the maritime sector.

Land-side, Amogy is currently conducting full-scale tests of its ammonia cracking power systems in Stord, Norway.

The company started flowing gas and performed ignition testing last month and will proceed in the coming days and weeks to ramp up and verify full 200 kW reforming capabilities.

It has also recently signed other commercial contracts with Terox and Hanwha Ocean. These pilot projects signify a shift towards commercialisation of Amogy’s technology.

“This focus on commercialisation is present as we focus on getting our facility up and running in Houston, first for larger scale testing of our system and eventually for assembly of our first commercial products,” adds Mr Berg.

It’s exciting times for Amogy and for the ammonia market as a whole.

Mr Berg says the company will continue to collaborate with clean ammonia procurers and developers of bunkering facilities to accelerate the development of the global value chain for clean ammonia moving forward.

r the design lectrical power

“The partnership signifies confidence in our ammonia-topower technology as a viable solution for the industry’s urgent decarbonisation needs,” he says.

Green Ships’s cutting-edge 82m ePSV design notably integrates Amogy’s pioneering ammonia-to-electrical power system as its primary propulsion method, setting a new standard for carbon-free maritime operations.

This groundbreaking approach aligns with stringent DNV regulations and underscores a commitment to surpassing the maritime sector’s environmental targets.

In addition, Amogy has created The NH3 Kraken tug as a capability demonstration for its own technology, which is almost ready to sail.

As the world’s-first ammonia-powered, carbon-free tugboat, its demonstration will mark a significant milestone not just for Amogy, but for the entire maritime sector.

Mr Berg says that showcasing the viability, e safety of ammonia as an alternative fuel is paramount, especially to its commercialisation.

“The vessel sets the stage for substantial investment in ammonia and positions the maritime industry to embrace a cleaner, more sustainable future,” he says.

DNV surpassing tug as a ology, which is , carbon-free sector. efficiency and investment in y to embrace a chain for clean ammonia forward

Establishing an alternative fuels training hub

The Maritime and Port Authority of Singapore (MPA) has inked an agreement to develop a Maritime Energy Training Facility (METF) on the operation of ships powered by alternative fuel systems.

A Letter of Intent (LOI) was signed between Amogy, a provider of ammonia-topower solutions, the MPA and 22 partners, including international organisations, engine makers, classification societies, trade associations and institutes of higher learning at Singapore Maritime Week 2024.

“We are thrilled to embark on this exciting and important project in partnership with the Maritime and Port Authority of Singapore and other esteemed collaborators,” said Seonghoon Woo, CEO at Amogy.

“This initiative showcases Singapore’s leadership in driving sustainable maritime solutions and underscores our commitment

to advancing ammonia as a clean energy source for maritime shipping and equipping the global maritime workforce with the necessary skills to navigate the future of shipping.”

Training recommendation

The establishment of a training facility follows a recommendation put forth by the Tripartite Advisory Panel, formed in early 2023. This panel aims to identify emerging and future skills and competencies needed to build the maritime workforce of the future.

This METF will be a decentralised facility based in Singapore, utilising the various partners’ assets and training technologies to train global seafarers in the use, manning, and operation of vessels powered by zero or near-zero emission technologies.

With hundreds of crew changes conducted

daily in Singapore, the METF’s establishment is strategically positioned to support vessel operators and ship management companies with their crew training needs as part of their crew change arrangements.

This approach is expected to result in significant time and training cost savings for the shipping community. When fully operational, the METF is anticipated to benefit around 10,000 maritime personnel, including seafarers, frow now to the 2030s.

Amogy provides carbon-free energy solutions to decarbonise hard-to-abate sectors such as maritime, power generation and heavy industry.

Its ammonia cracking technology is a mature and scalable method for splitting liquid ammonia, generating electrical power in combination with hydrogen fuel cells at five times the energy density of lithium batteries.

Christian Berg, managing director,

Christian Berg direc Amogy Norway

Credit: Amogy

AMMONIA GAINS MOMENTUM DESPITE CONCERNS

Strong demand is driving development but emissions issues remain, writes

René Sejer Laursen, ABS director – fuels & technology, global sustainability

Demand for ammonia is being transformed by the energy transition. Until recently used as an input for fertiliser and chemical products, new markets for green and blue ammonia are emerging, replacing coal in power generation, in green steel production and as a marine fuel.

Today some 200m tonnes per annum is produced worldwide with 20m tpa transported in LPG carriers. The scale of the emerging and potential demand will see these figures rise; how quickly this can be achieved will determine its take-up within shipping.

The interest in ammonia stems both from its zero emissions when used as fuel and because its production isn’t dependent on biogenic carbon sources. As the global economy transitions away from fossil based fuels, biogenic carbon – from captured CO2, electrolysis and even waste sources – will be subject to increasing competition from different industries.

Biogenic carbon will increasingly replace fossil-based carbon in many of the products in use today in industry and consumer goods. Competition from the energy and aviation sectors will inevitably lead to increased prices but production capacity will need to come from industrial sources rather than biomass harvested for this purpose.

The rise of ammonia also creates potential for green

hydrogen as a fuel. But because Ammonia is significantly cheaper to transport over long distances – and considering the loss of energy when hydrogen is turned into ammonia via the Harbor Bosch process – it seems likely that a majority of hydrogen will be produced by cracking green ammonia at the location where the hydrogen will be consumed.

Ammonia production

To realise large-scale production of green ammonia to serve new markets, its production capacity, along with that of renewable electricity and green hydrogen, will need to grow tremendously. The current global installed capacity of wind and solar farms and especially the electrolysers needed to produce the necessary green hydrogen for ammonia production, are dwarfed by the required capacity needed.

Renewable electricity for electrolysis will need to be produced at locations around the globe that have favorable conditions for wind and solar energy generation and also have large land areas available. Those locations tend to be in remote areas; locations such as Western Australia, Chile, West Africa, Oman and Saudi Arabia are the areas that are expected to dominate production. Ammonia needs to be shipped from these locations to demand centres, in the first instance North/East Asia and Europe.

8 Demand for ammonia is being transformed by the energy transition

Eminox

The interest in ammonia stems both from its zero emissions when used as fuel and because its production isn’t dependent on biogenic carbon sources

Current projections for the growth in global production indicate there will be enough renewable electricity to produce the volumes of green ammonia needed for the maritime fleet alone by 2040. However, because shipping will also be competing with many other industries for both the renewable electricity and green hydrogen necessary to produce ammonia, as well as with other sectors that depend on the consumption of green ammonia such as agriculture and coal fired power plants, supply is expected to be constrained.

Propulsion technology

The first tests have been performed using ammonia as fuel in combustion engines by several of the main engine manufacturers. The tests have been very promising and no showstoppers have been discovered for the use of ammonia as a combustion fuel in internal combustion engines.

Though the amount of pilot fuel and levels of NOx, NH3 slip and N2O emissions have yet to be quantified for the commercial marine engines, marine engine makers generally agree that the Diesel cycle is best suited for combustion of ammonia.

Research is ongoing for both diesel and otto cycle combustion concepts. Optimising emissions reductions is foreseen as a challenge and control of N2O and ammonia slip requires high temperature combustion which also generates high NOx levels. Tests on two-stroke engines have shown that NOx is less of a problem using the Diesel cycle combustion principle when burning ammonia. When ammonia is injected into the combustion chamber, it expands and generates a cooling effect that removes the high peak temperatures in the combustions zones that generated the high NOx.

Pilot fuel is necessary to ignite ammonia and it is also needed to keep combustion stable. For smaller four-stroke engines, 10% pilot fuel is required once engine optimisation has been completed and after the engine is in service. For large two-stroke engines using Diesel cycles, just 5% pilot fuel is required, and some engine makers expect that this amount can be further reduced.

Assessing emissions

The actual amount of NH3 and N2O emissions is therefore still to be accurately assessed, however, emissions are expected to be low, particularly for the Diesel combustion cycle. Even so, with N2O having a 20-year global warming potential (GWP) of 264 and a 100-year GWP of 265 according to IPCC 2013-ARS, the emitted levels may negate much of the CO2 benefit of using ammonia as a fuel. This remains a significant potential barrier to adoption.

Two-stroke marine engine designers have, however, found in their tests that N2O level are low - in the same range as we see for other fuels including marine diesel, LNG and methanol. Overall it seems that the Diesel combustion principle is ideal for use of ammonia since the temperature in combustion chamber hits a ‘sweet spot’ where the NOX, N2O and ammonia slip levels are recorded at a very low level. It is therefore expected that those engines will be able to operate

to IMO NOx Tier II standards without any need for an abatement system.

As of Q1 2024, the main marine engine makers have the following development plans and lead times for ammonia fuelled engines:

Two-stroke ammonia dual fuel engines covering power ranges from 5 MW to 31 MW. These engines will be available for delivery starting from Q4 2024/Q1 2025.

Four-stroke ammonia engines as dual fuel gensets engines are also becoming available. Two engine manufacturers will launch this type of engine at the end of 2024 or beginning of 2025.

Safety and exhaust treatment

Most engine designers expect that exhaust gas aftertreatment will be needed to comply with the IMO NOx Tier III standard, and all of them expect to specify Selective Catalytic Reduction (SCR) as the preferred means of cleaning the exhaust gas after it has left the combustion chamber, rather than exhaust gas recirculation (EGR) which changes the combustion conditions thereby limiting NOX formation. The EGR is reducing the amount of oxygen in the intake air, and the fear is that this will have a very negative impact on the performance of ammonia combustion, but this is still to be investigated.

In addition to main engines and gensets operating on ammonia, designs are also emerging for auxiliary engines required to complete the transition to vessels running on ammonia. Boilermakers are preparing dual fuel boilers for use with ammonia as fuel to be able to generate steam and heat from burning ammonia.

Working with ammonia onboard on a day-to-day basis requires a solution to collect ammonia vapor in a safe manner. This vapor will be released in case of a normal engine stop if the piping system needs to be purged or in case of a malfunction somewhere in the fuel supply system.

Different solutions for vapor handling are under development from several manufacturers, including water scrubber designs that can remove ammonia vapor from the purge air. In this solution, ammonia vapor is stored in dedicated tanks as a water-ammonia solution. However, this approach would require dedicated infrastructure at the port to receive and store it.

All those systems described above are being prepared for newbuilding projects for different ship types and the expectation is that we will see those systems in service by the end of 2025/beginning of 2026. We estimate that approximately 50-70 ships are under order as of April 2024.

8 René Sejer Laursen, ABS director – fuels & technology, global gustainability

FUTURE PROOFING SHIPPING AGAINST THE NEXT CRISIS

In this article Captain Steve Bomgardner, vice president – shipping & offshore, Pole Star Global, argues that leveraging digitisation and using data to transform the experience of crew members at every level of the on-board operation is key

Turbulence across global supply chains is nothing new. But escalating geopolitical conflict and unpredictable weather events are raising the risks for ships, crew and cargo, demanding new levels of awareness and speed of response from both masters and shipping owners.

