Overshooting the line

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ABC LAUNCHES FUEL-FLEXIBLE EVOLVE 20EV23 ENGINE

Anglo Belgian Corporation (ABC) has launched its second EVOLVE engine, the 20-cylinder medium speed 20EV23.

Like the first engine in the series, the 4-cylinder 4EL23 launched last year, the 20EV23 has cylinder heads adaptive to multifuel solutions. The engine allows for a choice between liquid, dual fuel and gas combustion: including a highly efficient Common Rail or pump-line-nozzle (PLN) fuel injection system for liquid fuels, a micro pilot liquid fuel injection combined with gas injection system for dual-fuel operation, and a spark ignited gas system.

This facilitates financially viable conversion or retrofit to new fuel types, such as diesel, biodiesel, MDO, HFO, methanol, LNG, CNG and hydrogen, using the same engine. The engine is IMO TIER II and IMO TIER III certified and EU stage V compliant.

The company claims the engine displays impressive response times at heavy load pick up, combining extreme reliability and distinctive speed with the best power-toweight ratio. It offers 20 x 360kW of acceleration (7.2MW) and two-stage turbocharging which increases load pick-up and improves shock load acceptance. Higher power is available in special applications.

The 230mm bore, 310mm stroke 20EL23 engine features speeds from 400 to 1,200 rpm (400 rpm idling), and a nominal power range of 3,960-7,200kW. ABC claims best-in-class fuel and lube oil consumption due to the optimised throttle air and fuel volumes in its injection technology and the twostage turbocharging.

In recent years, ABC has invested heavily in the development of environmentally friendly power systems. Last year, ABC was the first in the world to receive the official EU Stage V certificate for its DZC engines which limit the emission of NOx and soot particles to very low values. Before that, together with CMB, it launched BeHydro, a marine dual fuel hydrogen engine range that reduces CO2 emissions by 85%.

ABC’s DZC engine is already hydrogen-ready in a dual fuel version (DZD - 85% hydrogen gas and 15% liquid fuel). This hydrogen engine is available with 6, 8, 12 or 16 cylinders and has a power output from 1,000 up to 2,670kW. The DZD hydrogen engine can be combined with an after-treatment system in which the smaller proportion of diesel that is burned can be filtered through a particle filter for the soot particles and a catalytic converter for the NOx emissions.

The 20EV23 is 100% manufactured in ABC’s production facility in Ghent. All components are produced within the EU. No conflict or rare materials are used during the manufacturing process.

WITHOUT URGENT ACTION, SHIPPING FACES AN EMISSIONS OVERSHOOT: MAN ES’S WAYNE JONES

In a plain speaking interview at SMM, Wayne Jones OBE, Chief Sales Officer at MAN Energy Solutions calls for the industry to take action, and for regulators to deliver certainty to encourage investment

QWhat do you think the overshoot that MAN ES expects to see in shipping emissions will mean for the industry? A Wayne Jones: Well, we do have some possibilities to arrive at the [IMO] goal. It depends on the ambitions that are put into the regulatory framework. But we also need intermediate targets to push down the overshoot.

In practical terms, I think we can encourage the retrofitting of the existing fleet. Another way to do it is to accelerate the uptake of new fuels. So there are various levers to pull on the new or general direction.

But the development of supply chains for alternative fuels is going to be a challenge. So we need other industries, and companies to be first movers as well. And I think there's lots of ways to encourage that. One of the things we wanted to achieve with the paper was to show that we can actually reduce the severity of the forecast overshoot if we begin to act now. That's the biggest challenge.

Do you feel that the industry should expect renewed pressure for the imposition of market-based

measures, such as a carbon levy, in the short term? Wayne Jones: Something like a carbon levy has to be high on the agenda [at the IMO], because nothing will happen unless we introduce regulation. When I say nothing, not to the level we need to keep to the Paris Agreement. So regulation, whether we like it or we don't, is going to part of the puzzle. And this is something we have to drive… We shouldn’t forget that there are other industries that don’t have the same institutions [as the IMO] to regulate on such a global scale.

