The Motorship October 2023

HZS LNGC design: 4-stroke hybrid Wind and CII: Data analysis holds key

ALSO IN THIS ISSUE:

POWERTRAIN MONITORING SOLUTION & REVOLUTION.

H2 Reformation A cracking solution

MAN’s Foldager: On ME-LGIM & MeOH

Optimize your fleet’s performance, increase uptime, and maximize profitability with Geislinger’s artificial intelligence and big data analytics-driven powertrain monitoring system.

Equip your vessel now with Geislinger Digital Solutions.

EU’s CBAM runs in | ABS on Digital Twins | OT cybersecurity | Thruster feature

15

HiMSEN H32DF-M order

FEATURES 5

HHI-EMD has won the first orders for its methanol-fuelled HiMSEN H32DF-LM engine from a Japanese-owned shipyard.

15

QatarEnergy LNGC orders

QatarEnergy has begun a second round of LNG shipbuilding orders, confirming an order with Korean shipyard Hyundai Heavy Industries (HHI) for 17 LNG carriers.

17

MAN 21/31 DF-M debut

MAN 21/31 DF-M gensets have been specified for two pure car and truck carriers for Chinese ship owner China Merchants Energy Shipping (CMES) alongside ME-LGIM main movers.

REGULARS

6 Leader Briefing

Bjarne Foldager, Senior Vice President & Head of Two-stroke Business at MAN Energy Solutions discusses surging demand for its methanol-fuelled MELGIM engine.

8

Regulation

The beginning of the transitional period for the EU’s Carbon Border Adjustment Mechanism (CBAM) on 1 October 2023 will eventually have wide-ranging effects for shipments into the EU.

48 Ship Description

Propulsion & Future Fuels Conference will

TT-Line’s two newbuildings will be the first large ro-ro/ passenger vessels to be powered by LNG dualfuel machinery south of the equator when they enter service, writes David Tinsley.

14 OT collaboration

Ensuring operational technology (OT) cybersecurity onboard ships requires cross-industry collaboration and a layered and lifecycle approach.

26 CII and wind assisted propulsion

Accurately measuring energy savings from wind-assist technologies is an area of focus, driven by customer demands for accurate fuel saving projections.

30 Discussing the Reformation

Onboard LNG reformation into hydrogen is central to an LNG and hydrogen powered MR tanker design, RINA’s Antonios Trakakis, Technical Director, Marine tells The Motorship.

33 Playing the long game

ÈTA Shipping and global commodity group Mercuria are collaborating on a series of shortsea bulk carriers that will be readily adaptable to new fuels and new technologies over their lifetime.

44 Podded propulsor conversions

Expectations that the introduction of CII rules would prompt a surge of retrofits among commercial vessels to podded propulsion have yet to materialise, but the CII benefits remain clear.

VIEWPOINT

NICK EDSTROM | Editor nedstrom@motorship.com

Power politics

In a month full of important announcements, the acceleration of momentum in the methanol market, driven by investments from container liner operators in methanol-fuelled tonnage and upstream green methanol production projects has been among the most notable. We feature an interview with MAN Energy Solutions’ head of 2-stroke, Bjarne Foldager, focused on the methanol market in this month’s issue.

The announcement that Maersk and CMA CGM planned to cooperate (within the limits of anti-trust legislation) on research into alternative fuel usage with an eye on future energy efficiency advances was also eye-catching.

Europe-based container operators will no doubt be keenly aware that the container market has been singled out by the European Commission as a potential demand driver for energy efficiency technologies, following its experience with the introduction of onshore power supply (OPS) system requirements.

The Motorship expects that the comparatively weak environmental emissions profile of methanol-fuelled engines from an absolute funnel perspective will lead to further regulatory pressure on producers to lower emissions further, despite their positive profile on a well-to-wake perspective, using green methanol.

The obvious solution to the problem would be the introduction of an onboard carbon capture and storage solution, designed to capture a significant proportion of the emissions from a methanol engine. While this is a technically feasible potential solutions to the challenge of improving methanol’s emissions profile, it depends to a significant extent upon the creation of a carbon capture market (and it turn upon regulatory developments at the IMO level).

Other alternatives include alternative fuels, such as ammonia and hydrogen, which were interestingly included in the initial industries cited in the EU’s Carbon Border Adjustment Mechanism (CBAM) in August. The potential impact of the trade on physical trade flows is considered in an article on page 8.

LNG market

We should also note that QatarEnergy announced that it was embarking on a second round of LNG carrier orders in late September. In what is likely to be the single most important commercial announcement to be announced this year, Hyundai Heavy Industries won an initial order for 17 LNG carriers, which will lift QatarEnergy’s orderbook to 77 carriers.

The news that QatarEnergy was returning to the LNG market has been eagerly expected by market competitors, while the global LNG market is beginning to absorb the LNG carrier capacity implications of the emergence of Western Europe as a significant LNG import hub, as we predicted back in early 2022.

The growth in demand for more efficient propulsion solutions has led to a surge of technological innovations in the LNG dual-fuel market. We cover the emergence of a number of alternative dual-fuel solutions that are seeking to compete with MAN Energy Solutions’ and WinGD’s low-pressure dual-fuel two-stroke engine designs. One of the most interesting is a battery hybrid LNG carrier design developed by Wartsila and Chinese shipyard partner HZS, with the participation of energy major Shell, which we feature later in this issue.

MAN ES STRESSES NEEDS FOR COMMON AMMONIA STANDARDS

MAN Energy Solutions is understood to have expressed concern to IACS, the International Association of Classification Societies, about the lack of a set of unified requirements relating to ammonia-fuelled engines and their supporting infrastructure.

Bjarne Foldager, Head of 2-stroke at MAN Energy Solutions told The Motorship noted that there was a strong need for IACS to establish a common playing field between the different classification societies involved in ammonia-fuelled vessel projects.

“The negative consequences of a failure to do so would be that the different classes set different standards, creating a risk that the classes might compete allowing projects to meet the lowest common denominator.”

Foldager warned that the risks of a lowest common denominator effect extended beyond potential safety risks, and potentially threatened ammonia’s future acceptance and success as a fuel for decarbonisation.

New entrants and gaps

The Motorship notes that the rapid expansion of commercial interest in ammonia as a potential marine fuel has seen a proliferation of research projects launched into ammonia fuel supply systems and other ammonia-related infrastructure. This has led to institutions without shorter track records in the development of solutions for alternative fuels in the maritime sector conducting research into ammonia-fuelled engines and supporting infrastructure.

Experts working for well-known suppliers in the marine safety field have noted that there are no common standards on the requirements for on board fire detection and suppression equipment for vessels powered by ammonia-fuelled engines, for example. Similarly, definitions relating to personal protection equipment for crew members have yet to be agreed.

Safety levels in terms of maximum acceptable thresholds for ammonia concentrations in terms of parts per million (PPM) have not been defined or agreed, while common standards relating to ammonia storage and bunkering infrastructure and associated infrastructure have not yet been agreed.

IACS Response

When contacted by The Motorship, IACS noted that it could not comment on private correspondence between the association and its stakeholders.

An IACS spokesperson noted that in relation to IACS’ work on ammonia-fuelled engines, IACS continues to support of the industry through its Safe Decarbonisation Panel which selected ammonia as one of its priority items and deals with the technical items related to safety issues for the development, application and use of alternative energy sources and technologies on board ships.

Identification of possible safety issues and the development of related requirements for loading, storage, handling and use of novel fuel onboard, including handling of leakages, are part of the Panel’s scope of work, which also includes the identification of gaps in the current regulations and requirements related to human element issues.

QatarEnergy has announced the beginning of a second round of LNG shipbuilding orders, confirming an order with Korean shipyard Hyundai Heavy Industries (HHI) for 17 LNG carriers.

The Qatari riyal 14.2 billion (US$3.9bn) order forms part of its historic shipbuilding programme to meet future LNG carrier requirements, and lifts its overall LNG carrier orderbook to 77. QatarEnergy’s LNG carrier fleet programme has been the largest in the history of the LNG industry, with the first round extending to 60 vessels, distributed between a number of Chinese and Korean shipyards.

In addition to helping QatarEnergy meet the additional requirements arising its North Field LNG expansion projects in Qatar as well as its share of output from the Golden Pass LNG export project in Sabine Pass, Texas, the tonnage would also help QatarEnergy to meet its

QATARENERGY SIGNALS BEGINNING OF SECOND ROUND OF LNG ORDERS

long-term fleet replacement requirements.

The order is expected to represent the beginning of a second round of LNG carrier orders, although the extent of QatarEnergy’s requirements remains unclear, following the cancellation of its joint marketing

agreement with ExxonMobil, Ocean LNG, in 2022.

The Motorship notes that QatarEnergy’s North Field expansion projects are expected to boost the country’s LNG production capacity to 126 million tonnes each year by 2027 from 77 million tonnes. Meanwhile,

production from the Golden Pass project in Texas is expected to come on stream in 2024: QatarEnergy will market 70% of the export volumes from the Texan project itself.

HiMSEN wins first H32DF-LM order from Japanese shipyard

Hyundai Heavy Industries Engine & Machinery Division (HHI-EMD) has announced it will supply a methanol-fuelled HiMSEN engine package to a series of vessels on order at Tsuneishi’s Zhoushan shipyard. The order represents the first reference for HiMSEN’s H32DF-LM engines from a Japanese-owned shipyard.

The scope of supply comprises of 4 × HiMSEN 8V32DF-LM engines per shipset, along with selective catalytic reduction (SCR) units.

HiMSEN will deliver the first of

First MeOH-feeder

Tsuneishi Shipbuilding has announced its first order for a series of four methanol-fuelled 5,900 teu type container feeders. The order is also noteworthy as the feeders will be equipped with Mitsui-MAN B&W G80ME-LGIM engines, in the first domestic order for MAN licensee Mitsui E&S from a Japanese-owned shipyard. The vessels will also feature HiMSEN 8H32DF-LM engines, which will be supplied byHD Hyundai, a cold-ironing connection.

the shipsets to Tsuneishi’s Zhoushan shipyard in China in January 2025, and the following shipsets will be delivered sequentially.

While the order marks the first reference for HiMSEN’s methanol-fuelled engines with a Japanese shipyard, Hyundai Heavy Industries signed a contract with Imabari Shipbuilding for 15 shipsets of its latest H32C engine for 75 container vessel newbuildings. The order with Imabari was signed in the first half of 2023.

IACS cyber URs

The International Association of Classification Societies (IACS) has updated two Unified Requirements (URs) relating to cyber security standards of ships. The update covers the cyber resilience of ships that were introduced in April 2022: UR E26 and UR E27. Following extensive changes to the two URs, they will now supersede the originals and will be pplied to new ships contracted for construction on and after 1 July 2024.

HiMSEN noted that it regards the first order from the Japanese market for its dual-fuel engine as an opportunity to expand its

market share in the country, particularly as the Japanese market has been “monopolised by competitors with a long history”.

n HiMSEN will supply 16 x 8H32DF-LM engines to Tsuneishi Shipbuilding in what represents its first order from a Japanese yard for its methanolfuelled engine

BRIEFS

1st Corvus PEM order

Corvus Energy’s Pelican hydrogen PEM fuel cell solution has been specified for a retrofit installation on board a fishing and training vessel operated by a Norwegian educational establishment. Corvus will deliver a 340-kW PEM fuel cell system for MV Skulebas and Hexagon Purus will deliver the Hydrogen storage solutions. The hydrogen fuel cell system is scheduled for delivery in Q2 2024 and will be in full operation from Q3 2024.

COSCO MeOH MoU

COSCO Shipping is participating in a Chinese project to develop a green methanol supply chain, along with SIPG, State Power Investment Corporation and a local certification group. The project goals include the development of China’s first green methanol production projects, and ensuring the methanol meets foreign certification standards. The model of industrial cooperation is expected to act as a template for other green fuels for shipping.

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

n H.E. Minister Al-Kaabi and Mr. Ka Sam-hyun, the Vice Chairman & CEO of HD KSOE

FOLDAGER EXPECTS DEMAND FOR ME-LGIM ENGINES TO SOAR

Bjarne Foldager, Senior Vice President & Head of Two-stroke Business at MAN Energy Solutions discusses surging demand for its methanol-fuelled ME-LGIM engine

n Bjarne Foldager patiently explaining to The Motorship’s Nick Edström why he sees significant market opportunities for methanol-fuelled propulsion to expand in a number of vessel segments

Bjarne Foldager was in ebullient mood in mid-September, when he discussed the status of MAN ES’ methanol-fuelled engine programme with The Motorship. The interview followed with the christening of A.P. Moller Maersk’s first green methanol-fuelled container feeder a short distance away, in what a striking confirmation of the successful growth of the methanol-fuelled engine programme since the reference entered service in 2016.

The ME-LGIM engine programme was evolved since its beginnings, when it was initiated in response to consumer demand for a methanol-burning engine from the methanol carrier market, before the Green Transition. Since then, MAN ES has expanded its entire programme, moving from the initial 50-bore engines specified in methanol carriers to cover almost the entire range.

“We have developed a 45 bore engine for smaller ships, such as Handysize bulkers or smaller tankers, where we have seen an interest, but also a 60 bore engine, which has been applied for bulker projects, as well as the car carrier market.”