At the same time, the maritime industry faces an array of new challenges, from crew shortages to emissions management and the evolution to green shipping.

Yet the biggest risk facing every vessel is still human interaction: Working at sea remains one of the most dangerous professions. The maritime industry has access to an extraordinary array of data resources that enable efficient tracking, security, route optimisation, a better understanding of weather and forecasting, charter party compliance, ship performance and emissions.

Data can transform vessel and crew safety. Digital systems can transform efficiency, enable highly effective preventative maintenance and eradicate tedious administrative tasks for senior crew members.

However, with the vast majority of safety incidents the result of failure to follow rules, regulations and procedures; of mistrusting or overriding information, the maritime industry needs to embrace cultural change and demonstrate the power of data to transform crew safety and well-being.

Safety first

Leveraging digitisation and using data to transform the experience of crew members at every level of the on-board

operation will rapidly embed information value within the industry and overcome the dangerous mistrust that can lead to catastrophic disasters.

Shipping companies globally are waking up to the need to improve both their data resources and the way information is being used.

There is a growing recognition of the constraints of siloed, legacy data systems and the risks to safety, efficiency and responsiveness created by a lack of trusted, real-time data. Far too many major disasters and day-to-day incidents could and should have been avoided with better, up to date data –such as the outdated weather information that led to the loss of the El Faro and crew.

Given the enormous pressure on vessels to hit deadlines and avoid delays at ports, crews will inevitably push the boundaries if there is no oversight. There is a reluctance to reroute, due to weather or conflict, given the inevitable delays and added costs. When rerouting could also further delay shore leave or even postpone the end of contract for a crew that has been at sea for up to 18 months, a desire to maintain the schedule can lead to underplaying risk assessments.

Yet the depth of data now available to companies is not just informing efficiency and performance decisions, it is at the heart of building a safer working environment. For example, speed and fuel consumption curves are not simply monitoring engine efficiency; they can flag if the engine is not burning fuel properly. Timely use of information can not only reduce the risk of oil leak or hydrocarbon failure that could

8 Digital systems can transform efficiency, enable highly effective preventative maintenance and eradicate tedious administrative tasks for crew

Leveraging digitisation and using data to transform the experience of crew members at every level of the on-board operation will rapidly embed information value within the industry and overcome the dangerous mistrust that can lead to catastrophic disasters

cause crew casualties and/or environmental disaster; but also support preventative maintenance that radically reduces the risk of engine failure, avoiding tedious and expensive delays in dry dock while the problem is fixed.

Cultural shift

However, simply collecting data is not enough to safeguard vessels and crew. The maritime industry only needs to look at the Deepwater Horizon disaster to understand that adding data alone is not enough. That was one of the most connected, data enabled vessels of its time, yet data mistrust and human interaction led to the explosion that caused the death of 11 crew and the world’s most devastating oil spill.

Today, even when crew have data, its value is often not recognised or understood. Senior crew members spend more time in meetings, creating and reviewing documentation than being hands on. Many perceive any onshore oversight of engine performance or fuel consumption as punitive rather than supportive. As a result, some perceive data and systems as a distraction and burden rather than a vital support in improving safety and efficiency.

To truly utilise joined up information, crew need a better way of interpreting multiple data feeds. They need to see how digitisation and data supports their day-to-day activity and enhances rather than detracts from core activities. Critically, there needs to be a cultural shift and a recognition that providing a central onshore team with an immediate and complete overview of onboard activity is an important second line of defence against incidents and disaster.

Crew experience

speed internet when out at sea is prohibitive and many ship owners cannot justify an investment in super connected vessels armed with sensors. That is where hardware free voyage optimisation systems can also provide a solution, delivering fleet monitoring, regulatory compliance, performance analytics and voyage optimisation in a single view. Even without dedicated hardware, both onboard crew and onshore teams have the additional insight required to boost safety and security.

Irrespective of whether the next crisis for ship owners is war, weather or another global health event, one fact is ineluctable: recruiting onboard crew is becoming difficult. With limited shore time and contracts that become ever longer, morale is a big issue on board. The job can be both mundane and high risk. Every day there is an issue, from sickness to fire, grounding or emergency response. Digitisation and information will enable ship owners and Masters to improve decision making and responsiveness but that can only be achieved by focusing on crew safety and morale to foster a trust in data.

When crew recognise that data will enhance the day-today working experience, that preventative maintenance and improved weather knowledge reduces risk, and that automated systems can remove the burden of administrative tasks, the response will be overwhelming. Reducing stress and boosting morale will improve crew performance. It will

To maximise the value of the extraordinary array of information now available to shipping companies, it is essential to change attitudes to data on board – and that can only be achieved through better education and training and, critically, the delivery of tools that truly improve the day-today working experience. Prioritising vessel safety and crew well-being is a key step in changing onboard attitudes to digitisation and data.

mean vessels move at a better pace and that cargo arrives on time and safely. Data can and must be used to safeguard shipping and create happy seafarers, supported with the information they need to respond effectively to the next crisis.

ay of it is at can g and, ay-tocrew des to den of g the cing a ed-up of an better erload cused t hich is s

For example, one person should not have the burden of deciding whether or not a sensor is faulty; of making the decision to ignore or assume a reading is false. Replacing a single isolated view of the operation with a joined-up perspective can transform onboard understanding of an evolving risk. In addition to improving vessel security, better systems can reduce the tedious administrative overload faced by senior crew members, such as automated digital permit to work systems, to enable more time to be focused on sailing the vessel and avoiding hazards. This not only improves efficiency but massively boosts morale, which is becoming a significant concern on board many vessels. Of course, data costs remain a challenge. The cost of high-

shore,

8 There needs to be a cultural shift and a recognition that providing a central onshore team with an immediate and complete overview of onboard activity is an important second line of defence against incidents and disaster

Captain Steve Bomgardner, vice president –shipping & offshore Pole Star Global

NAVIGATING THE FUTURE: ELECTRIC SPOOLING WINCHES AND THE REVOLUTION IN MARITIME DECK OPERATIONS

by Mikael Holmberg, Segment Sales Manager, Cranes and Marine Winches, ABB

The maritime industry is embarking on a transformation, steering away from traditional hydraulic winch mechanisms in favor of advanced electrically operated systems. The use of variable speed drives (VSDs), also known as variable frequency drives (VFDs) or, simply, of marine winch, including spooling winches, with a focus on energy

The ABB ACS880 industrial drive is setting a new standard in the vessels around the globe.

Moving from using mechanical transmission to electrical shaft transmission

Mechanical spooling winches contend with a number of operational challenges. Mechanical and hydraulic power transmission systems face require synchronisation. The physical bulk and complex nature of their mechanical transmission includes wheels, gears and chains that makes

ABB’s solution replaces the mechanical power shaft transmission with an integrated electronic synchro shaft functionality, similar to an electronic gear rather than mechanical gearing. This is made possible via the software built inside the ACS880 industrial drive that controls the motors of the main winch and spooler device. This approach allows for the electrical spooling device or motor to remain mechanically independent from the main winch, while maintaining precise synchronisation through the spooling software embedded in the drive. and mooring vessels, due to the integrated coordination between the main winch and spooler device.

strength but lack the precision needed to adequately control the rope’s tension and position. This limitation and less controlled operation can result in ‘bird nesting,’ where ropes tangle and overlap, potentially damaging both the ropes and the winch and putting the safety of the equipment and crew at risk, especially with deep sea winches that has a long rope on the drum in multilayers.

In addition, these systems, which involve chains, belts, and wheels, are large and cumbersome, requiring a lot of space. The wear and tear from their use can lead to uncontrolled spooling operations. These systems also present challenges in extreme weather conditions, such as arctic environments.

Transitioning to electric winches powered by motors and drives has the potential to revolutionise maritime deck operations, and comes with

mitigates the risk of improper spooling. The drive’s ability to control the speed of the motor allows for careful management of winch speed and torque, ensuring smooth operation and protecting the ropes from undue stress and wear.

Electric winch systems react quickly and precisely to operational commands, providing a big improvement on the slower response times that traditional mechanical transmission systems have.

By using drives, electric winch systems can match energy consumption to actual demands. This not only prevents excessive energy use, but also promotes long-term operational cost savings and a marked reduction in the associated emissions.

Tight side by side, and layer by layer for multilayer turn system on the drum

ABB has introduced a ready-made, innovative solution to address the challenges posed by traditional marine winch systems. With an

family, the ACS880, includes a dedicated a new application software designed to enhance spooling and rope guiding functions.

The key feature of this solution is a ready-made AC drive application tailored for synchronised operations between the main winch drive and

layer completely before advancing to the next, all while maintaining the

The drive-based spooling control software provides a user-friendly adjustments. Its diverse features and functionalities meet the varying needs of marine winch operations, including:

Manual and automatic modes: In manual mode, the operator manually controls the movement of the spooler to the left and right for servicing and inspection of the system. In automatic mode, the system automatically directs the spooler left and right in synchronisation with the rotation of the main drum.

Direction change logic: In automatic mode, the system can seamlessly switch the spooler’s direction from left to right using discrete input sensors, actual position feedback from sensors.

input sensors or actual position feedback, to prevent the rope from

overrunning the spooling area. This can be used in manual mode and automatic mode. If an end-limit switch sensor fails, a backup torque limit can be used to detect when the system is operating outside of its range and approaching a mechanical endpoint.

spooling to ensure ropes lay tightly side by side without gaps or permitted operating area.

Options for referencing the main drum or the line reference with various inputs, such as encoders, PLC function blocks, analog inputs, or through ABB’s high-speed drive-to-drive communication between ACS880 drives.

Scalable parameters to match the gearing ratio between the main drum and the spooler device, allowing for optimised coordination and control.

mechanisms, accommodating either unidirectional or bidirectional gear arrangements.

Thanks to this integrated software and the versatile functionality of the operational modes, coupled with the support for extreme temperatures, mitigating common issues such as tangling and bird nesting.

Digital advantages

The collaboration between dedicated drive software and PLCs is key to delivering advanced winch operations. This level of automation allows for sophisticated control strategies and real-time adjustments, ensuring operations are executed with accuracy and coordination. For example, the ACS880 drive software can regulate the layering of rope on the drum to prevent tangles and overlaps, while drives or PLCs can synchronise multiple winch drums for balanced load distribution, which is vital for complex lifting operations.

The drive software also facilitates adaptive programming, which helps maritime workers to customise operations to accommodate the unique demands of the vessel and the sea conditions. Through integrated diagnostics and monitoring, PLCs can also provide critical operational data as feedback, including load tension, motor speed, system temperature, and electrical current values, which allows for the analysis of the winch’s performance and condition in real-time.