But more widely, we see greater regulatory certainty as an important condition to encourage investment. We also want to let the market function properly, using market mechanisms. As a technology developer, we can see how regulation has encouraged the takeup of other technologies in other areas.

Are you concerned that some of the proposed

Qsolutions under develo-pment by regulators appear to be excessively focused on short-

sea routes, or the demands of smaller vessel types?

Well, there are a range of alternative energy A efficiency solutions under development. And there is a role for batteries to improve the operation of our 4-stroke engines, for instance. We have experience delivering these solutions. However, if we are looking at deep sea shipping, which accounts for around 70% of overall emissions, alternative fuels are the main solution. Electrification isn’t really a solution for our largest 2-stroke engines, which have maximum power output of weigh in at up to 2MW more than 80 M.W Q Since we spoke last year, cost differentials between LNG and conventional fuels have become even more

volatile. How do you see such price pressures affecting the development of LNG and alternative fuels more widely?

AWayne Jones: I think that that’s where the advantages of dual fuel options reveal themselves. The clever thing is that you can still run on traditional fuels. While people do take a longer-term view when they're making these investment decisions, because the capex investment is significant… there has to be commercial viability to [LNG and alternative fuel pricing] as well.

8 “I think we’re

past the point of discussion and should be really looking at acting now”: Wayne Jones, Chief Sales Officer at MAN Energy Solutions

Looking ahead, one of the advantages is that ship owners will have the flexibility to operate on other fuels, such as biodiesel, if there are supply or availability issues. We expect that the traditional laws of supply and demand will expand the supply of alternative fuels in the future, with suppliers moving to fill local supply gaps.

Do you feel that there is a risk that ship owners and operators will delay investment decisions until there is greater regulatory clarity before deciding on retrofits, for example?

Wayne Jones: I think shipping really should take care of its own business… If you wait around for legislation to become as you want to, if you wait around for governments to do, then you'll be waiting a long time.

Let’s not make the perfect the enemy of the good, or progress… let's at least retrofit what we've got, let's at least go to LNG, today. It's a fossil-based fuel, but it still gives us 20% improvement on CO2 emissions. I think we’re past the point of discussion and should be really look at acting now.

One of the reasons that I'm trying to preach this all the time is that I believe agility is going to be the new corporate currency.

We recently interviewed your colleague Dorthe

Jacobsen about the progress of the ammonia engine research project. It looks like you are on track to bring the first commercial 2-stroke ammonia engine to market in 2024. From a commercial perspective, would it be possible to discuss how clients are responding to the new ammonia engine?

Wayne Jones: We’re making good progress with the ammonia engine and we're testing the one cylinder, literally, as we speak, we're going to launch it 2024. And, of course, our launch customer is the biggest ammonia carrier in the world.

For ammonia carriers, it is a very sensible decision to use the cargo to power the engine, in the same way that LNG carriers [benefit from running on their cargo]. I hear from companies looking at ammonia supply chains that they believe that ammonia will play a huge role in the future across various industries.

But there are other sections of the market that are waiting to see our first engines launched and the first year of production. I remember people saying the same thing about methanol engines three years ago – we’re probably at a similar stage of development. And then after the first year, people start to say, “actually, yes”.

8 According to MAN ES analysis, shipping’s greenhouse gas

emissions are likely to rise by 10% over the coming decade as the global fleet expands.

QQuestion: How do you see the introduction of methanol engines proceeding? A The introduction of methanol has been very successful. We have 70 engines on order, and people can see for themselves that it works. There are no major technological technology challenges, and we’re getting to the stage where we can call it a proven technology.

The customer reaction to methanol has been pleasantly surprising, with particularly strong interest from some of the larger vessel segments, such as the container market, driven by major customers who are now looking at it.

8 Conventional

engines will account for over 50% of installed engine capacity on newbuildings until 2040.

Urgent action on alt fuel supply and retrofits needed

Shortly before speaking to The Motorship at SMM, Wayne Jones, MAN Energy Solutions’ Chief Sales Officer, warned that without urgent action to encourage a faster adoption of synthetic fuels, global shipping might “significantly overshoot” the targets set by the Paris Agreement to limit temperature increase.