Foldager noted MAN ES has now received orders for the first car carriers.

Project pipeline supports further growth

Foldager noted that the sharp rise in methanol-fuelled engine orders has been driven by car manufacturers interest in transporting electric vehicles (EVs) in an environmentally friendly manner, while the increasing weight of car loads (reflecting the heavier weight of individual EVs compared

with conventional vehicles), and larger designs has led to an increase in engine sizes for PCTCs.

Foldager also noted that the increase in interest in methanolfuelled propulsion has been seen in the container ship market, with orders for 8,000 teu vessels with a G80 engine, and in the larger 12,000 to 24,000 teu segment of the container market, where MAN has received 70 orders for its G95 engine. While the large proportion of large bore ME-LGIM engine orders explains the rise in methanol-fuelled engine orders by engine capacity, the number of engine orders has also grown rapidly, reflecting the growth of interest in the methanol-fuelled engine from diverse segments. As of mid September, over 150 MELGIM engines have been ordered or delivered.

“If you look at the pipeline of potential projects, where we know the ship owner is in discussion with the shipyard potentially to construct a ship or a ship, we are aware of close to 200 projects where the shipowner is considering using methanol as a fuel.” The interest is not concentrated in any one segment, but includes the tanker, container, bulker and car carrier segments.

The interest from the tanker market has recently led to MAN ES’ first reference for its methanol-fuelled engines for a pair of VLCCs for an Asian shipowner. “We think the methanolfuelled technology is ready now, and should be available for all the major segments… This [order sends] a very strong signal that [the ME-LGIM] is now also in the VLCC market.”

While Foldager is careful to recognise that not all the projects in the project pipeline will convert into orders,

Source: MAN Energy Solutions

previous experience suggests that further orders can be expected in the future.

Part of the growth has been driven by increasing shipowner familiarity with methanol as a fuel, as well as the operational service history of MAN’s ME-LGIM engines. The engine has now accumulated more than 500,000 hours of service history operating in methanol mode since 2016, Foldager noted.

When asked why methanol has attracted so much attention recently, Foldager responded that is seem as a pathway for shipowners looking to decarbonise their fleet that is commercially available, while beneficial cargo owners note that it will help them to decarbonise their Scope 3 emissions.

Foldager also referred to the importance of the pooling of emissions, as included in the FuelEU Maritime regulations affecting shipping operating within the waters of the European Union’s member states, and also apply to a lesser extent to vessels calling in the EU. “One of the clever things… is the pooling concept, which allows shipowners to [count] CO2 reductions from across their fleet towards overall annual reduction targets. Rather than having to reduce emissions by 10% for 10 ships, you will be able to fully decarbonise one vessel and be fully compliant.”

Fleet growth will ratchet effect of IMO targets

Widening the focus beyond the EU and European regional regulations, Foldager also noted that the agreement of a net zero decarbonisation objective for 2050 at the MEPC meeting in July was of fundamental importance for the shipping sector. While recognising that translating aspirations and commitments into actions will be hard work, Foldager noted that the IMO’s targets are more ambitious in scope than the EU’s, because of the impact of the likely growth of the fleet in the coming years will increase the scale of the reduction in absolute emissions. “We need to the immediate target is to reduce co2 emissions by 20%, striving for 30%, by 2030... compared to the baseline. But when you take into account the growth in the fleet gross since 2008, that has actually eaten up the co2 savings we have made since 2008 already.”

“Although the absolute increase in CO2 emissions will depend upon a variety of factors… we expect that to reach the IMO target by 2030 will require each individual ship to reduce its CO2 emissions by close to 40%, because of the fleet growth, especially if we strive to meet the 30% CO2 reduction goal.”

Foldager notes that such a scale of reduction is likely to exceed the scope of energy saving devices, and is likely to lead to increase in the use of alternative fuels in both newbuildings and in retrofits for existing tonnage.

He added that given the rate with which the fleet is being renewed, “[it is highly probably] we will have to retrofit a big part of the existing fleet also.”

Retrofit orders mount

MAN ES has a successful track record of delivering alt fuel retrofits, and has already delivered 20 conversions to new fuels already. MAN ES has seen a sharp rise in enquiries about methanol retrofits, with a particular focus linked to large container ships. “We have signed a contract with Seaspan to retrofit between 15 and 60 of its big container ships to methanol over the coming years, and we have also signed a contract with Maersk to retrofit 11 of their large container ships to methanol.”

There were several other contracts where MAN ES has either signed or is close to signing contracts where the names of the operator and ship owner are not yet public. The big advantage for larger container vessels is that the existing fuel tanks can be repurposed to be used for methanol also, which means you don't lose a significant number of container slots when you have actually retrofit to methanol.

Alt fuels supply remains bottleneck

Expanding on the alternative fuel theme, Foldager noted that cost differentials between alternative e-fuels were likely to remain, even as some of the underlying conversion technologies, such as electrolysers, mature and the cost of production begins to decline.

“Eventually, we will need some kind of scheme [to distribute] some of the savings between people who are using [fuel oil] and users of new fuels, whether in terms of an emission trading scheme, like the one the EU is setting up, a green levy or a global CO2 tax.”

The technology for the use of the fuels on the ship has been developed, and the technology for the fuel production is also in place. “The key issue is the scaling and ramping up of the production, the supply, the logistics, and the port to deliver these fuels, that will be the key issue. Our hope and our prayer is that the decisionmakers will also consider this.”

The proceeds from whatever scheme is eventually introduced will need to be invested in the production, infrastructure and logistics of the alternative fuels because the supply of the fuel will be the bottleneck.

The importance of early adopters

One of the interesting aspects of the Laura Maersk christening, (as well as subsequent announcements by other large container liner operators about their commitment to methanol), is that it allows early adopters to promote the development of demand for alternative fuels.

“I'm sure we will see the final investment decisions being taken on the production of [alternative] fuels… because… the demand from the market players and the customers [will act as an initial driver]. Some of the ship owners that have ordered container ships… have clearly [said] they will deploy these ships on the Europe trade between Asia and Europe.”

Foldager noted that Direct Air Capture (DAC) has also begun to emerge as a potentially interesting technology, and MAN ES has become involved in a project in Chile.

MeOH genset range to expand

Returning to the engine development programme, Foldager is pleased to note that MAN ES has developed a dual-fuel genset, the MAN 21/31, capable of operating on methanol. The first orders for MAN’s methanol gensets have been received from a shipyard in China, where the engines will be installed in a series of car carriers that are under construction. “The series will feature our [ME-LGIM] main engine as well as the methanol-fuelled gensets.”

While MAN expected to receive further orders for the MAN 21/31 engine, it was also expanding the programme and was seeking to develop larger-bore methanol-fuelled gensets suitable for installation on larger containerships.

While discussing the dual-fuel G95 engine, he added that MAN had lowered its guaranteed fuel consumption data for the G95 in methanol mode as a result of encouraging test results from the test bed in Korea.

We think the methanolfuelled technology is ready now, and should be available for all the major segments… This [order sends] a very strong signal that [the ME-LGIM] is now also in the VLCC market

SHIPPERS NEED TO BE AWARE CBAM WILL IMPACT EU IMPORTS

It is entirely possible that the introduction of the transitional period for the EU’s Carbon Border Adjustment Mechanism (CBAM) on 1 October 2023 may have failed to capture the attention of ship operators and owners

The effect of the introduction of the transitional period for the EU’s CBAM scheme on 1 October will be felt most keenly in the commodity carbon steel and aluminium markets, which will see reporting requirements imposed on 350 semi-finished and finished products and 58 products respectively. The breakbulk market has been preparing for the introduction of these rules for some time, and the immediate impacts will be localised.

The scheme is expected to introduce significant bureaucratic reporting requirements for importers of the products, even before the financial penalties for the scheme are introduced in 2026.

Despite fears of trade diversion, commodity market analysts expect the initial impact of the EU CBAM will be to subtly alter the purchasing behaviour of EU importers reliant on low-cost inputs, introducing additional reporting burdens for irregular or opportunistic purchasing during the initial running-in period.

While media comment has understandably focused initially on the financial implications of higher import taxes, and their expected pass through into certain commodity prices, the longer-term impact of the rules will be felt in creating an entire new set of supplier emission monitoring obligations for European importers which will also affect long-term supply relationships.

The introduction of environmental emissions submission requirements, and the subsequent exposure of importers to the risk of financial penalty if suppliers’ environmental emissions data is incomplete, inaccurate or worse will create an additional set of risks that will need to be mitigated in existing supply contracts.

The emergence of contractual risks will support the emergence of third party verification service providers, which can be expected to ramp up coverage of environmental emissions from the initial industries selected in the EU and its main suppliers. This is likely to represent a market opportunity for classification societies’ environmental services teams for

What is the CBAM

The initial phase of the CBAM will see the introduction of reporting requirement under the EU’s Carbon Border Adjustment Mechanism for the emissions embedded in imports of cement, iron and steel, aluminium, fertilisers, electricity and hydrogen into the EU from Third Countries outside the EU and a number of EEA states will enter force on 1 October 2023.

This will see the introduction of quarterly reporting from Q4 2024 with the first reports due in January 2024. The monitoring

jurisdictions where mutual recognition of environmental monitoring standards is not likely to be acceptable.

The devil, as ever, lies in the detail. Industry representative organisations within the EU, such as Eurofer, are lobbying for the introduction of default values (applicable to all imports that do not provide specific data) at a level that will lead to more polluting exporters in targeted sectors being priced out of the market, citing concerns about ‘carbon leakage’ (or the diversion of production from the EU to jurisdictions with lower environmental emission standards).

A separate question mark hangs over the potential application of the EU’s CBAM to cross-border trade with the UK, and to an even greater extent to trade with Northern Ireland, which remains subject to EU environmental regulations under the Windsor Protocol. This is likely to be the subject of negotiations.

and reporting rules will be closely aligned with the EU Emissions Trading System (ETS) rules, but the European Commission will permit the use of default values or other monitoring and reporting methods until July 2024.

The scheme will introduce requirements for non-EU suppliers to document their emissions to avoid the application of “default values” for embedded emissions. While the precise level of the embedded emissions is still being finalised, the

n The introduction of the EU’s carbon border adjustment mechanism will require EU importers to report the embedded carbon emissions in imports from Third Countries outside the EU CBAM, such as the Tata Steel’s Port Talbot steel mill in South Wales, on a quarterly basis

levels are expected to be high enough to encourage disclosure for producers.

EU importers who fail to comply with the reporting requirements face penalties of up to EUR50/tonne during the trial phase. Once the first payments for the levy begin in 2026, the cost of imports will be based on the EU’s own carbon price, using the ETS mechanism.

Imports from countries which have their own ETS or carbon levy systems will be allowed to offset any CO2 price levied in their jurisdiction of origin from the EU price.

Yara Marine Technologies

Why wait to reduce emissions?

WIND POWER SUPPLIERS LEAN INTO DATA MODELLING FOR CII

Wind power poses challenges when it comes to incorporating it in Carbon Intensity Indicator (CII) index: how can something that is not constant be formulated in mathematical format?

Fuel consumption data analysis forms the basis of the current formula but technology developers are increasingly gathering extensive data from modelling and live data from onboard ships to deepen analytical insights.

Wind in itself is obviously not a new alternative to power ships and there are various products on the market today to harness the wind power to serve the shipping industry. However, what has changed over time are the ships in themselves, their size and how they are operated, Kristian Knaapi, sales manager at the Finnish consulting naval architect company Deltamarin told The Motorship

“The likely effect of various kinds of sails can be established fairly accurately through calculations at the design stage. The benefit derived from the wind will be simulated several times under various conditions - on various routes, under various wind conditions and under various loading conditions of the ship,” Knaapi said, adding that Deltamarin has been involved in several such projects, involving both newbuildings and retrofits.

However, there is a caveat. Modelling can give fairly accurate results when it comes to the effect of wind systems over a long period of time, but in the short term and for individual voyages and situations the predictability will be less certain. “Predictability is mostly based on statistics and within a short frame of time, fluctuations (of performance) will be greater,” he pointed out.

It is also important to bear in mind that various wind technologies will work differently on differing types of ships

and consequently the savings that are sought can vary considerably. The number of sails that can be installed and which technology will be used affect this. “This means in practice that there is nowhere near enough verified results concerning the benefits of wind systems. More data will become available all the time as more wind assisted ships enter service,” Knaapi said.

In practice, it is the wind system manufacturers themselves that analyse the effect of these systems. The role of a design company, such as Deltamarin, is to analyse how the chosen system can be integrated onboard the ship and minimise possible risks regarded to their operations. “The benefits available from wind are tightly linked to route optimisation and in order for this to be maximised, ships will be operated in the future on routes that differ from those in use today,” Knaapi continued.

Ships in short sea trades have less room to seek optimal wind conditions than those operated in deep sea trades. Lloyd’s Register’s Ship Performance Manager, Santiago Suarez de la Fuente noted the CII formula tends to award shorter voyages (less than 1,000 nm) higher CII scores (hence Ds and Es) than longer routes, which tend to receive Cs or below. “This has to do with the amount of transport work produced on longer voyages and, proportionally speaking, spending less time manoeuvring and waiting at port which generates CO2 without any distance being covered.”