This information is essential for implementing predictive maintenance strategies, as it enables the anticipation of potential maintenance needs based on actual usage and wear patterns, rather than on a predetermined schedule. This proactive approach better maintains the winch system’s

Smarter setup with same technology for main winch and the spooling device

electric winches with drives. The common hardware and software platforms standardise setup procedures, making troubleshooting and

parts and unique software for each type of winch, manufacturers can design a range of winches that use the same core components such as motors, drives, control units, and the software interfaces that operate them. This means that operators can use similar procedures to install,

This reduces the need for specialised setup and training, resulting in

reduced engineering time and overall reductions in operational costs. Electric winching systems with fewer mechanical components also have fewer potential failure points, leading to lower maintenance requirements and better reliability. The added convenience of removable memory updates, further streamlining the setup and maintenance processes.

Charting a new course

The integration of motor-drive systems and PLCs in marine spooling

and vastly improved safety, electric winch systems are now an asset for the modern maritime industry. As vessels continue to traverse the seas, the adoption of these advanced electric winches with ABB ACS880 drives signals a commitment to innovation, sustainability, and progress.

For further information: https://new.abb.com/drives/segments/ winchesdozen wall-mounted ACS880-31 drives to meet the narrow hull structure and harmonic requirements of its customer. Representing the perfect technical solution, it has enabled the client’s customer to save maintenance processes, as well as stable performance.

ABB has also successfully supplied navy vessels with wall-mounted

and total motor control of waste compactor machines on board.

From frigates to cruise liners and many other types of ship in between, marine vessels rely heavily on what can be extremely complex electrical

continues its course towards electric propulsion, these networks will increased potential for harmonics to cause disruption.

Vessel operators, therefore, need to consider how to proactively

alternative to deploying traditional methods such as oversizing key electrical assets, the use of ULH drives should be considered.

harmonics problem, visit https://new.abb.com/drives/segments/marine

METHANOL BECOMES

MAINSTREAM

DUAL FUEL OPTION

Methanol overtook its rivals as shipping’s preferred for new ships ordered in 2023 and now a ‘Methanol Superstorage’ solution means that the fuel type can be integrated into retrofits and newbuilds alike, says Hannes Lilp, CEO, SRC Group

DNV and Clarksons’ World Fleet Register show methanolcapable vessels moving ahead of other dual fuel orders for the first time last year, with Chris Chatterton, COO, The Methanol Institute saying 2023 “could fairly be called the year that methanol went mainstream”.

In the container market alone, Alphaliner reported the orderbook for methanol dual-fuel vessels as amounting to 152 ships in the first week of February.

Those committing to methanol as a route to shipping decarbonisation do so on practical grounds: here is an alternative to fuel oil which offers lower carbon emissions today and a realistic pathway to net zero. Currently derived principally from natural gas, methanol is available, easy to handle and predictable; once produced renewably, ‘green’ methanol can be a carbon-neutral fuel.

“Choosing methanol is a decision which allows vessel owners and charterers the ability to simply decarbonise faster in a more economically viable manner,” comments Mr Chatterton.

Capacity question

However, the fact remains that it takes around 2.5 times the methanol to achieve energy efficiency equivalent to HFO.

A container ship designed to carry 16,500 teu - typically 366 m long and 51 m wide, would ‘lose’ 300 teu as extra fuel storage to sustain conventional bunkering patterns, according to Alphaliner.

True carrying capacity is invariably a matter for speculation when Maersk builds a new containership.

In early February, Alphaliner was also puzzling over the precise capacity of Maersk’s new Equinox Class. Shorter than

the convention, at 351m in length, these ships are also broader – at 53.5m wide.

Alphaliner suggests moving the deckhouse and bridge onto the forecastle, and the funnel to the port aft corner of the hull, recovers carrying capacity by accommodating a full-width methanol fuel tank under bays 16-22.

Space efficient solution

In a very different approach, SRC brought ‘Methanol Superstorage’ to market at the end of 2023 as a solution increasing fuel tank volume by over 85% while having little impact on general arrangement.

DNV

and Clarksons’ World Fleet Register show methanol-capable vessels moving ahead of other dual fuel orders for the first time last year

The proposal met particular enthusiasm after Lloyd’s Register conferred Approval in Principle (AiP), which verifies that no major obstacles have been identified to future certification or classification.

Tanks storing low flashpoint fuels on board ship conventionally requiring cofferdams of at least 600mm across to separate internal and external walls as a safety precaution. Instead, Methanol Superstorage features 25mm thick tank walls formed by the sandwich panel system from SPS technology – a continuous polymer core injected between two steel surfaces.

Credit: SRC Group

8 The sandwich panel system from SPS Technology expands storage volume by allowing tank walls to be constructed without the need for cofferdams

‘‘

SRC brought ‘Methanol Superstorage’ to

market at the end of 2023 as a solution increasing fuel tank volume by over 85% while having little impact on general arrangement

The patent protected steel-polymer-steel barrier has been approved for permanent repairs by IACS class societies for over two decades, including for corrosion in ship structures. Class laboratory tests of the polymer core have verified chemical resistance - including for methanol.

“The ability to simplify safe onboard storage of methanol as fuel is a development that we obviously welcome,” says Mr Chatterton. “Choosing SPS technology means being able to load the same amount of energy on board as can be achieved with fuel oil, without any storage penalties, making bunkering operations more efficient in the process.”

Ships in service today – as well as newbuilds - must move towards alternative fuels, if shipping is to meet decarbonization targets set out for it by regulators.

Mr Chatterton observes that nearly 300 vessels were booked for alternative fuel retrofitting in 2023.

“Shipowners need every possible support on their pathway to net zero carbon,” he adds.

“Retrofits are critical to helping the industry adopt Methanol now, as it strives to lower emissions and ease compliance with CII and the EU ETS for vessels already in service.”

SRC Group is an engineering, procurement, construction and installation (EPCI) service provider, with experience in complex maritime and offshore refits extending across 5,000 projects.

The SPS Technology Sandwich Plate System is a permanent, A60 fire rating certified structural composite, used in maritime and offshore applications for over two decades and approved by all major IACS class societies across a range of applications.

Joined up thinking on methanol storage

Spanish energy company Cepsa has signed a methanol storage agreement with Evos, a liquid energy and chemical company with hubs in strategic locations at ports across Europe.

The agreement will enable the storage of green methanol to be produced by Cepsa at Evos’ storage facilities in Algeciras and Rotterdam and will facilitate the logistics for the transport of green hydrogen products between Spain and the Netherlands.

“Through strategic partnerships, Cepsa is building a network of green molecule supply stretching from Spain to northern Europe,” said Maarten Wetselaar, CEO, Cepsa.

”Last year, we announced the development of one of the largest green methanol projects in Europe as part of our Andalusian Green Hydrogen Valley, and this new partnership provides us with the end-to-end solution to bring these green molecules to our customers in Northwest Europe as we support decarbonization efforts across the continent.”

Better connections

Cepsa and Evos said they will also jointly study logistics for biofuels, renewable fuel from non-biological origin and hydrogen carriers, such as Liquid Organic Hydrogen Carriers (LOHCs) in other terminals of the Evos network in Northwest Europe, including Amsterdam.

Cepsa is developing alongside partners the Andalusian Green Hydrogen Valley that which will entail two green hydrogen plants with a total capacity of 2GW, a green methanol plant that aims to reach an estimated annual production capacity of 300,000 tonnes and a green ammonia plant with an annual production capacity of up to 750,000 tonnes.

In addition, Cepsa has started building a second-generation biofuels plant in Huelva as part of a joint venture with bio-oils that will create the largest facility of its kind in southern Europe with the capacity to flexibly produce 500,000 tons of Sustainable Aviation

Fuel (SAF) and renewable diesel annually.

Cepsa already has a partnership with the Port of Rotterdam to establish a green hydrogen corridor from the Port of Algeciras and also has agreements with ACE Terminal for the storage of green ammonia at the Port of Rotterdam and with Dutch company Gasunie that guarantees access to its green hydrogen transport network, which will connect with European industrial clusters in the Netherlands, Germany and Belgium as part of the Delta Corridor project.

Meanwhile, Evos is enhancing its strategic presence in the ‘green import corridors’ of Northwest Europe, focusing on the storage and handling of green hydrogen derivatives and renewable fuels.

In Spain, it’s progressing the expansion of its Algeciras terminal as a renewable export hub. Across all Evos terminals, infrastructure for green bunker fuels, such as green ammonia and green methanol, is undergoing development.

8 Hannes Lilp, CEO, SRC Group

Credit: SRC Group

A COLLABORATIVE RECIPE FOR DECARBONISATION

NAPA Studios brings together shipowners, charterers, shipyards, classification societies, financiers and insurers to contribute their diverse expertise to create something unique: Innovative solutions to some of the most imminent challenges faced by the maritime industry today.

A fresh approach is needed because of the magnitude of the changes required of the maritime industry and the accelerated pace at which they must happen. In short, we must create new ships powered by alternative energy sources, but also select the right systems for every vessel in an incredibly diverse global fleet. Beyond technology choices, it is the entire operational ecosystem that will be transformed to enable net-zero shipping - from safeguards to ensure the safe use of new fuels and technologies, to cost-sharing mechanisms and contractual frameworks fit for decarbonised shipping.

None of these challenges can be solved by one technology or organisation alone. Instead, successfully navigating these issues will require a step change in the way the maritime industry operates, demanding closer and enhanced collaboration. But for such cooperation to happen in practice, it requires trust and transparency, which is built on the foundations of digital technology. This is where NAPA Studios can make a meaningful difference.

Connecting the dots

The nature of projects undertaken by NAPA Studios will leverage NAPA’s advanced software, performance models, and experience with digital twins, data science and simulation tools, to create new insights and solutions. This will bring together expertise from a wide network of maritime stakeholders, to foster partnerships that will range from ship design to operations, all with digital systems at their core.

Some collaborations will aim to provide more clarity on the practical implications of deploying new technologies, such as wind propulsion. This will build on the success of our recent simulation study with Norsepower and Sumitomo, which evaluated the bene combining wind propulsion and voyage optimisation, finding potential emissions reductions of up to 28% on average.

Other ongoing projects are looking at advancing the use of digital twins from design to operations, to boost the safety, effi and environmental footprint of shipping. In tangible terms, this would enable owners to use ship-specific design data to improve operational efficiency and ship maintenance, while also allowing operational data to be fed back to shipyards to improve future designs. This would mark a breakthrough in data sharing, with new business models between shipyards and owners that

What if we could apply a creative and collaborative recipe to solve some of shipping’s biggest challenges, including decarbonisation? This is what NAPA Studios has set out to achieve, says Naoki Mizutani, executive vice president, NAPA Studios more on oying build on the success Norsepower he benefits of and sions reductions ng esign to ciency pping nable data and wing to gns. h in odels that

could have a transformative effect in accelerating emissions reductions as well as the development of more energyefficient designs.

Another area of work will be developing the new operational frameworks needed for the transition to net zero.

As illustrated by Blue Visby, which is underpinned by NAPA’s technology, solid digital platforms that are trusted by all parties can help align all stakeholders behind shared goals. By bringing all parties involved in a voyage onboard new contractual frameworks and sharing mechanisms, we can tackle split incentives and accelerate emissions reductions.