The analysis is based upon a 60% increase in the global fleet, which would contribute to an overall increase in shipping’s greenhouse gas emissions of 10% (measured on a well-to-wake basis) over the coming decade, despite an improvement in the efficiency of individual assets.

In order to prevent an overshoot in greenhouse gas emissions which would lead to shipping failing to meet its targets to comply with the Paris Agreement, Jones called for urgent action for the industry to meet its targets.

The proposals included regulatory levers, such as accelerating the pace of CO2 regulation alongside the potential introduction of carbon pricing.

Jones also specifically identified the issue of incentivising ship owners to retrofit vessels to operate on alternative fuels as an area of focus.

Lastly, and most ambitiously, Jones called for the industry to do more to attract outside investment into green energy production earmarked for the use of the shipping industry.

This was particularly pressing as MAN ES’s analysis had indicated that fuel availability was likely to act as a potential constraint on the adoption of alternative fuels, such as methanol and ammonia, after the end of the current decade.

DEVELOPING TOMORROW’S PROPULSION TODAY

The propulsion market sees further developments as regulation and digitalisation push the shipping industry further, writes Samantha Fisk.

The race is still on for the propulsion market to develop products that will meet with needs of tomorrow’s vessels. The need to develop smarter and more efficient systems, whilst still in the fog of working out what the fuel of choice will be in the future, has meant that system will need to be adaptable.

We have been used to the ‘big names’ in the industry leading the way in developments coming on to the market, but today we are now seeing more collaboration starting to happen, and as some might say needed to happen for the industry to meet with the future challenges of regulations.

Earlier in September MAN Energy Solutions announced that it had signed an agreement with ABB to co-operate on the development of a dual fuel propulsion concept for LNG carriers. The development will see the next-generation ‘DFE+’ decarbonisation solutions based on new MAN 49/60DF engine and ABB’s Dynamic AC power distribution and control system

The DFE+ concept will feature the MAN 49/60DF engine which was also launched earlier in September, and ABB’s Dynamic AC (DAC) technology. The company highlights that the concept aims to deliver the operational flexibility shipowners need to cut carbon footprints as well as fuel bills for liquefied natural gas carriers. The scope of the collaboration covers a joint concept study between the partners sharing technical data, and discussing interfaces and system integration.

Elvis Ettenhofer, Head of Marine Four-Stroke – Region Asia Pacific, MAN Energy Solutions, said: “This cooperation with ABB will deliver the technology necessary to provide a new propulsion concept. In turn, this will help our customers to reduce their CO2 footprint and fuel costs, and will provide the flexibility, for example, in operation for different trades or retrofits from an LNG carrier to floating storage units or floating storage regasification units. This concept can reduce methane slip and fuel costs compared to conventional diesel electric propulsion systems. ABB’s DAC and global presence are an ideal match for our new four-stroke engine.”

The conventional DFDE concept is characterised by constant-speed operating engines (gensets) over the entire engine load, optimised for high load, for example, the 85% load point in part- and low-load have high methane slip and less efficiency. The latest MAN/ABB DFE+ concept will feature variable-speed operating engines (gensets) over the entire engine load and better efficiency with significant reduction of methane slip over the entire engine map.

ABB’s Dynamic AC technology will enable the operation of propulsion systems above 10 mWe at variable speed with all the accompanying benefits. The company notes that variable-speed applications have been established for liquid-fuel systems up to 10mWe, torque requirements and the low efficiency of first-generation dual-fuel engines, including limitations in the e-systems design for dieselelectric propulsion systems over 10 mWe badly impacted variable speed for propulsion systems over 10mWe.

In combination with the second-generation, high-efficiency MAN 49/60DF engine (with ALSi – Air Lubrication System interface, as an add-on), this DFE+ concept is expected to provide customers with better efficiency and flexibility.

Picking up on the lubrication topic, Thordon Bearings has been conducting studies in to the hydrodynamic lubrication efficiency of a ship’s propeller shaft bearing has found that the use of seawater-lubricated elastomeric polymer bearings reduces fuel consumption.