Routing also plays a role in the returns produced by wind-

n Hans-Otto Kristensen, a Danish naval architect, agreed that the baseline used in CII calculations is likely to be an area of increasing focus in the future

assisted propulsion systems. “If you operate [a highlyefficient system] in an area/route that has minimal wind resources, and you navigate at high vessel speeds, your CII benefit will be minimal.” This poses particular challenges for vessels in spot charters which adapt to the market and frequently assign ships to routes of varying length, geography, and direction.

Complex modelling, weather routing

“As far CII is concerned, the benefits of wind power will become evident in the CII index directly as a consequence of reduced fuel consumption. However, in addition to the various uncertainties related to the predictability (of the ship’s performance), also how the ship is operated in real situations should be kept in mind,” he concluded.

Suarez de la Fuente concurred. “The contributions from WASP (Wind Assisted Propulsion), as well as any other energy efficiency technology (EET), are not explicitly considered in the CII formula, but their effects are captured by the ship’s annual fuel consumption verified data.”

It is far more complicated to establish the effect of wind power on energy saving onboard ships than e.g. in the case of solar panels due to the fact that winds do not blow at a constant speed and direction over a period of time. To tackle this problem, for their Fast Rig wing sails, the UK based wind power start up Smart Green Shipping (SGS) has opted to use two different models. The first one assesses the wing sail’s performance and creates a digital twin of the ship by including both aerodynamic and hydrodynamic modelling of the wind ship.

The second one covers weather routing and combines the digital twin with wind and ocean currents data to assess the vessel’s performance along weather optimised route, said James Mason, a data scientist at the Scotland based company. He is a ship routing expert and develops software called FastRoute, which will harness cutting-edge optimisation technology to quantify fuel savings from the SGS’s FastRig wing sails.

Data from the two models are integrated to get a picture of the wind system’s ability to reduce fuel consumption and thereby emissions, Mason continued, adding that an owner can then have a third party to verify the results. Although a lot of work remains to be done, it has become clear that the effect of a wind systems depends a lot on the angle of the sails, particularly in conditions of strong winds, making weather routing a valuable piece of the decarbonisation puzzle for ships with wind propulsion.

SGS will install the Fast Rig system on land at Hunterston on the Firth of Clyde on the west coast of Scotland for testing and data gathering purposes as it is one of the windiest

locations in the UK. While this will provide useful data in itself, several more moving variables will be added to the process once a system will be installed on a ship that operates in various locations and weather conditions.

Mason said that routing systems and weather routing is a growing topic for ships with wind propulsion. But there is more work to be done to capture wind propulsion more accurately in policy and that ship routing could play a key role.

All in all, collaboration with experts from various fields, such as hydrodynamics, aerodynamics and routing is vitally important to develop the models. Onboard testing will produce invaluable validation data. Models show what we expect to happen, whereas performance data from ships will show what happens and are both important to foster trust in the wind,” he summed up.

A beneficial factor has been introduced in both CII and EEDI rules to take into account the effect of wind power on ships that feature this technology. SGS’ Fast Rig shows promising results, particularly for routes with beneficial winds such as the North Atlantic and the Pacific. However, given the nature of the winds, significant amount of data that will be collected from real world tests, such as Hunterston, and in particular from vessels in operation, Mason stated.

Further investment in developing measurement tools

Meanwhile the Finnish wind technology company Norsepower has accumulated more than 100,000 hours of third-party verified force and savings data measurements. “To refer to Peter Drucker’s famous quote, ‘you can’t manage what you can’t measure so we have continued to extensively invest in R&D to develop further measurement methods,” said Jukka Kuuskoski, chief sales officer at Norsepower.

“We’re proud to have developed an advanced, specialised real-time measurement tool to inform performance analysis. Recognised and accepted by classification societies the

n Jukka Kuuskoski, chief sales officer at Norsep

The likely effect of various kinds of sails can be established fairly accurately through calculations at the design stage. The benefit derived from the wind will be simulated several times under various conditions - on various routes, under various wind conditions and under various loading conditions of the ship

Norsepower Sentient Measurement (NSM) is a measurement tool that provides information of the actual performance of Norsepower Rotor Sails at any given moment. The tool has been validated both onshore and on-board vessels and is currently included in standard Norsepower Rotor Sails. The NSM is also used to inform our patented automated control system that senses whenever the wind is strong enough to provide fuel savings, at which point the rotors start automatically without additional workload on the crew,” Kuuskoski said.

Modelling is an integral part of understanding the performance potential of Norsepower’s product. It requires different levels of information at different stages of the process. “For instance, standard simulations can be done by Norsepower's in-house developed simulator which has been proven to deliver results well in line with actual operational performance. However, if customers require a detailed simulation, then we conduct Computational Fluid Dynamics (CFD) analysis to consider the specific wind flow conditions in each rotor sail’s location,” Kuuskoski continued.

“In our experience, rigorous modelling provides a strong basis for investment decision-making and ensuring that that our solution delivers on the savings we project within the realms of what we can control. There is no substitution though for real-world operational experience. Once vessels are using our rotor sails, to pursue the highest possible performance on a given vessel, we assess how predictions match actual performance in combination with high-quality measurement and control information. These insights are then also brought back into the business to help refine our modelling for future projects,” he said.

In the actual operations, when pursuing the highest possible performance on a given vessel, models alone are not enough. They should be accompanied with high quality real-time measurement and control. “However, it’s essential that we assess how predictions match with actual operations and use these insights to refine our modelling,” Kuuskoski noted.

Moving on to CII, he said that wind propulsion is an excellent tool to support CII compliance and this seems to be increasingly recognised. “It’s particularly powerful for CII ratings as there are not many other readily available means to improve ratings at a similar level whilst still maintaining the same operational profile. Reducing fuel consumption with Norsepower Rotor Sails will also provide financial benefits if expensive low-carbon fuels are needed to reach the full CII compliance.”

In this sense it will drastically shorten payback periods and then have a bottom line impact on alternative fuel procurement costs.

“From Norsepower’s perspective, the debate is no longer

about wind’s relevance to decarbonisation, it’s about which solutions provider is the safest pair of hands to safely and reliably deliver on performance promises. As we have been operational since 2014, we’re fortunate to have a strong track record of delivering fuel and emission savings of 5% to 25%, sometimes this has been even higher. These will directly improve the CII score by the same amount,” he said.

Deviation from main challenge?

But back to the original question of CII and wind power. Not everyone is convinced that the two can be merged successfully. Hans-Otto Kristensen, a Danish naval architect, said that the question of assessing the effect of wind power solutions has been on his mind for years. “How can we prove how efficient wind systems are - how can we put a figure on this,” he asked, adding that as far as he can see, it is not possible.

“Wind is by its very nature volatile and it is also difficult to predict. A further problem is that what conditions should be regarded as the baseline (in CII calculations),” he stated. All this has raised the question whether debates such as CII are deviating the shipping industry’s attention away from the main challenge that it is facing – transition to CO2 free fuels. “That is a formidable challenge,” he concluded.

LR’s Suarez de la Fuente also holds firm opinions about CII and wind assisted propulsion solutions. “I think the CII should remain as it is, as it already takes into account the impact of WASP and all other EETs and operative measures applied during the year. The moment the CII starts to get complex, the more difficult it will get to verify and validate.”

“The CII formula captures, as it does with WASPs, the annual performance – through the fuel consumption and distance – of existing vessels (with retrofits or not) and newbuilds. The final score of a vessel will integrate all the technical and operative factors that define its carbon intensity,” he explained.

In response to questions about the CII baselines, LR’s Suarez de la Fuente pointed out that the greater availability of IMO DCS data since 2019 should permit much deeper analysis of the relationship between transport work and fuel consumption. “Now the interesting thing for the IMO to do is to analyse the now much larger pool of IMO DCS to measure how transport work is changing and its associated fuel consumption and CO2 emissions. My prediction is that the next IMO GHG Study will have a data analytic section which will complement the modelling of past studies.”

n The benefits available from wind are tightly linked to route optimisation and in order for this to be maximised, ships will be operated in the future on routes that differ from those in use today,” Kristian Knaapi, sales manager at Deltamarin said

The CII formula captures, as it does with WASPs, the annual performance – through the fuel consumption and distance – of existing vessels (with retrofits or not) and newbuilds. The final score of a vessel will integrate all the technical and operative factors that define its carbon intensity

ENSURING OT CYBERSECURITY REQUIRES A LAYERED APPROACH

Ensuring operational technology (OT) cybersecurity onboard ships requires cross-industry collaboration and a layered and lifecycle approach

In a recent white paper, KVH highlights that the number of attacks in maritime increased by 33% in 2021, following a 900% increase in 2020.

Rather than the data focus of IT, OT includes any hardware or software used to control and monitor industrial control systems (DCS, PLCs, Scada, etc) such as onboard automation, propulsion, and remote-control systems. It includes the hardware and software used to control and monitor the systems and the infrastructure that connects the different devices/nodes together.

Matti Suominen, Director, Maritime Cybersecurity at Wärtsilä, says the convergence of OT with IT is resulting in an escalation of cybersecurity threats with hacktivists increasingly targeting OT systems in recent years. With this shift, awareness is growing – all the way from classification societies right through to the more traditional maritime players. This is helped by the fact that maritime is a very heavily regulated industry which means the relevant bodies, organisations and agencies have the authority and ability to put in place requirements which encourage safe and secure shipping.

“Bad actors are on the rise,” says Suominen. “In general, we see two types of scenarios. First, the importance of the maritime industry to the world means that it is a lucrative target for cyber criminals. They choose their targets based on specific motives, be those, for example, financial or political. Second, increasing connectivity with vessels makes them a target for automated attacks that are common in traditional IT environments. In such cases, the bad actor may not even be aware that the system they have hacked is on a vessel.”

A unique challenge in maritime cybersecurity is the number of players involved before a vessel sets sail, he says. “No single party in this process can make a vessel secure without working with others. Even the most secure piece of equipment is at risk when everything around it is designed without security in mind. This is why collaboration between yards, owners, operators, and OEMs is crucial.

“Wärtsilä works to collaborate with all the stakeholders in the value chain. With other OEMs that we rely on, we try to help them on their cyber journey. With yards and integrators, we work to ensure that the security design of our products is considered in the security architecture of the vessel. With owners and operators, it’s all about providing them the right tools while also ensuring that they understand the operational and lifecycle needs of the vessel.

“While this all sounds simple, the reality of it is a lot of work behind the scenes. Thankfully, we have great partners who, like us, take cybersecurity seriously and are willing to join us on this journey to secure the maritime ecosystem.

“The core of our cybersecurity strategy is in enabling value creation for our customers. As cybersecurity is increasingly a global concern, the link between the work we do and the value for customers has never been clearer.”

Peter Krähenbühl, Head of Digital Transformation & Technology at WinGD, says that the more connected systems

become, the more likely - and potentially more severecyber threats will be. Newer systems which offer greater potential for diagnostics, optimisation and integration with other systems have a greater risk. Permissions needed to access systems for these functions can also potentially be used for other means without adequate security.

The basis for cybersecurity in operating systems since 2021 lies in the International Electrotechnical Commission (IEC) standards, which are themselves based on wider information technology standards developed by the International Organization for Standardization (ISO). IEC 62443 standards were designed for control systems in automated industry and have since been applied to maritime for similar applications through classification societies and the International Association of Classification Societies (IACS).

All newbuilds contracted for after 1 January 2024 will need to meet new IACS unified requirements for cyber resilience on ships (UR E26) and of on-board systems and equipment (UR E27)). “For WinGD, UR E27 will apply to our computerbased systems, including the WiCE engine control system and its sub-systems and auxiliary systems, as well as to our WiDE remote diagnostics platform. It also applies to our X-EL Hybrid Manager, which governs the energy system on vessels that have hybrid propulsion configurations and uses elements of both WiCE and WiDE,” says Krähenbühl.

“WinGD is working with DNV to secure cybersecurity type

n ku Kälkäjä, Head of Digital Business, ABB Marine & Ports, notes that shipowners are becoming increasingly aware of cybersecurity risks amid tightening standards

approvals which assure that we are technically ready to meet these standards,” he says. WiCE has already been granted the SP1 ‘Cyber Secure Essential’ notation and WiDE has reached SP0 ‘Cyber Secure Basic’, with the aim of reaching SP1 early next year. A similar timeframe is in place for X-EL Hybrid Manager.

The approvals will give confidence to owners and operators that WinGD OT meets regulatory requirements for cybersecurity. However, Krähenbühl says cybersecurity is not to be achieved with a one-time solution, it needs to evolve. This is acknowledged in the rules, which require that different systems reach higher cybersecurity levels based on the criticality of the systems. Approvals also need to be updated when systems are revised.

“We are upgrading WiCE to version 3.5 and that will require re-certification later this year. These evolving targets are an integral part of what it means for systems to remain cybersecure and that is factored into our technology development.

“WinGD is beginning to use artificial intelligence tools to help detect and combat cyber threats. At the same time, it is clear that malicious actors will also find ways to automate and improve cyber-attacks using the same technologies. This is part of the constantly evolving landscape of cybersecurity: creativity has no limits, whether you are attacking or protecting a system.”