Moreover, NAPA Studios will work directly with individual shipyards, shipowners, charterers, and other supply chain stakeholders in tailored projects that will use data analysis and simulation tools to solve practical problems. This could, for example, help shipowners assess their fleet’s environmental performance and model the emissions, safety and operational impacts of installing new technologies on c vessels.

and im their specific vesse

A recent examp with ClassNK an performan measure the i emissions and found 7.3% p vessels to main three ye Wh shipp prov app str sh ev asp can c

A recent example of such an approach was our joint study with ClassNK and shipowner Marubeni, which used NAPA’s ship performance model and voyage simulation tools to measure the impact of voyage optimisation on the GHG emissions and CII ratings of a real-life fleet. The study found 7.3% potential reductions, enough to enable vessels to maintain their CII rating for an additional two to three years.

While there’s no silver bullet solution for shipping’s decarbonisation, NAPA Studios provides a source of impartial expertise and verified insights to help map out the right approach for each organisation’s sustainability strategy.

Our vision is that by responding to shipping’s growing demand for data-based evidence and proven solutions for every aspect of the huge transformation ahead, we can contribute to the whole industry’s success.

8 NAPA is to deploy its voyage optimisation software on board two IINO Lines vessels equipped with Norsepower Rotor Sails

8 Naoki Mizutani, executive vice president, NAPA Studios

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JAPANESE GROUP TARGET FIRST NH3 GAS CARRIER

The development of ammonia-fuelled 2-stroke and 4-stroke engines is underway in Japan in readiness for a first application in a gas carrier

Japan Engine Corporation (J-ENG), IHI Power Systems, NYK, ClassNK and Nihon Shipyard are cooperating on the construction of an ammonia-fuelled gas carrier equipped with Japan-made engines.

The carrier is part of on-going development supported by Japan’s New Energy and Industrial Technology Development Organization (NEDO), and the team aims to have a vessel operational in November 2026. The idea is to promote the concept, further the development of other ammonia-fuelled ammonia carriers, and progress regulations for ammonia as fuel at the IMO.

The prototype 40,000cbm vessel design obtained an Approval in Principle (AiP) from ClassNK in September 2022. This process involved risk assessments that included NYK's engineers and led to ClassNK subsequently publishing safety guidelines for ammonia-fuelled ships.

Engine design specifications

The carrier will be fitted with a dual-fuel two-stroke engine produced by J-ENG and a 250mm bore four-stroke auxiliary engine produced by IHI Power Systems. The developers aim to minimise pilot fuel use to reduce GHG emissions by having an ammonia fuel mixed combustion rate of up to 95% in the main engine and at least 80% in the auxiliary.

The engine developers are faced with the challenge of managing the impact of ammonia’s flame retardant characteristics on combustion whilst minimising the production of nitrous oxide (N2O), a greenhouse effect of approximately 265 times that of CO2.

In May 2023, IHI Power Systems achieved the world’s first stable combustion of ammonia at an 80% co-firing rate with fuel oil in a bore 4-stroke engine. The testing confirmed that ammonia slip and emissions of N2O were virtually zero and that there was no ammonia leakage during operation or after shutdown.

Also in May 2023, J-ENG began mixed firing operations on a large, low-speed, two-stroke engine to optimize engine performance and verify safety. This marked the start of development of the ammonia-fuelled UEC60LSJA type engine that will be used in the new carrier. J-ENG is also working on a NEDO-supported project for a 50cm bore ammonia-fuelled model expected to be completed in 2025.

J-ENG has since ordered an ammonia fuel supply system and an ammonia gas abatement system from Mitsubishi Shipbuilding. The systems are remotely controlled automatically by an integrated control system. Mitsubishi Shipbuilding will deliver the modules in 2025.

Earlier this year, Hitachi Zosen Corporation and NYK announced a plan to develop a catalytic N2O removal system for ammonia-fuelled 2-stroke engines, again with support from NEDO. The solution will be installed on the new vessel, and ClassNK will conduct a safety verification of the system. ClassNK is also researching the development of international guidelines.

Safety first

This adds to the guidance already developed. The society’s "Guidelines for Ships Using Alternative Fuels" have been updated to include the use of ammonia as fuel. They now cover high-pressure dual-fuel 2-stroke engines and lowpressure dual-fuel 4-stroke engines. Specific requirements, including isolation distances from areas where there is a risk of ammonia release to areas that should be protected, and safety design concepts to design engines and boilers using ammonia fuel, are included.

ClassNK has issued a range of other ammonia-related AiPs including one for a large ammonia-fuelled 210,000dwt bulk carrier jointly developed by Mitsui O.S.K. Lines (MOL) and Mitsui & Co. and one for an ammonia fuel supply system for oil tanker and container ship developed by Samsung Heavy Industries (SHI). ClassNK has evaluated the ammonia-ready ammonia carrier Gas Innovator owned by IINO Kaiun Kaisha as part of the Zero-Emission Accelerating Ship Finance program, which is jointly operated by ClassNK and the Development Bank of Japan.

ClassNK has also awarded an AiP for the design of a prismatic ammonia fuel tank (IMO Type B independent tank) for container ships developed by Planning and Design Center for Greener Ships (GSC). While Type B tanks require a refined fatigue analysis, it is possible to use ordinary steel as the material for the structure of fuel storage hold space, except for the bottom which is intended to be a partial secondary barrier. This results in a reduction in the amount of steel needed for low temperature service. Additionally, prismatic tanks offer superior volume efficiency compared to cylindrical tanks as they can be designed to fit the ship's hold. The Type B tank developed by GSC has been designed to ensure safe storage of ammonia and to minimize the reduction in the number of cargo containers.

8 Ammonia fuel supply systems, source Mitsubishi Shipbuilding

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MAN READIES FOR PILOT TESTING OF ITS FIRST AMMONIA ENGINE

This year, MAN Energy Solutions will conduct full-scale ammonia engine tests and ready its first commercial design, writes Wendy Laursen

Imabari Shipbuilding has announced it will install an MAN B&W 7S60ME-A engine with SCR on a 200,000dwt class bulk carrier for a joint venture between K Line, NS United, and Itochu Corporation. The business represents one of the first projects for MAN’s ammonia-powered engine which is currently under development at MAN’s Research Centre Copenhagen.

MITSUI E&S will build the engine in Japan, and it is expected to be installed at the shipyard early next year. The vessel is expected to be operational in H1 2026.

This first 60-bore engine is suitable for a broad range of vessels including bulk carriers, feeder container, PCTCs and product tankers. Other bore sizes will follow, each introduced in separate pilot projects. The engine is expected to be formally introduced to MAN’s marine engine program as soon as positive sea going experience is achieved. Thereafter it is expected to have fast uptake of ammonia-fuelled engines towards the end of the decade, says MAN promotion manager Hrishikesh Chatterjee.

MAN expects that 2030 will be the year that ammonia will become one of the most preferred fuel types for maritime shipping in newbuilding projects. Blend in Blue ammonia can be used until around 2045 to meet international regulations, but e-fuels are the only fuels that are truly scalable and can be used to comply with emissions regulations from 2045 onwards, says Chatterjee. MAN expects ammonia to comprise around 35% of fuel used onboard large merchant vessels by 2050 due to its carbon free composition and its lower production cost compared to other e-fuels. Methanol is expected to account for 26% and LNG 16%.

Chatterjee expects many shipowners to combine their ammonia engine with PTO as a way of further reducing fuel costs and emissions. “It may not make sense to have biofuel as a pilot oil for the 2-stroke and also use it also for conventional gensets to produce electricity when the you can use the PTO from the main engine at sea.”

Diesel Cycle

MAN already has over 1,400 dual-fuel engines ordered, and around 40% are already operational. The Diesel cycle liquefied gas injection (LGI) ammonia engine looks and performs like the company’s other Methanol and LPG dualfuel engines, says Chatterjee. This is despite ammonia having a lower calorific value of 18.6MJ/kg, an auto-ignition temperature of 649 degrees Celsius and a laminar flame speed of 7 cm/s. The auto-ignition temperature is higher than MGO’s 260 degrees Celsius and the flame speed much lower than MGO’s 80 cm/s.

Compared to methanol, ammonia’s flame speed is six times lower, and its auto-ignition temperature is 33% higher. “Two stroke slow speed diesel cycle engines however manages these properties very well,” says Chatterjee. While initially it was envisaged that an Otto Cycle engine could be considered, Chatterjee says this is not the case, at least for now. “Diesel cycle is the most robust and has the

best efficiency. It also gives us a lot of control over the combustion characteristics, because ammonia is difficult to burn – at least that was our fear in the beginning, that it would take a lot of effort and energy to break the chemical bonds and release the energy. But the more we tested, the more confident we were that Diesel was the right direction to take.”

MAN is targeting performance levels identical to a conventionally fuelled diesel engine in both ammonia and fuel oil mode. Past research work on other dual-fuel engines has played a strong role in the success achieved to date. Ammonia combustion is displaying good stability behaviour and acts like hydrocarbon fuels: compression and expansion curves are robust, and mean statistical analysis indicates very good combustion stability on a cycle-to-cycle pressure variation.

It

may not make sense to have biofuel as a pilot oil for the 2-stroke and also use it also for conventional gensets to produce electricity

Hrishikesh Chatterjee. promotion manager, MAN

Engine testing has included the propeller curve and both light and heavy running points for each given load. A PTO effect has been simulated and tested, and the tests also include operational screening. Combustion has been confirmed to be stable on all test points.

Emissions abatement

For the Diesel cycle ammonia engine, N2O emissions can be handled with engine tuning. However, a high-pressure SCR will be included to control ammonia slip and NOx emissions

8 MAN ammonia testing setup

to ensure Tier III performance when required. The ammonia in the exhaust gas will be used to augment the urea required for the SCR.

MAN’s in-house SCR design for initial 7S60-ammonia engine at Mitsui engine builder in Japan features a doublelayered, honeycomb reactor making it a metre longer than a standard SCR. Like the standard SCR, control systems are integrated into the overall engine-control system and adapted to the fuel-injection system and turbocharger, enhancing the efficiency and reliability of the entire system.

Pilot fuel

The test engine has demonstrated operation with low pilot fuel amounts on a single cylinder, and the aim is to have it at 5% energy fraction at 100% engine load. This will be tested during full-scale testing with four cylinders, and Chatterjee is confident it will be achieved. “We have proven that to complete its combustion on each cycle once ignited with the pilot flame, co-firing is not required, because the 2-stroke combustion chamber is so optimised and so efficient with high peak pressures and temperatures that from around 10% load, the ammonia combustion can be started.”

Injector developments

Injector development will be on-going. The basic design concept is similar to MAN’s methanol and LPG fuelled engines with high pressure hydraulic oil acting on top of a piston to increase ammonia pressure. Ammonia is supplied via lance in the cylinder cover and sleeve to the injector.

“Diesel cycle combustion is so efficient that it basically burns everything in the chamber. Slip can occur when the ammonia in the SAC volume of the injector remains at the end of combustion cycle. SAC volume can be reduced to reduce this, but we have to find the right balance between slip and efficiency,” says Chatterjee.