Lubrication is coming into the spotlight in the maritime industry particularly for propulsion and the effects that it can make on an engine and towards potential fuel savings. Thordon Bearing says that through its study the environmental and financial benefits of adopting a seawaterlubricated propeller shaft system are well documented, but this is the first indication that the arrangement reduces hydrodynamic resistance enough to improve fuel consumption, compared to a conventional oillubricated bearing arrangement. The research that has been carried out is based on new methodology for calculating the performance of seawater-lubricated bearings, which, until now, has been based on theory developed for oil-lubricated propeller shaft bearings. “Classic rigid surface bearing theory is valid and commonly used for oillubricated metal bearings. However, two major factors of seawaterlubricated bearings, namely low lubricant viscosity and deformability [of the polymer bearing surface], make the

8 Steerprop

application of rigid surface bearing calculations susceptible,” Thordon Bearings’ Chief Research Engineer, Dr. Gary Ren, says in his peer-reviewed paper published in the July edition of the Elsevier journal Tribology International.

“We believe Dr Ren’s method is more accurate, because it takes into account the characteristics of seawater as a lubricant, the polymer materials used, bearing pressures, viscosity, friction and so on,” said Elena Corin, Senior Manager, Special Marine Projects, Thordon Bearings. “This is the first time anyone has investigated whether there are differences in friction coefficient between the two types of bearings. And there are!”

Corin furthered that the new methodology provides “strong evidence” to quantitatively support the benefits of a Thordon COMPAC system.

Thordon Bearings used the methodology to compare the fuel consumption of a Panamax containership and an Aframax tanker operating a 640mm (25.2in) diameter oillubricated propeller shaft bearing versus the same ships operating an open COMPAC seawater-lubricated bearing system. Each vessel was assumed to run on VLSFO (very low sulphur fuel oil) at a global average price of US$890/mt, operating for 70% of the time.

“By applying the results, we were able to determine the minimum required shaft speed for hydrodynamic lubrication efficiency, the coefficient of friction as well as the water film thickness at any given load and shaft speed,” Corin highlights.

“Test results confirmed that fuel losses due to the friction coefficient [hydrodynamic resistance] of an oil-lubricated propeller shaft bearing system can be reduced by as much as 85% by using seawater-lubricated polymer bearings.” In turn it is expected that this will have an impact on fuel costs with an estimate annual savings of at least US$10,000 per vessel.

Thordon Bearings is now carrying out research to assess the carbon emissions reduction attributes of vessels using a seawater-lubricated system to help shipowners meet CII (Carbon Intensity Indicator) requirements.

The market is also seeing further pick-up in orders for propulsion units. Rolls-Royce has announced that it has received an order from Turkish yacht builder Turquoise Yachts to supply an mtu Hybrid Propulsion Pack for a newbuilt 76m displacement mega yacht.

The yacht will be equipped with a Rolls-Royce integrated mtu hybrid propulsion system, comprising two mtu 12-cylinder Series 4000 M65L engines with SCR system, fulfilling the strict IMO III emissions directive. The system also includes two gearboxes, two e-motors and electric cooling systems, two variable speed gensets, a battery system and electrical power management system and the mtu NautIQ Blue Vision NG hybrid automation system which monitors and controls the hybrid propulsion system.

The mtu system allows for fully electric operation and is set to be delivered in 2023, the yacht is to be commissioned in 2025. Turquoise will also build a second yacht with a conventional mtu propulsion system.

Mehmet Karabeyoğlu, Partner of Turquoise Yachts, said: “With this new project we are setting new standards for comfort and environmental protection in a mega yacht. We are happy to have found Rolls-Royce as the right partner for this endeavour.”

Denise Kurtulus, Vice President Global Marine at RollsRoyce business unit Power Systems, said: “The cooperation with Turquoise is another fantastic milestone in our efforts to make shipping in general and also the yacht application greener and more climate-friendly with our mtu power and propulsion solutions. We are proud to be pioneering hybrid solutions in the mega yacht segment together with Turquoise Yachts.”