Svend Krogsgaard, Cybersecurity & Safety Manager –Automation at MAN Energy Solutions, says one of the key challenges at present is to ensure that individual roles and responsibilities of the many stakeholders is clear.

Additionally, he says, cybersecurity is not something you just put around a product afterwards. “It is something that should be in the mindset of the developer who’s writing the code or designing the hardware components. It should be in their mind and in the specifications from the very beginning, from the first line of code.”

Cybersecurity by design involves preventing errors from an early stage in the development phase, keeping the attack surface of the system as small as possible, providing consistent separation of the systems for better isolation in case of attacks (defence-in-depth) and continuously testing security.

Krogsgaard highlights what he calls the “crown jewels” –the most important thing for onboard power systems – which is maintaining availability. “Even if there is a breach of some systems, the first priority is to ensure that it is still possible to manoeuvre the vessel,” he says. This involves creating onionlike layers of protection on a ship. If one layer is breached, there are more layers protecting the core functional systems.

He says that cybersecurity must be understood from the top down but mitigated from the bottom up. When a yard or owner asks if a particular product is cybersecure, he says, it’s important that they understand the answer: “You cannot just build a ship with each component having its own cyber acceptance or type approval and think you have built a good

system. It might be open like a Swiss cheese. Cybersecurity is all about the overall system architecture. From an engine perspective, this involves ensuring that the interfaces are installed in the proper manner and conducting a risk assessment of the complete ship.”

Embedding cybersecurity by design into automation and control platforms is something MAN has been doing for a long time. In many cases, MAN’s solutions exceed those required by IACS as it works to increasingly high levels of compliance within the IEC 62443 standards. This is driven by MAN’s own ambitions, but Krogsgaard says it is also increasingly being pushed by customers who are requesting, and expecting, documented compliance to standards. Some contracts are now setting requirements for the highest security and maturity levels defined in the standards.

In ABB’s view, cybersecurity needs to be maintained and taken care of throughout all stages of the product lifecycle, starting from product development, product integration in project execution phase, operation phase and during decommissioning/retrofit when the product reaches the end of its lifecycle and is replaced with a new one.

“Shipowners are aware of cyber risks and their potential impact on vessel operations, however investing to upgrade obsolete systems remains an issue as it requires investment and careful planning during dry docks. Obsolete systems are challenging to maintain and protect, which means OT systems are left vulnerable to cyber threats,” says Ahmed Hassan, Global Cybersecurity Manager, ABB Marine & Ports.

“Poor network segregation and segmentation, especially for old operational vessels, can lead to spreading of a potential cyberattack between critical systems: if one of the systems is affected, the risk can increase significantly if accompanied by poor disaster recovery planning and procedures.”

ABB offers vendor-agnostic cybersecurity solutions and services by partnering with key cybersecurity software, hardware and service providers. That way, ABB can provide cybersecurity solutions that can be utilized by all OT vendors onboard the vessel. While ABB provides the overall architecture, the shipyard, acting as the system integrator, carries the overall responsibility to integrate other OT

Marine & Ports warned that obsolete systems expose OT systems to cyber threats but upgrades require investment and careful planning

n Ahmed Hassan, Global Cybersecurity Manager, ABB

The core of our cybersecurity strategy is in enabling value creation for our customers.

As cybersecurity is increasingly a global concern, the link between the work we do and the value for customers has never been clearer.

systems to the common solution. ABB will offer support to the shipyard and other vendors to integrate into the common solution. When the ship is in operation, ABB will continue to provide support to shipowner to maintain system security.

Korean Register (KR) has proactively conducted joint development projects with Korean shipyards (HD HHI, K Shipbuilding, SHI) to implement the IACS UR E26 and issue Approval in Principle certificates. KR has also established its own cybersecurity certification system by integrating digital ship survey technology with traditional ship survey techniques. As a technical advisor, KR also give cybersecurity technical services such as cybersecurity awareness training, ship cyber risk assessment, vulnerability analysis and penetration testing, a test where the latest hacking techniques are used to directly penetrate networks and systems to expose vulnerabilities and determine whether actual exploitation is possible.

Currently, a ship typically controls external access from the various vendors with a firewall, but this is not an absolute defence, says Lim Jeoungkyu, Senior Cyber Security Surveyor (Cyber Certification Team). For example, if a vendor that is allowed remote access is hacked and this route is used, the entire ship system may be vulnerable. Therefore, ships need a comprehensive cybersecurity control/monitoring system, combination of SIEM (Security information and event management), NMS (Network Monitoring System) and IDS (Intrusion Detection System).

Cybersecurity specialist CyberOwl says shipowners should be aware that whilst OT is distinct from IT, in practice it is very difficult to truly separate OT from IT interaction and connections on board a vessel. Even if successful at design and initial implementation, is it even harder to maintain that separation through the vessel’s lifetime, says CEO Daniel Ng. The only practical way is to invest in mitigations - gaining visibility of onboard systems to ensure some separation remains and undertaking regular cyber incident exercises. Cyber exercises help organisations understand how it differs from a physical safety incident and what practical steps they can take to improve readiness to respond. This includes understanding and containing a cyber incident, which may extend to multiple assets both on and offshore. Operators are advised to:

1. Harmonize their cybersecurity approach. Set up a single unit within fleet operations that covers both IT and OT. This ensures one coordinated unit can deal with incidents.

2. Practice. Develop cyber incident training and drills.

3. Engage more deeply with suppliers. New regulations coming into force will provide some level of assurance for OT equipment installed on new vessels, but supplier controls need to be well implemented and maintained. Involving suppliers in the cyber incident training and drills is also critical.

Osku Kälkäjä, Head of Digital Business, ABB Marine & Ports, says cybersecurity regulations are continuously being developed to better meet the best cybersecurity practices and to reduce cyber risks. Shipowners are also becoming increasingly aware of cybersecurity risks and paying attention to make sure they collaborate with and rely only on recognised cybersecurity experts.

As he says, cybersecurity is not only a product but a process, and one of the important parts in that process is to be able to assess the risks, detect vulnerabilities and define how to mitigate these. “Cybersecurity is always a joint collaborative effort. We need to fight this together.

n Svend Krogsgaard, Cybersecurity & Safety Manager –Automation at MAN Energy Solutions

Poor network segregation and segmentation, especially for old operational vessels, can lead to spreading of a potential cyberattack between critical systems: if one of the systems is affected, the risk can increase significantly if accompanied by poor disaster recovery planning and procedures

n Peter Krähenbühl, Head of Digital Transformation & Technology at WinGD

CLEAN TECHNOLOGY’S DATA AND DIGITALISATION EVOLUTION

We are transitioning from an era where data was collected and stored passively, often leading to valuable insights being overlooked or forgotten, to a phase where data is being actively leveraged to inform business decisions and strategies, says Nick

Chrissos, Chief Digital & Information Officer

at Silverstream

Technologies

When it comes to digitalisation, it’s no longer a matter of whether the industry will embrace data, but rather, when and how rapidly it will do so, and whether companies are ready for it. This actionable data has become a driving force behind both the industry’s digital transformation and its decarbonisation agenda.

The importance of data extends to industry regulations, including the International Maritime Organization’s Carbon Intensity Indicator (IMO CII). The expectation is that CII will become more impactful as it is iterated upon, and the rating criteria becomes more stringent over the coming years. And, while the IMO continues to discuss the next steps for CII and how it might incorporate energy saving devices, the regulation remains a relevant operational concern today.

What is important is that clean technology can support CII performance; the Silverstream® System reduces average net fuel consumption and GHG emissions by 5-10%. The air lubrication system does this by releasing a carpet of air to reduce the frictional resistance between the hull and the water. This presents the opportunity to either improve a vessel’s CII rating or remain in its current bracket for longer. Reliably mapping the impact of a technology on CII rating depends on proven and verified operational performance data, which Silverstream has prioritised since its inception. It will be interesting to see how the IMO decides to incorporate such data into CII going forward.

The tip of the data iceberg

Looking at the bigger picture, the shipping industry is in the early stages of its data and digitalisation evolution and clean technologies have a lot of potential. In simple terms, data can and will be used by clean technology manufacturers to raise both the floor and ceiling of fuel savings potential. Because clean technologies are deeply integrated into a vessel, there is the potential for them to identify and unlock efficiencies that others may not even know exist. In other words, they become active and intelligent solutions to maximise the performance of a ship.

When it comes to data and digitalisation, the shipping industry is following the well-established path of other sectors that have successfully incorporated technology and harnessed its potential for business advancement. Like the intelligent systems within modern cars that tune the vehicle’s engine as it drives, maritime clean technologies will learn and respond to their environment and operate in a way that ensures maximum efficiency.

However, thinking about clean technologies in this way will require two key shifts in sentiment for shipping, which we believe are a safe prediction for the next phase of maritime digitalisation. First, we will have to become acquainted with humans being removed from active decision-making on some tactical elements of ship operation, and instead taking

on a supervisory role that augments the outcomes of these technologies. The systems and algorithms that will power up vessel efficiency (and, indeed, routing, navigation, berthing and more) are already at the point where they use more information than a human can comprehend. Optimising clean technologies even further will require trust in the machine learning (and soon to be artificial intelligence) systems that underpin them.

Secondly, and more significantly, shipping will have to change its technology outlook. Currently, technology –whether physical or digital, traditional or innovative – is generally seen as a means to fulfil the requirements of today, not to anticipate the future. This is something that Silverstream has observed and educated the industry on with respect to proven clean technologies. Air lubrication is seen increasingly as a mainstream solution that helps operators keep their vessels flexible to the demands of the future, as well as to improve efficiency today. We can collectively now do the same thing by applying data to all vessel efficiency technologies.

Silverstream is investing in hydrodynamicists, data scientists, data engineers and software developers to create a bridge between traditional shipowners and their data, and traditional clean technology hardware and digital software. In our ever-evolving industry, clean technology has an exciting future and data and digitalisation have a significant role to play. Looking at the here and now, whether CII is the driver or whether it’s a price on carbon, fuel cost savings or perhaps green financing, the rationale for adopting clean technology today is clear for all to see.

n Nick Chrissos

MARITIME OT POSES A VARIED & INTERCONNECTED THREAT

What do you see as the cybersecurity challenges facing the maritime industry?

Virtually 90% of global trade is conducted by shipping, making the maritime industry a prime target for adversaries.

One of the biggest challenges facing the maritime community is visibility into underway vessels and security monitoring of satellite and ship to shore communication systems. As the threat landscape evolves, adversaries may develop more effective ways of utilising these systems to gain access or to utilise land-based connections to bridge their operations into otherwise remote ship networks.

While equipment may have a limited threat surface, the interconnected nature of maritime systems broadens the threat landscape. Gaps in one sector can provide an "adversary opportunity," even if there is no specific "adversary intent" to target maritime operations.

Automated attacks generally focus on "adversary opportunity," seeking to exploit any vulnerabilities they find across a broad array of targets. These attacks often utilise malware, ransomware, or phishing campaigns and are not usually targeted at a specific entity.

On the other hand, targeted attacks, which are less frequent but could potentially be more damaging, usually signify a specific "adversary intent" to compromise a particular maritime operation or asset.

What are the specific treats to OT systems?

The threat surface in maritime OT is not uniform; it varies significantly between land-based and ship-based assets. While the operational complexity of maritime vessels may pose initial barriers to less capable adversaries, the reliance on land-based systems creates vulnerabilities that could lead to significant operational impact.

Given the various systems involved in modern shipping operations, the attack surface requires an adversary to perform extensive research or have access to sources that possess such knowledge about the most effective way to enact a desired effect. The complexity and diversity of vendor implementations of systems and processes also present a challenge for an adversary to identify, understand, and plan offensive operations that target maritime on a larger scale.

As increasing digitalisation in maritime occurs, especially if the maritime industry takes AI and automated piloting seriously as a course of operations, the distance between an adversary achieving the ability to perform complex, real time, interactive operations on a remote vessel shrinks.

How important are penetration tests?

Penetration testing is a crucial but singular component of a comprehensive cybersecurity strategy. It should neither be the initial nor the final measure in evaluating an organisation's cybersecurity posture. Rather than viewing penetration testing as a competitive exercise to either succeed in breaching defences or thwarting the test, it should be conducted collaboratively with defensive or "blue" teams.

The aim is to jointly identify the failure points of security controls and understand the reasons behind those failures.

A well-designed penetration test should have clearly defined objectives and be executed from multiple attack vectors. This could include scenarios such as an insider threat, exploitation of remotely accessible vulnerable assets, or leveraging compromised credentials. These scenarios should mirror the common initial entry points that adversaries typically target and how an adversary would operate in an environment, thereby providing more actionable insights.

The complexity of penetration tests should be incremental, starting with simpler tests and gradually moving towards more advanced techniques. Initially, one can make use of freely available offensive security tools found on platforms like GitHub, before progressing to customised methods specifically designed to challenge existing security measures. The overarching goal is to iteratively enhance the security program while continually validating and verifying the effectiveness of current security controls.

Conducting only overly complex penetration tests is counterproductive if basic security measures are not robust enough to thwart publicly available threats like web shells, Mimikatz, or commonly used malware. Moreover, if your security architecture fails to detect or counter basic attack techniques such as 'Pass-the-Hash' or other anomalous activities, the value derived from a complex penetration test would be limited. This does not mean organisations should only do extremely basic tests either with automated penetration testing tools like a Nessus scanner. The focus should be on incrementally strengthening the security posture while ensuring that foundational controls are both effective and resilient.