More ammonia is required to be injected than diesel or methanol, so either the pipe dimensions or the injector dimensions can be increased, but the fuel is still injected from a very small hole. There is also the need to mitigate material stress from the cyclic hot and cold temperature variations that the injector experiences. Here, experience with MAN’s methanol and LPG engine development has informed research and development.

Lubricant requirements

MAN’s May 2020 Service Letter SL2020-694 defined a new category of higher performance cylinder oils (Cat II) for MAN B&W Mark 9 engines and subsequent generations that set a special focus on piston cleaning ability. Cat II BN 40 lubricants will meet the requirements for the new ammonia dual-fuel engine, says Chatterjee, so it shouldn’t create any complication.

The ammonia will be m to 45 Celsius to bar before it fo pressure en ammonia remains a or dro ga

The ammonia will be maintained at up to 45 degrees Celsius and pressurised to 83 bar before it is increased to around 650 bar for injection. This supply pressure ensures that the ammonia remains a liquid, but ongoing research may see the pressure or temperature dropped to reduce the cost of the fuel gas supply system.

So far engine oil also remains the same as MAN’s other dual-fuel engines, but the sealing oil that creates a barrier between the ammonia and the hydraulic oil is still being monitored in testing. “We have not seen any challenges there so far,” says Chatterjee.

On-going development

In 2024 announced that its s awarded an Appro from classificatio and Bureau Ve t Ya w company cooperat equipm metha fuels

In January 2024, MAN Cryo announced that its design for an ammonia fuel supply system has been awarded an Approval in Principle cation societies DNV and Bureau Veritas. MAN Cryo developed the system in cooperation with Chinese company Yada Green Energy Solutions with whom the company has previously cooperated to provide equipment for LNG and methanol marine fuels.

MAN has now completed over 100,000 person hours of development work on the ammonia engine, with 37 patent applications filed, four more on the way, and six already granted. More than 4,000 of the development hours have been spent on failure modes and effects analysis (FMEA), HAZID, and HAZOP studies. “The level of safety measures required for ammonia engine and auxiliary systems are unlike anything we have ever worked with before,” says Chatterjee. These measures include double wall ventilation, an ammonia catcher designed to only release vapours of ammonia up to 5 ppm and nitrogen purging at the research centre in Copenhagen.

Development work will continue, with the operational experience of the various pilot projects feeding back into further enhancement of the engine and its supporting systems. For now, though, Chatterjee is dealing with a flurry of excitement and interest from shipowners wanting to lead the way with ammonia. It’s not too soon, he says, even for fence-sitters to consider how ammonia might help them meet the IMO’s challenging decarbonisation goals.

8 MAN ammonia SCR exhaust valve

WinGD RAMPS UP TESTING OF X-DF-A ENGINE

WinGD anticipates having the first of its ammonia-fuelled X-DF-A engines available in 2025

After obtaining approval in principle for its X-DF-A engine from Bureau Veritas in December 2023, WinGD expects the 52-bore X52DF-A to be available for delivery from Q1 2025.

The engine designer is developing an X52DF-A engine first to satisfy an order for two engines for LPG/ammonia carriers being built for Exmar LPG. It is also developing an X72DF-A engine as part of a collaboration with Belgian shipowner CMB for a series of ammonia-fuelled 210,000dwt bulk carriers.

Other models will roll out progressively, depending on market demand, in 2026 and 2027. The roll-out of upgrade packages for specific engine bore sizes will follow, typically 6-12 months after the newbuild design is completed.

Engine performance

Meanwhile, dedicated single cylinder engine tests are being undertaken this year. The X-DF-A engine will operate on the Diesel principle, maintaining the same rating field as WinGD's existing X-engines. Simulations have already indicated that it will be possible to stay below 5% pilot fuel rate up to 100% engine load. Fuel changeover from diesel to ammonia will take place when the engine is running at 25-80% engine CMCR power, with developments ongoing to reduce that minimum.

“Diesel mode efficiency is the same as a pure diesel engine,” says Fabio Cococcetta, program manager future fuels, WinGD. “In ammonia mode, the efficiency is improved by up to 2% compared to the pure diesel engine.”

The ammonia fuel is delivered to the engine at high pressure (85 bar), and the modifications required to WinGD’s existing diesel engine technology for use with ammonia include an ammonia fuel injection system, an additional servo oil rail for the ammonia injection system, an additional servo oil supply unit, modifications to the cylinder cover, adaption of piping and slight modifications to bedplate, gears and cylinder jacket.

In February this year, WinGD and Mitsubishi Shipbuilding completed the initial design of an ammonia fuel supply system. As well as the fuel supply system - including a fuel valve unit, fuel conditioning and all related piping – the concept includes an ammonia catching system as well as purging and venting arrangements. ClassNK granted Approval in Principle for the systems in April 2024.

Fuel safety measures

The fuel valve unit comes under WinGD’s responsibility and specifications will be delivered to certified suppliers. As a safety precaution, to ensure the tightness of valves and the proper functioning of components, the fuel valve unit performs an ammonia leakage test before the engine starts operating on ammonia fuel.

Cococcetta says WinGD has applied the gas-safe machinery space concept to all X-DF-A engines. “Gas-safe machinery space is defined as an area in which a single failure cannot lead to an ammonia release into the machinery space. For (ammonia) fuel piping, this is accomplished with a double-wall piping system, which means any leakage in any

part of the fuel pipe and ammonia is contained in the secondary enclosure (outer piping of the double-wall), thereby ensuring ammonia is properly redirected to the catch technology and not released into the engine room, rendering it safe for personnel and environment.”

To further improve the system safety and manage toxicity of ammonia, WinGD developed an efficient purging mechanism. After any transfer from ammonia mode to diesel or when ammonia is required to be removed from the fuel lines due to failure conditions, the purging mechanism ensures the lines are fully clear of any residual ammonia, thereby ensuring safe maintenance.

“Explosion risks are low for ammonia but also well managed, leveraging WinGD know-how on dual-fuel engines (diesel and LNG). All these measures provide a high level of confidence to shipowners and operators in our WinGD XDF-A (Ammonia) engine,” says Cococcetta.

Explosion risks are low for ammonia but also well managed ‘‘

Fabio Cococcetta, program manager future fuels, WinGD

NOx levels can be kept within IMO Tier II levels without aftertreatment and, with existing abatement technology, Tier III emission levels can be reached. Where an SCR is installed and Tier III NOx performance is not needed, the SCR unit can be employed to reduce ammonia emissions without urea dosing.

N2O is another potential emission from ammonia combustion, with significant greenhouse warming potential. In the absence of IMO-defined limits, WinGD has ensured that the combustion and injection system design dramatically reduce CO2equivalent emissions without additional aftertreatment.

WinGD expects ammonia to become a mainstream sustainable marine fuel and energy carrier by mid-century.

sustainable marine fuel and energy carrier mid-century

Fabio Cococcetta

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MAN ES ONBOARD CARBON CAPTURE CONTINUES

MAN Energy Solutions is part of the EverLoNG onboard carbon capture and storage (CCS) project consortium as it advances a piece of the OEM’s decarbonisation strategy

Simply put, decarbonising shipping can happen through fuel choice, exhaust management and efficiency gains, says Johannes Lauterbach, head of business development and digitalisation for MAN’s four-stroke marine division. MAN is ensuring that it is a central player in all three.

“All three levers face challenges in terms of technology readiness. In addition, nobody really knows how the fuel prices will develop. There’s still some uncertainty, even if it’s less than it was five years ago, and we believe that it is good to be involved in every development and support all the pathways necessary for decarbonisation,” says Lauterbach.

CCS technology has already been proven effective in various industries, and the increasing number of CCS projects around the world indicates its growing popularity and feasibility as a solution for reducing emissions. MAN believes that CCS technology could become a pathway to reducing shipping’s carbon footprint, although the technology is still at an exploratory stage.

Lauterbach started fielding inquiries about CCS several years ago, and they are starting to intensify now in the wake of greater certainty about EU and IMO regulatory ambitions. “One of the challenges we see relates to the price of the equipment, and CCS is definitely not going to be suitable for every vessel. There needs to be storage space for CO2 somewhere, and for every tonne of fuel, there is roughly three tonnes of CO2 that needs to be put somewhere. That will, of course, have some impact on the viability of the system, aside from the equipment cost itself.” Reactor height can also be an issue for smaller vessels.

LNG-powered vessels are attractive targets as they have a

cooling source readily available for liquifying the captured CO2 ready for storage. Vessels powered by 4-stroke engines also potentially have a capture efficiency advantage due to the higher exhaust gas temperature compared to 2-strokes. However, 2-stroke engines can be tuned slightly differently or heat can be made available from other sources if required, so Lauterbach does not see this as a significant challenge.

Marinising the equipment and ensuring it meets class requirements is a challenge for the industry, Lauterbach says. So is scaling the systems. “For stationary applications, like refineries and cement plants, the capture rate is extremely high. Basically, the smallest units they have would be the largest needed on the largest of ships.”

Despite the challenges, as one of the main pillars of decarbonisation, CCS also has great potential both in the newbuilding and retrofit market, particularly for cargo, special ships, LNG carriers and perhaps cruise ships and ferries.

One of the specific aims of EverLoNG is to take MEA aminebased absorption technology produced by Netherlands-based Carbotreat from TRL 4 to TRL 7. A pilot demonstration has already been carried out on board the 2008-built, 165,500m3 LNG carrier Seapeak Arwa on charter to TotalEnergies.

The carbon capture system was initially installed in September 2023, and a 1,000 hour demonstration of the plant concluded successfully in February 2024. The initial results indicate that carbon capture rates of at least up to 85% are achievable.

The trial included capture, liquefaction and onboard storage, a milestone for the project and the industry. EverLoNG project coordinator, Marco Linders, senior

8 carbon capture unit installed on LNG carrier Seapeak Arwa

There needs to be storage space for CO2 somewhere, and for every tonne of fuel, there is roughly three tonnes of CO2 that needs to be put somewhere ‘‘

Johannes Lauterbach, Head of Business Development and Digitalization, MAN

research scientist at TNO, says a current focus for understanding the results from Seapeak Arwa is the performance of the carbon capture solvent, as it too, like the captured CO2, will have a logistics component related to offloading and replacement when required. Operational results will be made public later in the year. For now, he shares that vessel movement has not been a problem for carbon capture operation – in fact, in lab testing where vessel movement was simulated, it improved CO2 stripping rate by increasing contact between the solvent and the exhaust gas.

With the involvement of consortium members from class, the project partners believe that the risks associated with onboard CCS installations are credible but well understood, with well-established safeguards and design principles available from other parts of the marine industry, like LNG fuelled vessels.

Now the carbon capture unit has been transferred to the semi-sub crane vessel Sleipnir operated by Heerema Marine Contractors. This second round of testing will include around 500 hours of operation, a detailed evaluation of the cold recovery system used to liquify the CO2, and an expansion of the logistics scope of offloading and transporting the CO2 captured and stored in a container.