Further in its developments Rolls-Royce’s sustainability programme “Net Zero at Power Systems”, Power Systems is taking steps towards climate-friendly and climate-neutral solutions in all applications. from 2023, the company is planning on releasing its mtu Series 2000 and 4000 engines for sustainable fuels such as e-diesel and HVO (renewable diesel), thus enabling climate-neutral mobility. In addition to the use of sustainable fuels, the company is building on new technologies such as methanol engines and CO2-free fuel cell systems, which could also be used in yachts.

Turkey once again appears in the spotlight as Steerprop have also announced that they have signed a contract with Turkish Med Marine shipyard to deliver the propulsion units for two RAscal 2100 harbour tugs designed by Robert Allan. The contract is the first for the new Steerprop T product line, especially designed for the stringent demands of tug operations.

The order includes equipment for two harbour tugs. The four SP 175 T propulsion units have 1.80 m propellers in nozzles and provide the power of 1080 kW per unit to deliver 35 TBP. The delivery is scheduled for January 2023.

The growth of global trade and marine transport has brought about larger vessels and a need of more powerful and manoeuvrable tugs, with increased bollard pull for ship assistance and harbour operations. In order to meet with these demands Steerprop has developed the Steerprop T azimuth propulsion product line. The latest evolution of propulsors as able to adapt to changing configurations and versatile operations with mechanical, hybrid or electrica prime movers.

8 Rolls-Royce

Power Systems announced plans at SMM to launch the mtu Hybrid PropulsionPack for Series 2000 and 4000 engines from 2023

NEW DIGITAL INSPECTION SOLUTION PROMISES FASTER WELDING INSPECTIONS

RINA and Waygate Technologies are combining digitalisation and advanced non-destructive inspection technologies to make shipbuilding more efficient.

The companies have signed a global technology cooperation agreement that aims to digitalise welding inspections in shipyards and provide data analytics that will enable them to optimise workflows.

During the ship manufacturing process, many parts are welded together and then inspected for acceptance, usually by means of a visual inspection and non-destructive testing. Through the digitalisation development, shipyards will be able to detect welding defects immediately after welding is completed, reducing delays caused by repair or reprocessing, and thus decrease costs.

Shipyards can also use the solutions to generate statistics and insights from the inspection data collected, enabling them to identify critical points in the welding process and implement preventive corrective actions.

Waygate Technologies’ non-destructive testing expertise and the digital capabilities of the company’s software InspectionWorks enable artificial intelligence (AI) and machine learning assisted recognition of welding defects based on images captured in the field. InspectionWorks is an agnostic software platform that combines data from multiple non-destructive testing (NDT) tools, connects the entire inspection history of an asset and enables users to add inspection insights to a digital twin throughout its lifecycle. As part of a predictive maintenance strategy, NDT identify areas of concern before they lead to a failure.

“Our joint solution helps detect potential defects during and after welding, optimizing production processes, reducing the risk of rework and scrap and eventually improve the quality of welded joints”, said Alberto Cavaggioni, CEO at RINA Consulting.

Nicola Jannis, CEO at Waygate Technologies, added: “Jointly, we will create pioneering inspection solutions and consulting services for marine shipyards and related businesses. Our digital NDT solution helps leverage data to constantly improve production process quality as well as efficiency and drive innovation.”

During the pre-fabrication of blocks, images of welding are taken. These images are then processed with an assisted defect recognition tool based on AI algorithms and can highlight in real time potential defects. Images are then enriched with annotation and made available for analytic purposes. The application has been designed mainly for newbuildings, but may also be extended to repairs.

“The recognition system can be used immediately after the welding is completed,” says Leonardo Brunori, Executive Vice President Energy & Mobility at RINA. “Therefore, the feedback can be provided in real time and the defect corrected at a very early stage, thus avoiding repairs and reprocessing at a later stage. Analytics can be used to identify recurring defects and to undertake corrective actions at the manufacturing stage.”

The NDT and inspection solutions used have already proven to be very beneficial in the aviation and automotive sectors. “Now we are looking forward to applying them successfully in the marine and shipyard industry,” says Brunori.