The primary objective of penetration testing is not to assign blame or find faults in the existing security setup, but to improve overall security measures. Security controls can fail, and human errors are inevitable; the focus should be on developing mitigating strategies to reduce the associated risks and impacts of such occurrences.

n Casey Brooks

The Motorship spoke to Casey Brooks, Senior Adversary Hunter at Dragos, to understand the cyberthreats to maritime OT systems

3 21 Hamburg Germany

Powering shipping’s emissions-cutting ambitions

Learn from C-suite keynote panel

Keynote panel topic: The cost of decarbonisation & who is going to pay?

Topics to discuss with the keynote panel will include carbon levy funding, funding for investment, national incentives, funding for new technology & hypothecation.

Programme out now - Book now

Gain insight from industry experts on:

Fuel and retrofit solutions for 2030 Safety challenges for new technology

LNG beyond transition

Ammonia / Methonal / Liquefied hydrogen

Carbon capture

Advances in lubrication

Propulsion stream | Alternative fuels stream | Technical visit

Meet and network with 200 CEOs and technical directors from ship owning, operating and management companies, and senior executives from classification societies, policy makers, shipbuilding, fuel, equipment and technology suppliers.

Visit: motorship.com/PFFBOOK

Contact: +44 1329 825335

Email: conferences@propulsionconference.com

THE Media partner:

Media supporters:

MODERATOR

Lars Robert Pedersen, Deputy Secretary General, BIMCO

Annika Kroon, Head of Unit, Directorate General for Mobility and Transport, European Commission

Simon Bennett, Deputy Secretary General, International Chamber of Shipping

Martin Kröger, CEO, German Shipowners’ Association (VDR)

Wolfram Guntermann, Director Regulatory Affairs, HapagLloyd AG

Markus Münz, Managing Director, VDMA Large Engines

DIGITAL TWINS TO PLAY GREATER ROLE IN VESSEL OPERATIONS

The growth of connectivity infrastructure, sensor capabilities, cloud and edge computing power and AI systems are combining to drive the evolution of digital twins. The Motorship spoke to Gareth Burton, VP Technology at ABS, about what it means for class and shipowners

A digital twin is a tool to accomplish one or more outcomes, with its construction dictated by the intended use, explains Gareth Burton, VP Technology at ABS. It is comprised of three key elements. First is a single instance of a physical asset. In the marine environment, the physical asset can comprise hull, machinery or control systems or their combinations. Second, it requires a virtual representation, which is comprised of digital models and visualisations, including related processes and environments, as needed. Thirdly, it requires a means of information exchange between the physical asset and the virtual representation used to update the models or provide feedback to change the operation of the physical system.

As a class society, ABS is involved in building and using digital twins to support class activities. These include supporting vessel-specific risk profiling to guide future survey activities, verification and validation of client and third-party digital twins to ensure they are valid for use in ABS class business models.

ABS is a mission-based organization focused on promoting the security of life and property and preserving the natural environment, says Burton. “New digital technologies provide insights into the health and performance condition of the assets based on their service history and operational parameters, enabling more targeted and focused surveys, thereby enhancing the safety of the vessel and its operations. As vessels become more complex, digital twins have an increasingly important role in the safety of physical assets.”

Lifecycle twins

A key focus for ABS is the use of lifecycle digital twins where the twin is designed and built in parallel with the vessel and delivered in tandem. The digital twin is then updated and maintained throughout the vessel’s operational life cycle. “The outcomes of a lifecycle digital twin are measured in optimised acquisition costs, increased reliability and operational flexibility and a reduction in the total cost of ownership,” says Burton.

ABS has several ongoing use cases for digital twins throughout the vessel lifecycle, with topics including calibration of fuel consumption models, health state monitoring of critical machinery, digital twins in support of virtual commissioning and life extension of vessels through detailed tracking of load and condition of the hull.

Ongoing activities also include utilising digital twins to track and forecast hull condition and exposure for integrity management and survey planning.

ABS is currently delivering a condition-based program for US government vessels that uses digital twins for predictive compliance monitoring for better survey planning and execution. It further supports improved maintenance and availability planning for the client and enables optimised operations based on fleet balancing and operational ranges.

“What makes the digital twin unique from other tools, such

as condition monitoring, is that a digital twin’s capability and understanding continue to evolve and mature, making it able to achieve a better understanding of overall health and performance state,” says Burton. “Traditional condition monitoring approaches, while proven, simply monitor a parameter related to a certain condition or failure mode to a prescribed, static threshold.”

Developing use cases

Asked what would be the most important considerations for shipowners considering digital twin use cases, Burton says: “The first point for discussion is to develop robust use cases and the identify if there is sufficient data available to support these use cases. There also needs to be a team available to the owner that is able and willing to support and sustain the use of the digital twin.

“Shipowners need to start with a well-defined intended use case or at the very least a statement and understanding of the problem they are trying to solve. Part of that process is making a determination if a digital twin really is the right tool to solve that problem.

“Once the owner has determined that a digital twin is the right approach for their problem, the next step is to focus on where they will be able to get good, usable data. This is currently one of the biggest challenges of creating a digital twin and one that needs to be resolved. This requires the creation of a strong set of requirements for the capability, accuracy and usability of the digital twin.”

For chief engineers, a digital twin is to some extent, just another tool for them to understand how their vessel is operating and support taking decisions based on data, says Burton. “They need to understand and embrace this technology – while there may be some resistance to adopting and relying on this technology, as there are with other changes - this is the future for large capital-intensive assets, leading to an easier and more informed work process.”

n Digital Fleet

A customised future

ABS has several areas of ongoing research related to digital twins. “We are investigating Reduced-Order Modelling approaches on hull structures with the goal of optimising accuracy and the number of sensors to provide data points. This enables us to maximize the inferred knowledge from a limited sensor set, which helps reduce the burden associated with sensor installations while maximizing the accuracy of the computed vessel response.

“We are developing a Verification and Validation framework to improve trust in the credibility of multiple types of digital twins for their intended use cases, both our own Digital Twins and those of third parties.”

Different streams of data can be used to build, customise and optimise asset-specific health and degradation models. “We are ingesting many types of structured and unstructured data and conducting research in techniques such as data fusion, machine learning, AI and the use of natural language processing to support these processes.

Future visualisation

“In addition, at ABS, we are leveraging the use of visualisation technologies to collect data, which can then be used to enhance the fidelity of the digital twin.” In the future, this could include a digital twin metaverse that could connect various digital twins, AI and advanced simulations to optimize decision-making across all assets. Visualization technologies, such as virtual reality (VR), augmented reality (AR), and mixed reality (MR), could then enable a fully immersive experience for users in the digital twin metaverse.

VR, AR and MR could work with edge computing and digital twins to provide visual information for systems that cannot be perceived directly, such as the inner workings of an operating pump. This information could provide an in-depth understanding of a system and be used for operational decision-making as part of a condition-based maintenance program.

Human-level decision making

Expanding on future potential, Burton points to the report Technology Trends: Exploring the Future of Maritime Innovation that ABS released late last year. This forecasts that initially, real-time monitoring will support human-level decision making, such as voyage optimisation, fuel management, maintenance timing and decisions regarding remaining life. In time, though, digital twin systems are expected to reach selflearning and self-awareness benchmarks that will form the foundation of fully autonomous functioning.

As digital twin technology advances alongside improvements in connectivity, computational power and machine learning, digital twins will be capable of proactively seeking relevant data from potential inputs, such as sensors, drones or video systems. It could then choose data and continuously update its own model. With enough awareness, the twin could model its own environment and account for possible outside variables during decision-making. Key steps will include self-replication

for multi-physics, multi-data model simulations and communicating with other digital twins and Internet of Things (IoT) systems to gather even more data.

“As digital twin technology advances and achieves elements of cognition, such as perception, comprehension, memory, reasoning, prediction, reaction and problemsolving, it has the potential to enable fully autonomous functions with zero human input — making optimal databased decisions for the asset in various situations.”

The report further expects that a vessel-based digital twin could eventually connect with twins across industries to integrate with cargo and port operations, transportation logistics and commercial operations to enable more efficient global commerce. As owners start to allow their twins to communicate with other twins, they could then collaborate as a single interconnected entity, like a swarm. Swarm digital twins could therefore potentially be made up of hundreds of digital twins acting as a single, interconnected entity. Members of the swarm could subtly influence each other to predict behaviour for the entire swarm and optimise the whole system. A possible use case is autonomous tugs working together to tow a vessel.

As the report states: “Steamships ushered in a new era of global trade 200 years ago. Today, we stand at the precipice of not just a singular leap forward, but a watershed of emerging technologies that will revolutionize the marine and offshore industries.”

n Digital Twin Comparison Graphic

We are developing a Verification and Validation framework to improve trust in the credibility of multiple types of digital twins for their intended use cases, both our own Digital Twins and those of third parties

n Gareth Burton

THE ALT FUEL TRANSITION IS CHANGING SEAFARER TRAINING

Methanol is making its way into IGF Code training programs, but there’s a broader evolution underway for STCW training

Earlier this year, training specialist Aboa Mare announced the development of a tailor-made IGF Code training program for crews on Maersk’s methanol-powered newbuildings. The expansion of methanol training in the industry was also highlighted in August, when Kongsberg Digital announced delivery of a full mission K-Sim engine simulator package to Danish training company Maskinmesterskole in February 2024 that will include modelling of a hybrid passenger vessel with four methanol dual-fuel generators.

With a new generation of new-fuel and dual-fuel engines coming to market and the expansion of IGF Code training to methanol comes the question of whether the industry supports the idea of expanding the scope of IGF Code refresher training to cover practical engine specific training?

Mr Tony in’t Hout, Director of Glasgow-based training consultancy Stream Marine Technical, says it would be a good idea. “Many of the engines used on IGF Code vessels have unique features and components that you do not find on conventional-fuelled engines. These unique features are best explained on a manufacturer-specific course.

“The best people to guarantee a suitable level of training are the equipment manufacturers themselves,” he says, and training covering the unique equipment other than engines found on IGF-fuelled ships should also be included.

“In its current form, IGF training focusses heavily on LNG, as that is the only fuel covered in detail within the IGF code. Training on other alternative fuels such as methanol, ammonia and hydrogen should receive more attention as their usage will increase over the coming years and they all have unique storage, handling, and health implications that should be addressed.”

While there are many IGF-fuelled equipment courses provided by manufacturers, it may be preferrable to have a regulatory framework behind the courses stipulating what is mandatory, but Arvind Natrajan, Senior Marine Adviser –Crewing & Training, International Chamber of Shipping (ICS), says that while ICS is supportive of expanding the scope of IGF Code training to include practical aspects, engine specific training has to be addressed outside the scope of STCW requirements by the shipping companies themselves.

Engine manufacturers have varied specifications, and it would not be possible to include all of these within the STCW Convention and Code, which is the minimum requirements for proficiency. “Generally, the company provides this kind of ‘add-on’ proficiency training by either having an in-house training course or a system of supervised onboard familiarisation for new joiners.”

With the development of interim guidelines on other alternative fuels such as methanol, ammonia and hydrogen, it is expected that the IGF Code will be expanded to include training in these as well. Asked if it was time to rethink the training in the light of an increasing number of dual-fuel engines in operation, Mr Natrajan says: “Dual-fuel engines have been in commercial operation for some time now, so the technology is not new. The question we should be asking is what new elements should be included into the existing IGF Code training which presently addresses only LNGfuelled ships. The answer to this is that Member States at the IMO are working towards developing interim guidance for other power sources (alternative fuels, fuel cells etc) and a review of the STCW Convention and Code is in progress.

“One of the review areas that has been identified is the

n Kongsberg Digital simulator to AAMS

need to revise the STCW Convention and Code so that it addresses new technologies and is also flexible to accommodate future technical developments. The IMO is currently conducting work on its regulatory framework for ships using new technologies and alternative fuels. This work is expected to identify and address, among other issues, gaps related to training requirements for these fuels.”

When guidelines for other alternative fuels become mandatory (interim guidelines are at various stages of development), the training aspects will also be addressed within STCW Code. ICS is involved in several workstreams towards development of these guidelines, including training. However, says Natrajan, there are many considerations to be taken into account – widespread availability and scalability of these fuels being some of the important ones, hence understandably, progress in this matter will take time.

Gregory Sudwoj, General Manager Customer Training, WinGD, notes that the IGF Code requires that at least one engine room officer on a gas fuelled vessel is trained to IGF Code requirements and supervises gas bunkering. “This is not engine specific and only marginally engine related, as it focuses on the interface between landside bunkering facilities and the bunkering manifold on the vessel. We offer training tools that can support this requirement – for example interactive simulations of the bunkering manifold – but do not deliver the IGF Code training itself.”

WinGD does not believe engine specific training should be added to the IGF Code or the STCW. “Regulated engine training under STCW is separate to OEM- or designer-led training. STCW ensures that seafaring engineers have the basic proficiency to operate and maintain marine engines in general and serves as a minimum requirement for engineers. Training provided by WinGD ensures that those using its specific engine designs can operate and maintain the specific engines safely, reliably and efficiently.