Sleipnir has 12 MAN 8MW dual-fuel LNG 8L51/60DF 4-stroke engines divided into four engine rooms. The pilot CCS installation raised questions as to whether all the exhausts could be combined, and for the trial it was agreed that only the exhaust from one engine would be used for input into the carbon capture unit. An analysis for a full-scale system, however, found that it was technically feasible to combine the exhaust gas streams from all four engine rooms into one carbon capture system.

The carbon capture unit will be set to operate, as it did for Seapeak Arwa, in a large range of engine loads. “We will be checking how we can further optimise, for example, NOx emissions,” says Lauterbach, as they can affect solvent performance. He considers that many shipowners are likely to install SCR systems to control NOx levels in the exhaust, even if it is not required for other reasons.

The CO2 liquefaction system will also be a major focus in the Sleipnir trial. Mass and heat balance calculations have been conducted to analyse Sleipnir’s operational profile, considering different parameters that include engine power, CO2 condensation pressure, LNG tank saturation pressure, the number of boil-off gas compressors running, and the use of two different water mixtures in the recovery system with distinct freezing points. The primary objective of these calculations was to determine the maximum mass flow rate of gaseous CO2 that could be completely liquefied using the available cooling power from LNG vaporization and superheating.

On paper, at engine loads ranging from 5% to 100% of rated capacity (96MW), around 70% of total CO2 coming from the engine exhaust gases could be liquefied by the recovery system. However, at lower engine loads this capacity decreases substantially, especially when the boil-off

compressors are running simultaneously. This will be put to the test once Sleipnir is operational in the North Sea.

Linders says that the reality of seeing CO2 captured on the LNG carrier has been a triumph for the project so far. Lauterbach agrees. “You actually see some steel and not just on paper. I think what is also becoming clear is that we can’t just take an engine from somewhere, a propeller and a CCS system and push them together to work. It’s important to think about what the goals are and how the overall system fits into that purpose. It’s not a standard one size fits all solution. You need to adapt the plant to the operational conditions you expect. Taking a systematic approach has been important in the past, and it is again relevant in this context.”

The EverLoNG project is funded through the ACT programme (Accelerating CCS Technologies, Horizon2020 Project No. 691712). The EverLoNG consortium partners are TNO, TotalEnergies, Heerema, Carbotreat, Conoship International, VDL Carbon Capture, Scottish Carbon Capture and Storage, Anthony Veder, SINTEF, AKP, Bureau Veritas, Lloyd’s Register, Los Alamos National Laboratory, Forschungszentrum Jülich, DNV, Nexant, and MAN Energy Solutions.

MAN’s EverLoNG project, led by TNO, aims

5 Develop strategies for reducing shipping’s CO2 emissions by at least 70%

5 Demonstrate effectiveness of onboard carbon capture on LNG-fuelled ships,

5 Evaluate impact of onboard carbon capture on ship infrastructure,

5 Demonstrate emission reduction potential of onboard carbon capture

5 Improve cost-effectiveness of onboard carbon capture

5 Evaluate cost of offloading, transport, utilisation and/or storage in different CCUS chains

5 Develop offloading strategies that guide onboard post-treatment of CO2 and port infrastructure requirements

5 Establish a CO2 Shipping Interoperability Industry Group

8

Marco Linders, senior research scientist at TNO

LUBRICANTS ADAPT WITH CHANGING FUELS

As the speed of new fuel development ramps up, the challenge for lubricant manufacturers is to stay ahead

In April, Castrol launched its refreshed Castrol TLX product range to cater to medium speed four-stroke engines. The reformulated product range will replace Castrol TLX Xtra and TLX Plus fluids and is designed for use with existing fuel types, including residual fuels HSFO, VLSFO, ULSFO, and dual fuel engines operating on residual fuel and gas. It is also suitable for vessels switching fuels and trading in and out of Emissions Control Areas.

“Lubricants are a lever of change as the industry strives to meet multi-tiered and complex regulations, an increased focus on health and safety, mounting demand for reduced downtime and increasing engine performance amid new fuel and engine technology” says Eda Gökay, global marine and energy marketing manager at Castrol.

The new product range has undergone field trials conducted by OEMs and works well even with high-sulphur fuel. low lubricant oil consumption and a small sump size. Castrol says the Castrol TLX range performed in these challenging conditions by removing contamination, oil sludge and water during purification and filtration, helping keep the oil in optimum condition and protecting the engine from corrosion and wear.

Chevron’s multiuse formula

Late last year, Chevron Marine Products published a white paper about HDAX 9700, its latest 4-stroke engine oil solution designed for engines that run on liquid and gaseous fuels and require a low sulphated ash lubricant. The oil has secured approval from MAN Energy Solutions for use with its fourstroke engines running on either LNG or distillate fuels with a sulphur content of up to 1,000 parts per million.

We are undoubtedly heading towards a more complex market with multiple fuel solutions making up the landscape ‘‘

Dr Olivier Denizart, technical manager at Lubmarine

The testing with MAN Energy Solution included operation on Jan De Nul Group’s trailing suction hopper dredger and ultra-low emission vessel, Sanderus, which uses low-sulphur diesel fuel. The company required an engine oil with a very low sulphated ash formulation due to the use of a variety of low sulphur fuels (below 0.10% sulphur) with Selective Catalytic Reduction unit and diesel particulate filter. Jan De Nul has subsequently used the lubricant on other vessels. There are some lubricants which undergo validation testing on engines running on either gas or distillate fuels and are granted limited approval, says Chevron, so the company claims the approval was the first of its kind and offers simplicity for operators switching between the two fuels. They can use just one lubricant, rather than having to change lubricants after a fixed period operating on one fuel

or the other. HDAX 9700 has also successfully completed 20,000+ test hours on a Wärtsilä 34 dual-fuel engine.

Lubmarine plans for e-fuels

Lubmarine is pushing ahead with a series of laboratory and at-sea hybrid testing programs to assess formulations that are suitable for engines using NH3 as a fuel, with research being undertaken on a redesigned 1.5 litre passenger car diesel engine. “From an initial perspective, we wanted to show that NH3 can interact with lubricant chemistry, so our challenge is to fully understand its operating behaviours to enable us to adapt lubricant formulations to meet specific needs,” says Dr Olivier Denizart, technical manager at Lubmarine.

To ensure that the engine oil technology allows reliable, clean, and efficient use in NH3-fuelled internal combustion engines, Lubmarine researchers are looking out for challenges such as deposits, wear, corrosion, and oil ageing and are evaluating sensitivity to engine oil composition. “Just a few of the observation and assessment areas when we are running NH3 engine tests include NH3 dilution, nitrooxidation, corrosion, cylinder wall degreasing, water handling, deposit control and material compatibility,” says Denizart. Lubmarine will start trials on a tug using an NH3fuelled 4-stroke engine this year.

Lubmarine is also conducting trails with MeOH 2-stroke commercial engines and has analysed the oxidation and other main characteristics of its lubricants where they have been adapted to MeOH-fuelled engines.

ylinder wall water l and material says start is ducting with MeOH gines and has ain ave been adapted to

Denizart highlights the cyclic nature of development, as from the time the of new formulations are made, their performance can be continually monitored in a much wider set of circumstances across a broader set of parameters and operating circumstances. “This data collection not only allows us to monitor the performance, but we also collect the data to support our future R&D work.”

Looking to that future, Denizart says: “The predicted take up of H2 based e-fuels (including e-methanol and e-ammonia) is expected to take place after 2040 and should be significant in some specific applications. It is also anticipated that LNG will remain in the mix but not significantly above the post 2030 volumes. So, we are undoubtedly heading towards a more complex market with multiple fuel solutions making up the landscape.”

he nature of time the first deliveries ade, their ored in a much wider ross a s us to e, but ta ork.” uture, icted -fuels and to take ould be nticipated he e doubtedly solutions ”

8 Dr Olivier Denizart, technical manager at Lubmarine.

DOUBTS OVER DEEPSEA VESSEL ELECTRIFICATION

Cost and unawareness of application cases is creating hesitance amongst deepsea vessel owners considering greater electrification

The Maritime Battery Forum, an industry body that has focused on electrification for 10 years, recently estimated that there are already 94 cargo ships with a battery system installed. About 17% of these are inland cargo ships, 64% are coastal cargo ships, and 19% are ocean-going cargo ships.

“We are seeing batteries on container ships, general cargo, bulk carriers, vehicle carriers, and tankers,” says Syb ten Cate Hoedemaker, managing director of the Maritime Battery Forum. “It is not limited to specific ship types, but depending on their operational profile and onboard equipment they can use batteries for different purposes. The hybrid arrangement varies from just batteries to increase the efficiency of the hotel loads to a mild form of hybrid propulsion. Only with the vehicle carriers do we see some plug-in hybrid options coming now.”

One example is the Grimaldi Group roro Eco Malta, one of 12 vessels in the series built by Jinling Shipyard. During port stays, the Eco Malta can cut emissions to zero by using electricity stored in its 5MWh lithium batteries. The batteries are recharged whilst sailing from shaft generators and 350m2 of solar panels. March 2024 saw first steel cut on Grimaldi Group’s Grande Shanghai, the first of 10 ammonia-ready car carriers that will also include battery systems, along with shore power connection.

Battery saving possibilities

Back in November 2021, UECC took delivery of the world’s first dual-fuel LNG battery hybrid vehicle carrier, Auto Advance. The battery technology was supplied by Finland’s WE Tech, incorporating a battery package from Corvus Energy that is charged by a permanent magnet, directly driven shaft generator or dual-fuelled generators. The energy storage system provides power to the main switchboard with a DC link for power distribution to enable peak shaving for the main engine and auxiliaries. Only two auxiliaries are required as the energy storage system and shaft generator provide spinning reserve and therefore eliminate the need for another genset.

Hoedemaker says the biggest challenge to greater adoption is the cost: for the battery systems themselves and for their integration in hybrid propulsion systems, but maybe even more so the industries’ perception of cost. If you just look at the CAPEX when installing batteries, he says, then a diesel-powered ship will look a lot more interesting. But if you look at the OPEX and TCO, then batteries suddenly become more interesting economically. Recalling a presentation at the forum’s recent WATTS UP conference, he says: “Physically, there will be more possible on batteries than expected, but there are definitely limitations to how far you can go on batteries. The more likely solution is hybrid propulsion in combination with whatever type of fuel will be optimal for the specific vessel and route.”

Decreasing battery prices, increasing fuel prices, more strict regulation regarding emission, and incentives such as the EU ETS will make major change possible. Battery prices

are slowly declining again after a period of stability or even slight increase. However, the adoption of batteries and the size of batteries that get installed on ships is significantly increasing; this will push the price further down, he says.

“The discussions we are hearing are not about convincing people to install batteries, they are about sharing experience on how to do it in the best way. To me this is a major change.”