“In the first proof of concept trials carried out we were very happy with the consistency in detecting of defects, speed in providing results and good analytics enabling new workflows for the shipyards.”

As the tool is aimed at identifying welding defects at an early stage, it makes the class surveyor’s job more effective and efficient. Furthermore, the possible recurrent defects identified through the analysis of data may be used as an input in the continuous review of classification rules and training of surveyors, says Brunori. The tool can be used for welders’ training, as well.

Feedback from shipyards has been encouraging, and the first projects using the technology will get underway towards the end of this year.

Brunori says the development is part of the progressive digital transformation of the whole marine industry, where manual activities that, to remain competitive, are supported or sometimes replaced by digital tools.

Waygate Technologies, a Baker Hughes company, is building a range of industrial solutions including borescopes that can detect and measure micro cracks, ultrasound testing machines that can inspect entire rails and pipe sections, robots that can travel into cavernous tanks and CT machines that can inspect for inner microscopic pores in parts the size of a small car. Recently, its work has included inspecting hydrogen tanks and ensuring their integrity and functionality and assessing lithium-ion batteries to

8 Rina Waygate

Technologies partnership marine shipyard

8 Rina Waygate

Technologies partnership signing ceremony

CONNECTING TO THE BIGGER PICTURE

Digitalisation is still keeping pace in the maritime industry as more solutions onboard look to become more connected through digitalisation, writes Samantha Fisk.

Digitalisation is affecting all sectors of the maritime industry and every part of the vessel is now being scrutinised as how it can be made more efficient, and if a sensor can be installed somewhere in order for data to be gleaned and feedback to the shipowner to understand how that vessel is performing.

Today though it is not just about the vessel’s performance anymore. We now see that with the added pressure of regulations that will be hitting the market in the next few years that the data gleaned from these monitoring solutions will be valuable for the shipowner and operators trying to plot courses not just through seas but also through environmental legislation.

One of the key regulations set to come in next year is the EEXI and CII calculator that will be see vessels be given an energy efficiency rating A through to D, like the white good people have in their homes. However, these ratings do have potential cost consequences for owners who don’t maintain ships both financially and operationally.

StormGeo is already looking into the future and will be looking to launch its Carbon Footprint Dashboard in October 2022 as part of s-Insight, its fleet performance management solution that ensures vessel compliance and provides simple, data reporting systems. The company notes that the Carbon Footprint Dashboard will be available for all route advisory and fleet performance management customers.

The s-Insight is a customisable fleet management system that integrates and organises weather, voyage reporting, sensor data, performance levers, and expert assistance in one powerful analytics tool. The solution gives vessel owners, operators, and managers timely and actionable information to maximise voyage and vessel performance.

Teaming up with Alfa Laval has brought some benefits to the company, seeing it now turbo boost its developments for its CII calculator. The latest development of the Footprint Dashboard has been specifically designed for energy efficiency and decarbonisation managers but available to all s-Insight users. StormGeo says that its Carbon Footprint Dashboard compiles all relevant data in one place to monitor decarbonisation metrics, set carbon intensity targets, and streamline regulatory reporting processes.

“The Carbon Footprint Dashboard provides a single source of all CO2 emissions data. It gives access to the analytics necessary to review the impact of implemented measures, identify corrective actions, and report on carbon intensity alignment with industry trajectories to internal and external stakeholders,” says Madeleine Engelhardt, Product Manager, Fleet Compliance and Technical Performance at StormGeo. “The dashboard helps shipping companies focus on the decarbonisation metrics that matter”

With several pre-configured widgets, the dashboard provides numerous graphs and diagrams to visualize the carbon footprint of all shipping activities. The system calculates and displays various CO2 emission indicators for fleets, vessel subgroups, and individual vessels for each leg of the voyage. These insights will be available to all dashboard users, helping to ensure transparency and improve collaboration on decarbonisation initiatives across organisational departments.

The company has already expressed that it is seeing enormous interest in its latest development with one company, F.A. VINNEN & CO., who have put themselves forward to test out the capabilities of the platform.