“An engine-specific requirement in the STCW or IGF Code would be equivalent to issuing a different driving license for each make of car. It would add complexity when what is needed is crew that understand the basic principles of operating and maintaining all marine engines, so that they can be deployed across vessels,” he says.

“Training beyond STCW and led by the engine designer is and will remain the best way for operators to ensure that their engineers can get the best out of the engines on their particular vessels. Most operators are very aware of the need to go beyond STCW in order to maximise the value generating potential of their expensive assets.”

At the moment, WinGD does not offer IGF Code training. These courses are supplied by specialist third-party training institutions which are more familiar with the specific flag state requirements in respect to the code. “This is something we

keep under review in case we can add value for our customers, but at the moment the regional variations in how the code is implemented mean it is more cost effective for third-party institutions to deliver the training,” says Sudwoj.

“IGF Code training will also need to expand to accommodate further alternative fuels including methanol (for which there are already interim guidelines) and ammonia. It will have to either incorporate or work alongside the various requirements that individual countries or even ports put on bunkering these fuels. WinGD is developing the engine training that will be needed to use its alternative fuel engines, in particular its X-DF-A and X-DF-M ammonia- and methanolfuelled engines.”

One of the training institutions that WinGD collaborates with is Unitest Marine Simulators. Earlier this year, Unitest opened a new Unitest Full Mission Engine Room Simulator in Dubai. This simulator is a key addition to the number of WinGD authorised training centres and is designed to conduct specialised training in handling modern low-speed engines, both conventional and adapted for LNG combustion. The simulator’s model library encompasses a wide range of engine models.

Meanwhile Ocean Technologies Group has been instrumental in developing a green curriculum to upskill and reskill the maritime workforce with partners like The Nautical Institute and supporting initiatives like the Maritime Just Transition Task Force, an initiative set up during COP 26 in Glasgow by the ICS, the International Transport Workers’ Federation, the United Nations Global Compact, the International Labour Organization, and the IMO.

The Just Transition Taskforce refers to the IGF Code in the Mapping a Maritime , stating that once developed, the model for IGF Code compliance, consisting of basic and advanced model courses at an approved training facility, plus minimum seagoing experience (including familiarisation), could be adapted by the IMO for training on alternative fuel technologies. This would serve as a minimum training framework.

Captain Jeffrey Parfitt, Head of Safety and Environment at The Nautical Institute, said earlier this year: “While The Nautical Institute recognises that existing standards for gas as a fuel, in particular the IGF Code, will provide a great starting place, we need to ensure that it is used as a basis from which to go further, particularly for the more hazardous new fuels.”

n Unitest Marine Simulators offers conduct specialised training in handling modern low-speed engines, both conventional and adapted for LNG combustion

Generally, the company provides this kind of ‘add-on’ proficiency training by either having an in-house training course or a system of supervised onboard familiarisation for new joiners

Credit: Unitest Marine Simulators

n Arvind Natrajan, Senior Marine Adviser – Crewing & Training, International Chamber of Shipping (ICS)

EXPERIENCE BUILDS WIND-ASSIST TECHNOLOGY CONFIDENCE

The calculations made for IMO efficiency regulations are theoretical and generic, so work is continuing to provide shipowners with a means of accurately measuring energy savings from wind-assist technologies in practice, but confidence is growing nonetheless

Global provider of mechanical sails Norsepower has continued to call for the publication of third party verified performance information to build confidence in the market for wind-assist technology. “Everyone knows wind is variable; you can never trust the wind to be consistent,” says Chief Sales Officer, Jukka Kuuskoski. But by publishing actual operational data demonstrating the fuel-saving value of the equipment, OEMs can help build industry confidence that takes this uncertainty into account, at least for specific vessels and operational profiles.

However, as the ABS and MARIN-led WiSP project ascertained, the savings are usually predicted based on calculations whose assumptions and conditions vary wildly amongst publications.

Qing Yu, ABS Director, Technology - Structures & Hydrodynamics, notes that the energy saving performance assessment of a wind assisted propulsion system can follow IMO MEPC.1/Circ.896 2021 Guidance on Treatment of Innovative Energy Efficiency Technologies for Calculation and Verification of the Attained EEDI and EEXI. A few key assumptions are applied in this guidance, including:

n Apply the global wind probability chart derived from the average of all wind conditions along the main global shipping routes

n Allow up to 50% of availability (i.e., the up time) of the wind assisted propulsion system

n Ignore the secondary effects, such as added drag due to leeway, rudder angle and heel and reduced propeller efficiency in light running condition

n Ignore added resistance in wave

n Allow wind tunnel model test, CFD/numerical calculations or full-scale test to determine aerodynamic forces.

As Yu observes, while the IMO guidance provides a performance assessment approach for wind assisted propulsion systems in calculating and verifying the attained EEDI and EEXI, the actual energy saving performance could be significantly affected by a vessel’s real operational profile that may lead to conditions different than the assumptions in IMO MEPC.1/Circ.896.

ABS, jointly with MARIN and a group of other partners including Norsepower, is working together within the joint industry project Wind-Assisted Ship Propulsion (WiSP JIP) and its second phase (WiSP2 JIP) to develop and evaluate the assessment methods and tools for energy saving performance of wind-assist propulsion systems as well as regulatory and classification requirements for vessels equipped with wind assisted propulsion systems.

The aim of WiSP2, finishing up this year, is to identify the amount of fuel savings shipowners can achieve, enabling them to make informed investment decisions, while keeping in mind CII requirements. It aims to do this by improving methods for transparent and verifiable performance

n Hasso Hoffmeiser, DNV

We can complete the commissioning during the sailing, so it's a really minimal time out of service at that stage. Of course, the pre preparation time for making the ship retrofit project ready without takes a few weeks, and that's why it's typically done in a maintenance docking

prediction, developing efficient approaches for energy saving prediction, proposing a speed trial procedure for vessels equipped with wind assisted propulsion systems, reviewing regulatory requirements, and assessing the influence of vessel manoeuvring compliance and seakeeping operability on the performance of wind assisted propulsion systems.

Bureau Veritas (BV) is also a WISP participant, and Aude Leblanc, Technology leader – sustainable shipping, Bureau Veritas (BV) Marine & Offshore, says: “In this era of fast-paced technology development, our role as a classification society is to independently assess and validate new systems, ensuring safety above all. This is where BV is a key ally for the industry, and where our role goes far beyond just assessing compliance. By developing common sets of standards that are recognised across the sector, we provide guidance that supports the developers of wind propulsion technologies, while giving shipowners confidence in these innovative solutions.”

BV contributes to a number of industry workshops to share knowledge and best practice related to wind-assist technology. For example, the NORVENT project aims to carry out an inventory of the needs and approaches used to evaluate the performance of wind propulsion systems for ships. It constitutes the first step in harmonising evaluations in order to give strong credibility to the results produced among users, an issue regularly raised by other shipowners.

RINA is now offering wind-assist performance evaluation as part of its digital ship performance monitoring system, SERTICA. Through a Data Collector installed on board, it

continuously collects data from ship navigation and automation systems, as well as directly from sensors if required (i.e. high precision inclinometers, torque meters, flow meters, etc.). Exploiting machine learning to create hydrodynamic models of the ship, it can, for example, analyse dry-dock payback period to evaluate the real impact of refitting new technology on the ships' performance.

Patrizio Di Francesco, Principal Engineer at RINA, notes that the limited weather conditions experienced during sea trials do not enable accurate assessment of fuel savings, so SERTICA gives shipowners the on-going ability to monitor performance.

Sea trials focus on safety

Granting type approval means that class can essentially consider wind-assist technologies as a black box when it comes to installation, so during sea trials their vigilance is directed at key safety elements for ships and crew.

Dr Zhang Rongxin, China Classification Society (CCS)

Expert of Hull Structure & FEM analysis notes the importance of sea trials: “Sea trials are necessary in order to test the wind-assist system robustness, stabilities, effects etc. and CCS always insists that the Safety of Life is the most important. Secondly is the environmental safety, and the third is the property security.” This means hull and sail structures meet the safety requirements set by CCS and concerns such as navigation bridge visibility and manoeuvrability should meet SOLAS, International Code of Signals, collision regulations and other relevant standards.

Retrofit projects are currently taking six to 12 months, he says, but he expects that to reduce to less than three months as stakeholders gain confidence and experience. “We always believe wind-assisted technology will be one of the most important methods to reduce carbon emissions.”

Norsepower’s Kuuskoski, is already seeing the benefits of that increasing confidence. “The actual rotor sail installation is very quick if the ship is already prepared. With the foundation and cables already installed, the actual rotor sail installation has been done in a matter of six hours. When we

n Aude Leblanc, BV

n Jukka Kuuskoski

have the rotor sail ready, tested, and assembled alongside the pier, it’s a matter of using a crane to lift the unit onto the foundation, which is ready on the ship, connecting the flange connection bolts, connecting cables, making the first test runs and then the ship is ready to sail.

“We can complete the commissioning during the sailing, so it's a really minimal time out of service at that stage. Of course, the pre preparation time for making the ship retrofit project ready without takes a few weeks, and that's why it's typically done in a maintenance docking.”

A key metric for rotor sails OEM Anemoi is minimising time off hire for the vessel by careful planning of the work that needs to be undertaken in dry dock and alongside. “Experience is key to success in these projects and guides the months of integration design work, plan approval and project management that lead up to the actual retrofitting,” says Luke McEwen, Anemoi's Technical Director.

Main activities in dry dock include fitting of the structural steelwork for the rails, foundations and electrical conduits and modifications to the switchboard, which can be done in parallel with the normal dry dock work provided that parts have been pre-fabricated in the yard prior to the vessel arrival and the dry dock work is well planned with the yard and owner.

More minor tasks such as preparing cabling and connections for the control system can be done at sea in advance. Installation of the rotor sails themselves can be conducted alongside in a few days – for example all three rotor sails were craned on board and secured to their foundations on the Kamsarmax TR Lady in just two days. Once the rotor sails and deployment system have completed final commissioning on board and passed their harbour acceptance tests, sea trials can be conducted as part of the vessel’s normal operation.

Hasso Hoffmeister - Senior Principal Engineer at DNV, warns project time depends a lot on whether the required

certification of the sail system is already available or still must be obtained. It also depends on the complexity of the system and the installation situation on board. He says sea trial and quayside trial program are put in place to assure these systems are working and are working together properly in practice. Some systems are highly automated in order to avoid having additional crew on board, and the main functions of these systems will have to be proven, including emergency stop functions. “If the manoeuvrability is potentially influenced a lot by the effect of sail systems, the flag authority might ask for some specific manoeuvres, but we have seen this requirement satisfactorily covered by simulations,” says Hoffmeister.

“I have been asked: After about 100 years of the absence of sailing, are we seeing a renaissance in shipping? And I answer: Yes, of cause, because it is still the same physical principles how wind converts to propulsive power, but I also complement this with a clear: ‘No! today it is very different! We are using new materials, much better efficiencies, digital solutions paired with lots of automation.’ This distinguishes modern wind propulsion from ancient sailing!”

n Left to right: Qing Yu, Luke McEwan from Anemoi

n Dr Zhang Rongxin CCS

If the manoeuvrability is potentially influenced a lot by the effect of sail systems, the flag authority might ask for some specific manoeuvres, but we have seen this requirement satisfactorily covered by simulations

Green Ports and Shipping Congress will identify and prioritise the areas that ports-based organisations and shipping companies need to collaborate on to reduce emissions.

Green Ports & Shipping Congress will cover a range of topics addressing the aspects of energy transition plans and implementation as they affect port operations and ships.

Sessions and streams will focus on the required infrastructure, alternative fuel options/bunkering, technical solutions and how these align with the shipping lines and logistics chains.

It is a must-attend event for policy makers, ports and terminal operators, shipping companies, shippers and logistics companies, fuel & propulsion providers, classification societies and associated decarbonisation clusters.

REFORMING LNG PROVIDES CLEAR PATH TO H2 OPERATIONS

The ability to transition from LNG to H2 onboard many different ship sizes and types could change the shipping industry’s expected multi-fuel future paradigm

n A rendering of the design concept for an LNG and hydrogen powered MR tanker, using Helbio’s LNG reformation technology to produce hydrogen and CO2 onboard from LNG fuel

There’s a long-standing tradition to view shipowners as conservative, but Antonios Trakakis, Technical Director, Marine at RINA, doesn’t see them that way. In the current context, he sees any caution to adopt new fuels as a reflection of health and safety issues and the enormous financial risk and that it is. Many new fuel proponents describe a potential solution but don’t really offer a business plan, he says. “It’s not that shipowners are refusing to go green, it’s that they have sincere concerns.”

A joint patent held by RINA and Helbio is the answer, he says, and the multi-year development project which includes Helbio (subsidiary of Metacon AB), Wärtsilä and ABB is gaining momentum as a solution. Key is that the design that enables shipowners to work towards IMO 2050 with confidence, as it does not rely on the availability of new fuels or additional technological developments to maintain the ship’s A rating going forward.

The main quest to transfer cargo safely between two locations remains the same, says Trakakis, but now, rather than shipowners wanting specifically to minimise fuel consumption, the calculation is focused on meeting environmental regulations with the minimum cost. The new system is a reflection of that need.