Battery backup

WinGD’s Markus Wenig, chairman of CIMAC’s WG 20 that is developing hybrid system design principles standards for system integration, also sees change, with car carriers as frontrunners. “While battery size may vary (500kWh (NYK)5MWh (Grimaldi)) the ratio of ship transient/port manoeuvring time will support the case for battery hybrid vessels. For example, you could have two identical ship designs but depending on the trading scheme (i.e. number of ports approached per trip) a battery would either be economically sensible or not.

“Generally speaking, any technology that causes (or any vessel that faces) a more transient operational profile would support the application of additional energy storage systems

8 Syb ten Cate Hoedemaker, managing director of the Maritime Battery Forum

on board. For example, when using wing or rotor sails for covering a significant portion of the required propulsion power any sudden change of wind conditions would pose quite some challenges to the conventional propulsion system. In such cases an energy storage could help to stabilize operation and allow the main engine to operate more efficiently.”

In the end, says Wenig, it’s all about the cost-benefit ratio (Capex, Opex, TCO). “In an idealised environment, theoretical studies may assess the potential of full electrification, but each technology has to be compared to its competition. Assuming that the overall goal would be the defossilisation of maritime transport, there are other potentially more attractive solutions (in terms of cost-benefit ratio) such as internal combustion engines fuelled by ammonia. In fact, this technology would offer an interesting application case together with shaft generator and fuel cells covering the auxiliary load demand in port and manoeuvring.”

Depending on a vessel’s operational profile, battery technology will help make propulsion systems more efficient and increase safety and availability, regardless of the fuel used. “This understanding still needs to grow, so major change in that sense will hopefully happen when the first big owner has recognized the value,” says Wenig.

Electrification coming online

While on a high-level there is a regulatory push towards more efficient propulsion systems, he says there is still some misalignment of requirements for hybridised systems. “For example: As for the redundancy of battery systems in propulsion system design ABS requires at least two independent battery systems to be provided and located in separate spaces. Whereas RINA asks generally for the same but additionally each battery space should have the capacity sufficient for the intended operation of the ship. This is obviously a much taller order. From the perspective of the system integrator removing such hurdles would definitely help.”

Also holding the industry back, says Wenig, is cost “prejudice”, unawareness of application cases and the potential of electrical energy storage, hesitance to move from a purely mechanical to a more electrically-infused world. “For the past 100 years we had Diesel propulsion only, and within the last decade we introduced and revived a plethora of new propulsion and existing system technologies (gas engines, hybridized propulsion systems, air lubrication systems, wind assisted propulsion, etc.),” says Wenig. So, a fast-changing environment meets a historically slow-changing industry.

Still, orders placed in the last few months provide further evidence that change is happening. In April, Corvus Energy announced it has been selected by HAF Power Solutions to supply energy storage systems for an energy subsea construction vessel to be built for REM Offshore. The new vessel will be the first vessel to perform heavy construction work in offshore wind and the subsea market with net zero emissions, as it will be equipped with dual-fuel methanol engines and a 1.7MWh battery system. The batteries will be used for spinning reserve and peak shaving as well as to regenerate power from the operation of offshore lifting equipment onboard the vessel.

The design and technology will provide flexibility and efficiency as well as high redundancy, says Ronny Pål Kvalsvik, chief commercial officer, Rem Offshore. “We anticipate significant improvements in energy consumption as well as a reduction in operational costs, while also contributing to a greener future for the maritime sector. Increased battery capacity is needed to optimize the system. When using an alternative fuel such as methanol, batteries play an even

more important role as the response time for dual-fuel engines is slow. Increased energy storage capacity will allow us to more fully leverage the energy efficiency benefits of battery power, including the ability to regenerate energy from mission equipment onboard.”

“Up until now, battery packs have often been sized to a minimum to enable spinning reserve for 10 minutes. Adding more battery capacity unlocks the potential to gain increased value from the battery system,” says Pål Ove Husøy, VP of Sales at Corvus Energy. It increases the value of the batteries by enabling them to be used in all operational modes as well as to improve the balancing of the entire power management system to reduce fuel consumption.

Physically, there will be more possible on batteries than expected, but there are definitely limitations to how far you can go on batteries ‘‘

Syb ten Cate Hoedemaker managing director of the Maritime Battery Forum

In May 2024, Kongsberg Maritime announced it has been chosen to supply hybrid electrical systems for three new 3,600 TEU LNG-powered container ships being built at Philly Shipyard for Matson Navigation Company. The integrated systems from Kongsberg Maritime will make the most efficient use of energy on board, including power generated from the main shaft and the battery system, which provide additional emission-free energy in peak load conditions.

"Owners, faced with higher fuel costs, want vessels that use less energy, so there is a shift towards more electrification and battery-hybrid solutions,” said Lisa Edvardsen Haugan, President, Kongsberg Maritime, as the company celebrated 50 years of vessel design in April. “The most significant driver impacting how we design ships today is sustainability.”

Markus Wenig, WinDG

EQUIPPING A FIRST IN A KIND CARGO SAIL SHIP

BIO-UV Group pulled out all the stops when equipping a first of its kind cargo sailboat with a state-of-the-art ballast water treatment system

The innovative Grain de Sail II cargo sail ship has recently set sail across the Atlantic with a state-of-the-art ballast water treatment system supplied by BIO-UV Group.

Based in St. Malo, France, the vessel transports French products to New York by sail before heading south to the Caribbean and loading locally grown organic products, such as cocoa and coffee beans.

“The successful delivery of Grain De Sail II, an aluminumhulled schooner, marks a decisive step in the development of sustainable navigation,” said Laurent-Emmanuel Migeon, group CEO, BIO-UV.

“BIO-UV Group is committed to working with shipowners and shipyards that are pushing the boundaries of innovation and design to build a new generation of ships that respect the marine ecosystem.”

High-tech

The 52m wind-powered Grain de Sail II, christened in January this year, was built by French-headquartered shipbuilder Piriou Group – a long-standing partner of the ballast water treatment system manufacturer.

Loïc Briand, managing director of Morlaix-based Grain de Sail Shipping, owner of the vessel, said: “The successful build

and delivery of this hugely innovative sustainable ship shows we are at the forefront of innovation in the rise of sustainable shipping across the maritime industry.”

“By shipping goods across the Atlantic by cargo sailboat we have one of the lowest carbon footprints possible.”

The vessel features a UV-based skid-mounted BIO-SEA L unit, installed with a Filtrex filter system which is designed to treat ballast water flow rates of 30m3/h.

BIO-UV says that wind-powered cargo ships particularly suit the ultra-compact, easy-to-use BIO-SEA L series due to their low flow rate ballasting requirements, ranging from 13 to 120m3/h.

‘‘

BIO-UV

Group is committed to working with shipowners and shipyards that are pushing the boundaries of innovation and design to build a new generation of ships that respect the marine ecosystem

8 The 52m windpowered Grain de Sail II, christened in January this year, was built by Frenchheadquartered shipbuilder Piriou Group

Credit: Grain de Sail Shipping

The “L” range of BIO-SEA BWTS is specially designed to meet the ballasting needs of vessels with small pump capacities ‘‘

System components are delivered all-inclusive and can be supplied in various configurations, such as modular, split skid or full skid versions, allowing maximum adaptability for onboard system integration.

Maxime Dedeurwaerder, BIO-SEA maritime business unit director, BIO-UV Group, said that newbuild projects such as these are a great opportunity for the company to help reduce its environmental impact even further by preventing the migration of invasive species in the most effective way possible.

BIO-SEA low flow rate ballast water treatment systems combine mechanical filtration and ultraviolet (UV) disinfection without any chemical treatment whatsoever.

The “L” range of BIO-SEA BWTS is specially designed to meet the ballasting needs of vessels with small pump capacities.

All components, including the power supply, are integrated into the system, removing the need for a separate power cabinet, saving even more space.

BIO-UV Group has been designing, manufacturing and marketing water treatment systems for 35 years now. Its systems use ultraviolet radiation (UV-C), ozone, AOP and salt electrolysis for various applications including swimming pools, aquaculture, aquariums, industrial process water, wastewater and drinking water. In 2011, it added ships’ ballast water treatment to its range.

The company’s products are manufactured in its specialised production sites in Lunel and Muret, France, as well as in Glasgow, UK.

In October last year, BIO-UV Group unveiled its smallest low-flow BIO-SEA BWTS yet. The new BIO-SEA L Mini is designed for ballast water processing capacities below 30m3/h.

So far, 2024 is proving to be another busy year for the company.

In May this year, BIO-UV Group received a lucrative order from SIEM Ship Management to supply its innovative BIO-

SEA Ballast Water Treatment Systems for a trio of SIEMmanaged car carriers.

The order, for retrofit installation to the Siem Copernicus, Siem Curie and Siem Socrates, is the latest in a series of deliveries of BIO-SEA B-Series equipment for installation onboard around a dozen SIEM Ship Management reefer vessels since 2021.

BIO-SEA L - Low Flow range quick facts

5 Flowrate < 100m³/h

5 Available in skid, modular & split-skid

5 Compact at 1.36m2 footprint, no need for additional cabinet

5 High UV dose

5 Safe no chemicals, no by-products, no active substances

5 No impact on water temperature or salinity

5 Automatic operation, easy to use interface

A new type of wind-powered cargo ship

The idea for the Grain de Sail was born in 2010 with a bold idea to go to the other side of the world in the most eco-friendly way and to pick up chocolate and coffee using a unique transportation method: The cargo sailboat.

Grain de Sail Shipping has a vision to create a fleet of cargo sailboats enabling clean transportation, while pioneering the design of modern wind-powered ships.

After more than a year of manufacturing and more than two months of transit, the Grain de Sail II was delivered and reached its home port in Saint-Malo, France at the end of November 2023.

On 11 January, 2024, a christening

ceremony was organised to celebrate the entry of the new vessel into Grain de Sail’s fleet of cargo sailboats.

Grain de Sail II is entirely powered by wind, excluding port manoeuvres. It’s more than twice as long as its predecessor, at a length of 52 metres and is capable of transporting approximately ten times more pallets of goods, or 290 European pallets.

Consequently, 350 tonnes of cargo will now be able to cross the Atlantic onboard this cargo sailboat, while achieving a very low carbon impact.

Grain de Sail II, built entirely in aluminium, is a pure sailboat which features 1,500 m² of sails and will be able to connect Saint-Malo

8 The “L” range of BIO-SEA BWTS is specially designed to meet the ballasting needs of vessels with small pump capacities

to New York in around fifteen days.

Thanks to its favourable sail/weight ratio, it will reach commercial speeds of up to 12 knots while making it possible to reduce carbon emissions by more than 90%, when compared to a conventional ship on an equivalent journey.

This vessel is designed to meet both the demanding standards of international shipping and the urgent need to decarbonise freight transport.

With its solar panels, its hydro generators and the first pellet boiler installed on a merchant ship, Grain de Sail II is a first of a kind cargo vessel looking to change the face of sustainable cargo transportation.