“StormGeo’s Carbon Footprint Dashboard will help us keep detailed track of how much CO2 our shipping activities emit into the atmosphere and quickly gives us the necessary overview to see whether parts of our fleet aren’t performing as they should,” says Bernd Hein, Managing Director at F.A. VINNEN & CO. “It will enable us to drill down into the data and see how something as small as a single leg of an individual vessel impacts our overall emissions and get the decisionsupport necessary to correct any issues.”

Further in its developments of its s-insight platform StormGeo have also announce that they are teaming up with Hansa Tankers to install the fleet performance management software s-Insight to all vessels in its pool of tankers.

“StormGeo’s s-Insight provides tools that assist us in managing the environmental and commercial performance of our entire fleet in one dashboard. By also adding weather and routing data to the operator decision-making toolbox, we gain new and actionable insights that enable immediate, measurable CO2 impact on our trade, which in turn will positively enhance the pool’s financial performance and environmental footprint in the coming years,” says Torfin Eide, COO at Hansa Tankers.

Hansa Tankers commented that s-Insight provides opportunities to monitor the environmental impact on emissions, improve environmental performance, and keep

8 StormGeo

8 Hansa Tankers

the fleet compliant with EU MRV, IMO DCS, the Carbon Intensity Indicator (CII), and Sea Cargo Charter regulations. Particularly useful is the new CII Simulator, a key module in s-Insight and a tool that monitors CII compliance status and reveals the impact of commercial parameters on CII ratings. “StormGeo’s powerful and actionable CII Simulator gives us a tool enabling a better understanding of the commercial impact of the CII in our trades,” Eide says. “We acknowledge that the earlier we integrate CII simulation into our daily operations and decision making, the better we can manage the impact on CII performance and thereby enhance our competitive advantage in the market.”

It is expected that Hansa Tankers will be able to demonstrate the effect of vessel and cargo consolidation to its charterers and other stakeholders by:

Simulating the CO2 impact on the estimate and voyage levels to provide an overview of pre-fixture and post-fixture emissions results.

Calculating the Carbon Intensity Indicator (CII) based on validated data per voyage and year, including projections for future compliance.

Simplifying and streamlining the Sea Cargo Charter reporting process for both the pool and its counterparties.

“s-Insight also presents an opportunity for our pool participants to assess their performance and environmental footprint through diverse, investigative, and out-of-the-box system features. Participants can thereby also use s-Insight to validate any measures taken towards improving operational energy efficiency and reducing the carbon footprint with KPIs for continuous monitoring of their own vessel performance,” Eide concludes.

Monitoring onboard

Danelec is also preparing for the future of with the latest launch of its Danelec Launches Shaft Power Limitation (SHaPoLi) system that also aims to keep shipowners compliant with EEXI.

SHaPoLi has been developed as a standalone system for seamless connection to shaft power meters from any manufacturer, including the Kyma Shaft Power Meter, Kyma SHaPoLi. The company highlights that this latest development will help shipowners and managers to meet operational and reporting requirements set as part of new IMO regulations to tackle greenhouse gas emissions established at MEPC76 in June 2021 and coming into force during 2023.

Kyma SHaPoLi is a simple to install, powerful solution that ensures 100% of a vessel’s engine power is accessible if needed, while providing tamper-proof recording for reporting as part of the Energy Efficiency Existing Ship Index (EEXI).

The system features audio and visual alarms to alert engineers and officers in case of use of power reserve which would result in more fuel consumption than allowed by EEXI rules. It also allows for reporting in case of using power reserve that may be required due to safety or navigational issues. Kyma SHaPoLi connects to shaft power meters on the vessel’s intermediate shaft and presents information in a way that is easy to interpret and understand.

“Kyma SHaPoLi meets the requirements of MEPC76, detailed in IACS rec. 172 and will allow ships to operate using optimal shaft power and as a result consume less fuel oil and reduce greenhouse gas emissions,” says Halldor Rongve, Managing Director, Kyma. “Considering the legislative aspects relating to MEPC76 we have ensured that the system is easy to integrate to Kyma Shaft Power Meters and any other similar systems already installed, either by our own technicians or by ship’s crew.