The concept is based on combining the ship’s fuel (natural gas) with steam to produce hydrogen and CO2. Hydrogen will then be used directly in internal combustion engines or fuel cells, without the need to be supplied and stored on board. The CO2 will be liquefied by the cryogenic stream of LNG that would be used as fuel anyway and stored on board for later disposal ashore for carbon storage and use. In case of tankers, the stored CO2 can also be used as inert gas.

“The concept is built on the capability that LNG offers us to produce the alternative fuel onboard,” says Trakakis. “While the industry must keep researching all alternative fuels and innovative technologies which RINA is ready to support, this means that we immediately disconnect from the demands of infrastructure. We don’t need another fuel supply chain infrastructure straight away which costs billions and takes many years to develop.”

A fuel in transition

Wärtsilä and ABB are supporting the application of hydrogen in powering internal combustion engines and fuel cells respectively, while Helbio is providing the technology and manufacturing the reformer. RINA is providing guidance on the application of rules and regulations based on Hazid/Hazop analyses, as well as specific rules for this kind of arrangement.

The LNG reformer design at the heart of the solution is based on a pre-combustion carbon capture principle: the CO2 is captured from splitting the LNG molecules before the combustion in the engine takes place, rather than from exhaust gas emissions. This involves lower mass flows, therefore a reduced space required, and scalable installation to progressively keep up with the pace of the emissions reduction requirements up to 2050. The vessel can be built as an ordinary dual fuel ship, and the extra equipment installed once regulations incentivise the investment. Fuel costs are also expected to be much less than new fuels such as methanol.

LNG becomes a fuel in transition rather than a transition fuel, he says. “And most important is that the transformation of energy is made with an existing and mature technology.

The reformer is a mature, stand-alone unit that runs autonomously without supervision.”

The equipment necessary to meet IMO 2050 goals can easily be fitted on the deck of a commercial vessel in a progressive manner, at subsequent drydocks after ship’s delivery. The duration of the transition will depend on how far the owner wishes to remain ahead of the competition in terms of efficiency and sustainability and exceed the regulatory requirements.

Only LNG bunkering will be required and, by progressively increasing the production of hydrogen, the consumption of fossil methane and associated methane slip will be reduced at the same rate.

The HIWAR concept

The concept is based on Helbio’s patented Heat-Integrated Wall-Reactor (HIWAR) technology, which combines the ship’s fuel (natural gas) with steam to produce hydrogen and CO2. The hydrogen produced would be used directly in a mix with natural gas in internal combustion engines or in fuel cells, thus eliminating the need for hydrogen to be stored onboard. The Motorship notes that the system can produce hydrogen with a purity of up to 99.999%, making it compatible with PEM fuel cell requirements.

The HIWAR concept employs metal plates coated with a suitable catalyst arrayed so that exothermic and endothermic reactions take place on either side of the plate. The heat produced by combustion is conducted through the metallic walls towards the endothermic reaction of steam reforming, which take place at the opposite side of metal plate.

The company has also developed proprietary catalysts that improve the reformation of fuels, both in the steam reforming step and in the subsequent partial oxidation step. During the latter step, the CO2 will be liquefied by the cryogenic stream of LNG that would be used as fuel anyway and stored on board for later disposal ashore for carbon storage and use. In case of tankers, the stored CO2 can also be used as inert gas.

“The extra energy to produce the heat for the reforming process can be obtained in two ways,” says Trakakis. “Either some LNG can be burned or onboard waste heat can be used. There’s the possibility to use the reformer without any energy penalty.”

The energy economics have been verified by the University of Cambridge, he says, the reformer is a pre-combustion carbon capture system and will break the molecules of the fuel before entering the combustion chamber. The energy involved is much less than capturing CO2 from the exhaust gas and the CO2 that the shipping industry generates would be a small fraction of that of land-based industry and easily integrated into supply chains for the production of e-fuels or sequestration.

Moving away from the more traditional propulsion concept of a 2-stroke prime mover to 4-stroke engines provides extra space in the engine room for the new equipment on a newbuild. This means that cargo capacity is not compromised. Space considerations contrast with those of new fuels such as methanol that require twice the volume and are twice the weight of comparable LNG storage systems.

First mover

In November 2022, RINA announces the signing of a JDP with Maran Dry Management and SDARI for an LNG and hydrogen powered 210,000dwt bulk carrier. The project sees the design, which was launched earlier this year for an MR tanker, in its first application for a bulk carrier.

“Maran Dry Management is committed to embracing the

energy transition and working towards net zero shipping solutions,” said Captain Babis Kouvakas, Managing Director at Maran Dry Management. “Working with RINA and SDARI, this JDP agreement will give us a highly competitive bulk carrier design that will exceed IMO’s current 2050 targets and ultimately get to near-zero emissions. The project demonstrates our strong commitment and active role in the decarbonisation goals set by IMO, providing a pioneering concept, unique to the bulk carriers segment (Newcastlemax) and the shipping industry as a whole, setting a leading example to exceed the current and projected emissions reduction targets, while demonstrating an innovative sustainable path for the future of shipping. The design will allow us to run the vessel on increasing percentages of hydrogen, lowering emissions over time, to meet the increasingly stringent rating thresholds towards 2050.”

Next steps

Third party verification of the designs from ship designers indicates that fuel consumption is 7-10% less for a bulk carrier, more for tanker, thanks in part to the electrification of pump systems. “These are very efficient designs,” says Trakakis.

The project partners are now working on container ship designs.

The concept was conceived to be used on a wide range of vessel sizes, and Trakakis foresees that this will reduce the shipping industry’s need for multiple fuels significantly. “What is very rewarding is that the more time that passes, more doors are opening; more opportunities are being

n The LNG reformer design at the heart of the solution is based on a precombustion carbon capture principle, rendering LNG a fuel in transition rather than a transition fuel, Antonios Trakakis, Technical Director, Marine at RINA told The Motorship

The extra energy to produce the heat for the reforming process can be obtained in two ways. Either some LNG can be burned or onboard waste heat can be used. There’s the possibility to use the reformer without any energy penalty

HYBRID ELECTRIC LNGC DESIGN PRESENTS NET-ZERO PATHWAYS

At Gastech 2023, Shell unveiled its new modular hybrid electric LNG carrier design together with CSSC Hudong-Zhonghua Shipbuilding and Wärtsilä

For partners Shell, Wärtsilä, and Hudong-Zhonghua Shipbuilding, the release of a new modular hybrid electric LNG carrier is the culmination of a multi-year cooperation effort. The design provides an increase of 9,000cbm of cargo capacity below deck, enabled by a highly compact and fully electrified propulsion power system. A reduction in equipment weight of over 40% compared to today’s standard LNG propulsion system, meaning the extra capacity can be accommodated without affecting the vessel’s displacement, draft or hull performance and ensures it is suited to standard large LNG terminals.

For Shell, the immediate benefits are higher trading revenue, lower unit freight costs and reduced emissions per ton mile. In presenting the Gastech paper, Leonidas Koulouridis, Project Manager for Decarbonisation in Shell Shipping & Maritime, said: “The design will allow reduction in engine room space and increase in cargo capacity up to 185,000m3 for the same principal dimension and similar vessel displacement based on current 174,000m3 LNG carriers. This will support a reduction in unit freight cost and CO2 intensity today.”

vessel efficiency. These technologies, together with slow steaming will further reduce power demand from engines in the future and will benefit further from a modular power system that maintains high efficiency in all power conditions.

“A modular electrified design provides the foundation for an upgradable powering platform, ready for the forthcoming challenges and changes. Upgradability is critical to avoid stranded assets. The modular design ensures that the asset will be upgradable and commercially relevant regardless of which fuel emerges and prevailing technologies. Shell’s Powering Progress strategy is to accelerate the transition of its business to net-zero emissions by 2050,” added Koulouridis.

Key to the design is the specification of five fuel-flexible Wärtsilä 31 4-stroke gensets: three pure gas engines for maximum efficiency and two dual-fuel engines for the option of liquid fuel operation. The modular Wärtsilä 31 engine platform is designed to easily incorporate a broad range of future fuels including bio-LNG, synthetic LNG, liquid biofuels, hydrogen, and methanol.

Current LNG carriers are designed for a speed of 19.5 kn, although several sources indicate the current average sailing speed of the global LNG fleet to be around 15 kn. As a result, LNG carriers featuring 2-stroke dual-fuel propulsion are operating sub-optimally with average load factors below 50% – and therefore, their emissions are higher. While the new design maintains the capability of the vessel to achieve speeds exceeding 19 kn, the modular hybrid electric design provides a more efficient overall solution based on the actual operating profile of LNG carriers trading today. This results in a drop in fuel consumption while reducing GHG emissions and methane slip. The vessel also maintains its capability to operate in gas mode in all vessel conditions, from idle to top speed.

Future flexibility

Going forward, the hybrid electric design also provides the flexibility needed for adopting new electrical power sources such as fuel cells, solar and heat to power. Emerging energy saving technologies such as hull air lubrication, wind assisted propulsion, and continuous optimization of hull lines, propulsion solutions and hydrodynamics are being developed to improve

Improved availability

The flexibility provided by five gensets (normal vessel operations only require four to be operational) enables service to be completed while the vessel is in operation, leading to an increase in uptime and availability. The vessel contains only one common engine family, meaning spare parts handling and inventory is also very simple. The addition of 2MWh battery pack as energy storage enables the generating sets to run at high and also stable load factors, meaning running hours and also general wear and tear is reduced.

“The addition of energy storage also leads to a reduction of engine running hours of 20-30% and also enables the gensets to operate at steady state loads, resulting in much lower maintenance costs than traditional dual-fuel diesel electric systems without batteries along with the reduction of methane slip seen in transient loads,” Grant Gassner, Director, Integrated Systems & Solutions at Wärtsilä told The Motorship.

Furthermore, when new decarbonisation technologies are added into the system the modular design will be able to turnoff generating sets, enabling the maintenance cost to reduce further as new powering and energy saving technologies are added into the system and vessel speeds reduce further.

“The approval in principle of the initial design has been awarded and our senior engineers will further optimize the basic design to enable the new design to be ready in the near future in strong cooperation with our partners," Mr Song Wei, Chief Technical Officer of Hudong-Zhonghua Shipbuilding concluded.

n Wärtsilä hybrid electric LNG carrier design

Shell’s Powering Progress strategy is to accelerate the transition of its business to net-zero emissions by 2050

For more information visit: seawork.com contact: +44 1329 825 335 or email: info@seawork.com

#Seawork

SIGN UP TODAY

Seawork celebrates its 25th anniversary in 2024!

The 25th edition of Europe’s largest commercial marine and workboat exhibition, is a proven platform to build business networks.

Seawork delivers an international audience of visitors supported by our trusted partners.

Seawork is the meeting place for the commercial marine and workboat sector.

12,000m2 of undercover halls feature 400 exhibitors with over 70 vessels, floating plant and equipment on the quayside and pontoons.

Speed@Seawork on Monday 10 June in Cowes offers a sector specific event for fast vessels operating at high speed for security interventions and Search & Rescue.

Speed@Seawork

The European Commercial Marine Awards (ECMAs) ceremony celebrates individuals and innovative companies on Tuesday 11 June.

The Conference programme, chaired by industry experts, helps visitors to keep up to date with the latest challenges and emerging opportunities.

Media partner

The Careers & Training Day on Thursday 13 June 2024 delivers a programme focused on careers in the commercial marine industry.

BULK CARRIER DESIGN AIMS FOR 40-YEAR LIFETIME

ÈTA Shipping and global commodity group Mercuria are collaborating on a series of shortsea bulk carriers that will be diesel electric in their initial configuration, but with containerised gensets on deck, they will be readily adaptable to new fuels and new technologies over their lifetime

The idea is for the ships to have a 40-year lifetime, meeting the increasingly stringent requirements on GHG emissions along the way to ultimately become zero-emission vessels.

The joint venture will see the construction of six initial (and another 10 optional) vessels built by Taizhou Sanfu Ship Engineering. The vessels will be owned by Mare Balticum, a subsidiary of Mercuria, with ÈTA Shipping acting as a minority shareholder. The maiden voyage of the first vessel is planned for the second half of 2025.

The investment in ÈTA Shipping and the new series of ÈTA 6700 vessels gives Mercuria a platform to accelerate its transition to zero carbon as fast as new technologies become commercially available.

“Three features make these vessels truly unique: futureproof design, efficiency, and automation. Designed with the efficiency in mind, ÈTA vessels are already 30% more efficient than a conventional newbuild and about 50% more efficient than the average ship in the legacy fleet,” said Mindaugas Gogelis, Energy Transition Director of Mercuria.

The design was developed in collaboration with engineering firm Western Baltic Engineering in Klaipèda, Lithuania, and is being tested in the basin at HSVA in Germany. Lloyd’s Register granted Approval in Principle for the design earlier this year, and Netherlands-based Eekels will act as system integrator.

The 109-metre design has been achieved without compromising speed or cargo carrying capacity, and at a comparable capex and significantly lower opex than

conventional vessels, says ÈTA Shipping co-founder Sam Gombra. It has a cargo carrying capacity of 7,400dwt but is just under 5,000 gross tonnage and can achieve 10.5 knots fully laden at under 900KW of power. This makes it the most efficient Ice 1A vessel in its peer group, he says.