TECHNOLOGY FUSION ON CROSS-CHANNEL ROUTE

P&O Liberte sets new standards on Dover-Calais run, writes David

Tinsley

P&O Liberte arrived in Dover harbour on March 1 after an extraordinary 45-day voyage from China, circumnavigating the Cape of Good Hope. This extended journey was necessitated due to escalating tensions and hostilities in the Red Sea and Suez regions, and set a new endurance standard for a double-ended ship. Tailored to the heaviest-trafficked crossing on the English Channel, a new generation of ro-pax vessels commissioned by P&O Ferries incorporates a blend of technologies impacting on cost efficiency, service level, and environmental compatibility.

The nature of the investment encapsulated by the Fusion Class promises long-term viability, and also sustainability, in one of the most fiercely competitive spheres of operation, where the business challenge from other seasoned shortsea specialists and routes is augmented by the alternative transport option afforded by the Channel Tunnel.

The 230m P&O Liberte made her commercial debut in March on the Dover/Calais run, the shortest ferry link between the UK and continental Europe, joining sistership P&O Pioneer. The latter had put down a new marker for the industry on service entry last June as the world’s largest double-ender, also distinguished through the combination of a diesel-electric power and propulsion system with one of the most extensive battery installations ever specified in a sea-going application, offering an energy bank of 8.8MWh capacity.

The pair had been ordered from Guangzhou Shipyard International in September 2019 at a total price of EUR260m(around $277m), based on a design developed by the shipowner in conjunction with Danish consultancy OSKShipTech.

While tailored in terms of hydrodynamics and configuration to specific, year-round operating requirements on the narrowest stretch of the English Channel, the Fusion Class is notable for its marriage of innovative technologies. P&O made the decision to focus on energy storage at scale rather than look to energy transition by way of LNG dual-fuel prime movers, thereby radically departing from the status quo in newbuild projects.

Compared to the 30 year-old ferries replaced by the newbuilds, the new sisters’ hybrid capacity provides for a 40% cut in fuel usage and carbon emissions on the company’s flagship route. Furthermore, the modular concept allows for future modifications and retrofits in keeping with the ultimate goal of zero-emission operation, including facilitating the accommodation of extra batteries and supplanting of generator capacity as and when the requisite shore charging infrastructure becomes available.

The adoption of a double-ended configuration with two bridges, removing the need for the ship to go about(turn) in port, has reduced overall manoeuvring time on each sailing. Given the intensity of the Dover/Calais sailing schedule, the cumulative impact on fuel consumption over a year is considerable.

While on a par in beam with the two 2011-built Spirit-class vessels already deployed on the Dover/Calais route, P&O Liberte and P&O Pioneer are nearly 17m longer at 230m overall and are similarly equipped for double-level ro-ro access and egress at both UK and French terminals. This ensures expeditious handling of the intensive, all-year trade in commercial vehicles carried on the two freight decks, with a capacity equating to some 2,600 linear metres. An upper

8 P&O Liberte is the second of two newbuilds transforming economics on the Dover/Calais seabridge

vehicle deck provides space for 182 cars, vans and camper vans, catering to the peaks in holiday travel.

Turnaround performance is reported to have matched the expectations that underpinned the business case for the new ferries. For example, full discharge of around 140 heavy goods vehicles and 200 cars has been accomplished in as little as 10 minutes.

The provision for 1,500 passengers on the Fusion Class is 500 less than on the Spirit of Britain and Spirit of France, but more attention has been given to the layout and facilities to enhance the passenger experience. Each of the new ships has 1,550m2 of outside deck area for passengers, and double-height windows on the port and starboard sides amidships along deck 8 and 9 afford panoramic views of both the French and English coastlines, including the White Cliffs of Dover.

In the interests of through-life operating costs, the ferries have been designed and equipped to allow adjustments in the extent of passenger facilities available. For instance, during periods of reduced demand, such as winter months or off-peak sailings, up to two-thirds of the passenger spaces can be temporarily closed. The ‘intelligent’ power management system software turns off lighting and ventilation in unused areas during these periods.

The revolutionary Fusion ro-pax employs a main power installation based on four 10,625kVA generator sets driven by 16-cylinder Wartsila 31-series, medium-speed diesel engines individually rated at 9,600kW, feeding twin, 7.5MW Azipod electric azimuthing propulsion units at each end of the hull.

The open-water, compact DO-type pods ensure the exacting level of manoeuvrability needed to ensure handling precision, safety and swift turnarounds along with course stability and a maximum speed in excess of 20 knots for crossings of one of the world’s busiest seaways, sailing across a fast tidal current and often with a strong wind abeam. The 17.6-knot design service speed can be achieved using just two gensets.

The maximised encapsulation of power for thrust, and responsiveness of the system, is also geared to ensuring the ability of the ship to be worked independently on and off the berth, without call on tug assistance, in the high wind conditions often experienced at the Channel ports.

The main engines are fired on ultra low-sulphur fuel and incorporate two-stage turbocharging, rendered through ABB’s Power2 system, cutting fuel usage and NOx emissions by around 5% and 60%, respectively.

The battery system has been sized so as to give the flexibility and fuel- and emission-saving benefits in providing full electrical power for harbour manoeuvring and port turnarounds, and affords a load-levelling function in support

MAIN PARTICULARS: P&O Liberte

Length overall

Length bp

230.5m

216.8m

Breadth, moulded 30.8m

Breadth, extreme 31.4m

Depth, moulded 9.7m

Draught, maximum 6.7m

Draught, design 6.2m

Gross tonnage

47,653t

Deadweight 8,850t

Passenger capacity 1,500

Ro-ro capacity 2,600 lane-m(freight) + 182 cars

Propulsion system Diesel-electric + ESS(hybrid)

Main genset engine power 4 x 9,600kW

Battery (ESS) capacity 8.8MWh

Propulsors (2 at each end) 4 x 7,500kW

Service speed, on maximum draught 20.8kn

Eco speed, @12,250kW, on design draught 17.8kn

Class Lloyd’s Register

Class notations + descriptive notes +100A1 Passenger/Vehicle Ferry, *IWS, L1, +LMC, UMS, Hybrid Power, NAV1, IBS, CAC2; ShipRight(BWMP<T>), IHM-EU, SEA(HSS-4, N), SERS, SRtP Registry Limassol, Cyprus

of the main machinery. The ESS comprises a total of 1,160 lithium-ion batteries, supplied by XALT Energy and housed in four battery rooms and amounting to a capacity of 8,816kWh.

By having the first hybrid vessels on the route, P&O has gained a competitive advantage over other operators for the next few years. The preparation for running in zero-emission mode, and for maximising a future shore power infrastructure, are well-aligned to new and prospective European emissions legislation. With P&O Ferries awaiting installation of plug-in facilities at Dover and Calais to enable full-electric, zeroemission operations, the original option in the contract with Guangzhou Shipyard for third and fourth Fusion vessels has not been exercised.

Introduction of the P&O Liberte followed the company’s announcement that it had cut almost 50,000t of carbon emissions from its operations around the UK in 2023.

Signal factors influencing the major reduction in carbon footprint were the opening of a dedicated Fleet Support Centre for Fuel and Energy Efficiency drawing on related onboard SmartShip technology and fuel meters, coupled with the debut of the first of the newbuilds, P&O Pioneer and the phasing-out of the oldest vessels. After a fleet-wide 7% reduction in fuel consumption last year, a further 5% is anticipated in 2024.

8 P&O Liberte can fully discharge its full vehicle load in 10 minutes

9

Torsional Viscous Vibration Dampers Tel: +44 (0)1422 395106 Fax: +44 (0)1422 354432 davidwhitaker@metaldyne.com www.metaldyne.co.uk Formerly Simpson Ind -

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ENERGY MOVES OFFSHORE

The June 1974 issue of The Motor Ship celebrated the growth, over the previous decade, of a new part of the maritime family – the offshore industry in the North Sea and other global areas.

This growth had accelerated thanks to the major crisis over supply and price of oil from the Middle East, leading to many nations striving for independence from imported crude oil. One predicted outcome of this was seen as a move away from the need for large oil tanker ships, anticipating a surplus of VLCC tonnage by the 1980s. Yards currently building VLCCs were likely to shift towards either producing rigs and support vessels for the burgeoning offshore sector, or switch to large product tankers. Either way, significant investment was forecast worldwide, and the marine industry should be ready to seize these opportunities.

The French Chantiers de l’Atlantique was held as an example, with a current order book including VLCCs up to 550,000 dwt, but already diversifying into large gas carriers.

Typical of the latest generation of offshore supply ship was the recent delivery Lundy Shore built for the Offshore Marine division of UK’s Cunard Trafalgar Group, which had 27 vessels. This latest example was built at Appledore as an improved version of the yard’s ‘Weather Class’ support ships. At 59.65m length and 900gt this represented a larger, more powerful vessel suitable for a variety of duties including anchor handling, platform supply, and towing capabilities, from a twin-screw plant using Allen 16PBVCS-F medium speed engines each developing 2800 bhp, driving FP propellers in Kort nozzles delivering a bollard pull of 80t.

One of two special supplements further examined UK and global offshore oil and gas, identifying a vast potential, mostly still untapped by the marine industry. Design and build of rigs, production platforms and various types of specialised support craft were all seen as lucrative future enterprises.

The other supplement looked in detail at Spanish shipbuilding, dominated by the national Astilleros Espanoles (AESA) group. With 12 major facilities around the country, plus a planned Canary Islands plant, Spain was fourth in world rankings according to tonnage completed per annum, with 92 ships on order totalling about 7.7m dwt.

The growth in oil and gas was reflected by an ever-increasing number of LNG and LPG tankers being ordered. Statistics showed that there were some 90 such ships on order (not counting any being built in the Eastern bloc countries) with total capacity around 7m m3. 15 of these were being built at US yards, in response to a serious energy shortage being faced in North America. The largest tonnage was represented by LNG carriers, though in terms of numbers of ships there were more being built for LPG transport. LNG carriers were seen as the ‘crude carrier’ equivalent, with the smaller LPG tankers more akin to product tankers. Most of the LNG carriers were in the 75,000m3 to 125,000m3 capacity range, powered by steam turbines burning boil-off gas, and capable of 20 knot service speed. Most used the Moss-Rosenburg cargo containment system built under licence, though a French company (now GTT) had developed an alternative; while in Japan, the rapidly-growing gas tanker industry included IHI, which had produced its own tank design. Only one vessel had been built with a dual-fuel Diesel engine, but heavy-duty gas turbines were being seen as an interesting future prospect. France dominated the LPG carrier orderbook, with ships up to 100,000m3 capacity being built. These were Diesel powered, mainly by Sulzer two-stroke or Pielstick four-stroke units.

Predictions suggested that by 1990 the LNG carrier fleet would number some 180 vessels of average 125,000m3 capacity if global energy needs were to be adequately met.

The international magazine for senior marine engineers

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8 Lundy Shore, one of a new breed of offshore support ships

8 110,000 dwt tanker under construction in Spain’s Sestao yard