8 Danelec

Launches Shaft Power Limitation (SHaPoLi) system

All Kyma SHaPoLi system components are already type approved by one or more of the major class societies, it is expected to receive a full DNV system type approval in October 2022. Although operation requires interconnection to existing Kyma Shaft Power Meters or similar third-party systems, Kyma SHaPoLi will be approved as a complete stand-alone alarm, logging, and reporting solution in accordance with the requirements from the International Association of Class Societies (IACS) related to MEPC76.

Rivertrace has also recently launched its latest SMART VISCO sensor for ships main engines. Which given the timing of the news and discussions in the industry around lubrication monitoring, could be a fairly salient move for the company.

Martin Saunders, Managing Director of Rivertrace, comments: “Monitoring environmental discharge has been at the core of Rivertrace’s ethos for over three decades. However, in recent years we have also embraced digital transformation and provided solutions to automate and analyse the data by making our services smarter, and by connecting into the marine digital ecosystem. The SMART VISCO probe extends our offering to encompass onboard monitoring and expands our environmental solutions to include minimising greenhouse gas emissions, as well as our oily water pollution prevention system.”

The SMART VISCO sensor has been designed to measure the viscosity and temperature of fuel oil before injection into the main engines of large ships. The monitor then reports this data via both analogue and digital outputs, with volt-free relay contacts.

The SMART VISCO sensor measures all grades of HFO using ultrasonic guided wave technology. Due to the high frequency and speed of ultrasound, ambient vibration and flow speed have no impact on the measurements. The monitor incorporates an LCD display that visually indicates all parameters. The viscosity and temperature data can also be easily retrieved using RS485 or a USB stick.

The fuel oil’s viscosity provides a direct indication of its impact on engine performance and efficiency. The availability of this information aid in the prevention of engine damage, reduces maintenance costs, and helps to minimise greenhouse gas emissions.

This SMART VISCO, can also be integrated with the RIVERTRACE CONNECTED service to collect and share the data with ship management to monitor and analyse trends in fuel performance at both a vessel and fleet level.

Checking out the hull

P&O has taken steps to with its latest hybrid super-ferries to ensure their safety with advanced hull stress monitoring. Light Structures who have been commissioned for the job will be delivering a fibre optic solution that will be able to monitor stress and fatigue in real-time of the ferries.

The two new hybrid-power, double-ended RoPAX vessels under construction at Guangzhou Shipyard International (GSI) in China are expected to be completed within 2022. The vessels are 230 metres in length with 3600 lane meters and a passenger capacity of 1500, the ferries will become the largest double ended RoPAX vessels ever built and the largest vessels to operate on the route between Dover and Calais when they go into service in 2023. They feature countless innovations that contribute to cutting fuel consumption by 40%, including advanced power management and heat recovery systems.

Light Structures’ SENSFIBTM Global+ system will be used to monitor stress loading on the advanced new hull, providing precision data in real-time, which will also contribute to optimising maintenance windows based on real-world fatigue. The data collected by the SENSFIB sensors will also be used to validate integrity of the hull design over a sustained period, enabling improvements for future iterations.

“As part of our intensive lifecycle maintenance regime, the data unlocked by the SENSFIB system will help us to improve asset availability and reduce operational overheads, while maximising the lifetime of our new vessels,” said a P&O Ferries spokesperson.

“SENSFIB Global+ is the ideal solution to deliver precise data on very large ships including P&O’s new super-ferries,” adds Goetz Vogelmann, General Manager & Sales Director, Light Structures. “We’re delighted to have been selected for this project and confident that we can provide the data that P&O needs to help maximise their investment in these next gen ships.”

Further design advances focus on passenger comfort and satisfaction with the inclusion of dedicated viewing platforms that provide panoramic sea views and a revolutionary new hull shape designed for safe, efficient, and comfortable passage in the English Channel, and to accommodate the effective use of azimuth thrusters that improve vessel manoeuvrability.

8 SMART VISCO

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