A unique element of the design is that bow has no flair and a 25-degree angle, meaning the ship will not ride on the waves. Testing of the seakeeping qualities of the icestrengthened hull has shown that it will be able to keep green water from traveling over the hatches.

An electric motor powers the propeller directly, enabling the installation of a large, 4.7-metre fixed pitch propeller that operates at 72rpm at cruising speed. “We get a lot of efficiency there, and for the whole electric train, the conversion from diesel to electric, is optimised in every sense. We lose less than 6% between the generator actual power on the propeller,” says Gombra.

The electricity is provided by three 600kW Mitsubishi generators, each installed in its own container and capable of plug-and-play installation onboard. The containers are redundant, so that if one fails, the ship can continue sailing –it can sail on just one if needed. The generators can be fuelled by conventional or low carbon fuels.

It is also possible to connect any sustainable power source, such as batteries or fuel cells, to replace the generators. These new power sources could run for example on green hydrogen, methanol or ammonia. Containerised, they can be added along with new fuel containment systems that would

n Sam Gombra ETA Shipping

also be containerised. Gombra estimates that it will take less than a day to remove the existing power generation system and replace it, fully or partially, without the need for a shipyard.

There is space for five containers under deck at the stern of the vessel to house the generators and other equipment as well as another eight slots where containers can be stacked three-high for fuel storage.

Automation plays a big part in the efficiency gains achieved, and the result is that the ship can be safely managed with a reduced crew size of four, instead of six. ÈTA Shipping and TechBinder have spent several years developing the Holistic Operational Management Platform (HOMP) that will be rolled out for all ships.

By automatically keeping track of key performance indicators and validating changes in operation and technical design, ÈTA Shipping will be able to determine the impact of their decisions and compare vessel and asset performance over time. ÈTA Shipping can then directly analyse any technical developments and develop them further each time they are installed on new vessels. This offers a major step towards the ambition of being climate neutral with all cargo ships within 30 years.

“The vessel’s 3D management tool that uses over 1,300 sensors, enables virtual navigation, equipment data access, and historical trend analysis for crew and technical staff,” said Walter van Gruijthuijsen, naval architect and co-founder of ÈTA Shipping.

When there is an alarm that pops up, the system will display a 3D visualisation of the vessel. “Every system and every machine can be viewed via a single screen. Whether it is the generators, the electric motors, the ballast system or the ballast water treatment system, it is all shown on that one screen. In the event of a malfunction, the crew can quickly see what is going on. All manuals have also been entered into the system, so there is no need to look for hard copy manuals. And if it is not yet clear, the manufacturer also has insight via the digital model,” says van Gruijthuijsen.

Maintenance schedules have been entered into the system and will be automatically updated, as will inventories, when tasks are completed. “So at a certain point the message 'replace filter' appears. This will indicate where it is located and what type it is. It also shows which safety measures must be taken in accordance with the ISM safety code: which installation must be switched off, which valve or valve must be closed, and whether a room needs to be ventilated before starting work. It will also show which personal protective equipment should be worn.”

The system employs machine learning using input from the large number of sensors installed. This makes it possible to determine the behaviour of the ship in wind and wave

conditions and to register changes to the propulsion system, so that the ship itself adjusts the propulsion as well as notifying the crew of the option to reduce or increase speed to meet the schedule set in the voyage plan.

Another automated system that Gombra expects a lot from is the automatic opening and closing of the hold hatches. “We know that is one of the most dangerous actions on a ship. Due to strict regulations, three people now have to be present. By automating that system, the crew is no longer at risk.

“Mooring will also soon be partially automated. The bunches are stored in drums and the winches keep the tension equal. So once the mooring lines have been tackled on shore and placed around the bollard, there is no need to worry about it anymore. The same applies to ballasting the ship. All these systems ensure that the ship can sail with four crew members. That makes a difference in operating costs.”

The first six ships will be deployed to sail from the Baltic Sea to the Mediterranean Sea. On the southbound voyage, wood or wood products will be on board, and for the return journey, mainly bulk goods such as ore or split will be loaded. “But it could be anything, because they are multipurpose ships,” says Gombra.

Ultimately, he anticipates 30 vessels will be built, with some sold to competitors. With this many vessels sailing, they are likely to figure in the design of new terminals and in the cargo volumes sold by shippers. Further designs with larger and smaller capacity are already being planned.

According to Gombra, out of the more than 550 vessels registered primarily in the Netherlands and Germany, less than 4% of the short sea fleet is less than six years old, and 19% are more than 20 years old, demonstrating the need for fleet renewal. As this process goes forward, he believes there is a strong opportunity to incorporate high efficiency, low emission technologies.

“We are actually prepared for all the issues that we are talking about and thinking about in the maritime world or actually worldwide,” says Gombra. “We have developed a platform solution, and this makes it very flexible and very attractive for owners and cargo owners. It enables them to adapt to legislation, regulations, and commercial demands.”

n A rendering of the new series of ÈTA 6700 vessels

The vessel’s 3D management tool that uses over 1,300 sensors, enables virtual navigation, equipment data access, and historical trend analysis for crew and technical staff

‘‘

HEADWINDS FOR NH3 CRACKING TECHNOLOGY DESPITE ADVANTAGES

Existing ammonia transport systems and infrastructure may give it an advantage over hydrogen as a new fuel, and while ammonia cracking will likely play a key role, there are challenges to overcome with scaling up the technology

Ammonia is currently probably the best and cheapest way of transporting renewable hydrogen at scale, says Scott Trevean, Team Lead Hydrogen and CCUS, ANZ, Energy Systems at DNV, and there’s a ready market for molecules in countries such as Singapore, Korea, and Japan as well as in Europe. LNG is a stopgap, but ultimately these countries will require a fully decarbonised solution such as ammonia which is already shipped around the world as a commodity.

Mr Trevean sees three major use cases for ammonia: the existing fertiliser applications, as an energy carrier for power generation and as a fuel for ships. While liquified hydrogen may eventually be more competitive, ammonia is a good solution for at least the next 15-20 years.

Ammonia can be created at temperatures of around 400oC at high pressures using the Haber-Bosch process, but to crack it back to hydrogen and nitrogen at these temperatures, current commercial applications are limited to small lab-scale devices for niche applications, using precious metal-based catalysts.

Mr Trevean notes that some major players are capable of building large scale crackers based on what is essentially a variation of steam methane reforming furnaces – using offthe-shelf process technologies reconfigured for ammonia feedstock rather than natural gas. These crackers would largely operate using nickel-based catalysts, requiring a large furnace operating at 850-900°C.

There are large-scale projects getting underway. In December 2022, 18 companies, led by the Port of Rotterdam Authority, kicked off a study into the possible establishment of a large-scale ammonia cracker. The participants commissioned Fluor to evaluate the possibility of building a large central cracking facility in the port to convert imported ammonia into a million tonnes of hydrogen per year, and Fluor subsequently confirmed the technical and economic

feasibility of the concept. The hydrogen could be used in the port or transported onwards via pipelines to facilitate decarbonisation of industrial clusters in North-West Europe.

bp is evaluating the feasibility of building a new hydrogen hub in Wilhelmshaven, Germany. The project is expected to include an ammonia cracker which could provide up to 130,000 tonnes of low carbon hydrogen from green ammonia per year from 2028. Green ammonia – produced by combining nitrogen with hydrogen derived from the electrolysis of water using renewable energy sources – is expected to be shipped to Wilhelmshaven from bp green hydrogen projects around the world to feed the plant.

Despite the early promise of large projects such as these, there is a lot of on-going research into developing cheaper, lower temperature catalysts and better utilising waste heat for processes such as vaporising the ammonia or purifying the hydrogen. The cracking process currently requires either costly precious metal-based catalysts, or high-temperature nickel-based catalysts, and research is underway into lowcost, low-temperature alternatives such as lithium and sodium amides. This could boost the efficiency of what is otherwise a process that is only about 87% energy efficient theoretically, but at best 70-80% in real-world applications. Operation at lower temperature can potentially enable direct electrification of furnaces, removing the need to combust fuel for heat supply. “Any high temperature process tends to have losses. You can never capture all the waste heat and utilise it,” says Mr Trevean.

This is the same for ammonia power systems. “Whether you’ve got a fuel cell or a reciprocating engine, it has waste heat, and it could be from around 200oC to 400oC. If you can take a portion of that and apply it to the cracking, that provides a synergy in terms of doing some of the work of cracking.”

Added to energy efficiency concerns, there’s no one-size-

n bp is evaluating the feasibility of building a new hydrogen hub in Wilhelmshaven, Germany

fits-all for the purity of hydrogen needed, and ensuring 99.999% purity can be expensive. That’s where the debate of whether it’s better to have a centralised or distributed cracking model becomes important. “With common infrastructure, you need to cater for everybody, and that drives costs higher. It may be more economical to do the cracking on site at each particular offtaker’s facilities.”

That, though, introduces the potential need for ammonia pipelines, wider onshore distribution of ammonia infrastructure, and associated concerns about its toxicity. So, for now, Mr Trevean sees a bit of “wait-and-see” sentiment in the market.

The path forward for shipping applications is not clearcut either. Ammonia fuel cell solutions are in competition with electrification and the direct use of hydrogen for smaller 1-2MW applications such as harbour craft and smaller passenger vessels, says Mr Trevean. For larger ocean-going vessels with around 20MW power requirements, SOFCs could be around 10 times the cost per kilowatt compared to combustion engines. More work is needed to improve the economics and to ensure operational flexibility. “SOFCs, and I would say any high temperature equipment, generally don’t like to be flexible. Any temperature or pressure fluctuations can be quite detrimental to maintenance costs and longevity.”

Additionally, says Mr Trevean: “You’re also fighting against the benefit of incumbency where people are familiar with reciprocating combustion engines.” Despite this, there is enthusiasm amongst technology developers.

Amogy has backed its optimism with the September 2023 announcement that it has a renovation underway on a 53,000-square-foot manufacturing facility in Houston. Set to be operational in early 2024, the manufacturing facility, an investment of over $40 million, will be used for the assembly of Amogy’s “powerpack” which enables carbon-free mobility for the hard-to-abate sectors.

Amogy has developed a compact, high-efficiency chemical reactor to split liquid ammonia into hydrogen and nitrogen. The company says its reactor system comes equipped with a high-activity catalyst, allowing the reaction and ammonia cracking process to take place at higher efficiency levels and lower operating costs than alternative designs. The hydrogen is then used to generate power through a fuel cell, which can be used to power electric motors. This proprietary design leverages the superior physical characteristics of liquid ammonia with the performance advantages of hydrogen. Amogy intends to supply the reactor alongside a fuel cell as part of a compact and integrated power system, suitable for use on vessels, inland vehicles, and for stationary power generation applications.

In other developments, Navantia Seanergies, the green energy division of Navantia, and H2SITE, a hydrogen production technology company, have signed a strategic agreement to drive the development of hydrogen-based power generation systems for commercial marine applications. H2SITE says its cracking technology achieves high conversion efficiency due to its reaction and separation in a single stage, representing a substantial improvement compared to other transformation technologies. These systems have already been tested in pilot-scale terrestrial and maritime applications. Currently, they are being scaled up for larger applications.

Mr Trevean says there’s not necessarily a need to fully crack the ammonia for it to be used as a feedstock in either combustion engines or fuel cells. It is possible to take some recovered heat, use it in a catalytic reactor, and perhaps crack only some portion of the ammonia. The hydrogen produced can boost the otherwise poor combustion characteristics of ammonia when used in an internal combustion engine.

“And in some cases, you can feed such partial cracked gas – a mixture of ammonia and hydrogen - into a fuel cell, and the hydrogen will combust and generate heat. The ammonia itself could then also be cracking within the fuel cell so you get simultaneous cracking and combustion. You essentially get an overall auto-thermal reaction happening within the fuel cell where you’re getting a combination of cracking (endothermic reactions) and combustion (exothermic reactions). There’s a lot of R&D going on in this space.”

Competition for ammonia comes from other carriers, such as LOHC or methanol, and also from liquified or compressed hydrogen. But there’s another source of competition – the direct use of ammonia as feedstock. In July 2023, MAN Energy Solutions announced the successful first running of a test engine on ammonia at its Research Centre Copenhagen. MAN anticipates operation onboard a commercial vessel from around 2026.

The use of ammonia as feedstock is also part of the picture for fuel cells. Alma Clean Power has tested a 6kW unit of its modularised SOFC system and delivered an electrical efficiency of 61-67%. The company’s design of a 1MW ammonia fuelled SOFC system has already received Approval in Principle from DNV. Two modules will be retrofitted as an open-deck installation on the offshore supply vessel Viking Energy as part of the EU-funded ShipFC project.

And the overarching objective of AMON project is to demonstrate highly efficient, direct conversion of ammonia in fuel cells that could be used for land-based or ship-based power. A G8X SOFC stack from SolydEra will be utilised, and an overall ammonia fuel cell system will be engineered and manufactured by Alfa Laval to be tested in a relevant environment in a port area in Venice by SAPIO.

With the competition diverse, Mr Trevean sees a future where solutions are regional. There may be shipping corridors particularly suited to the centralised or distributed ammonia cracking concepts where synergies exist between maritime and onshore power generation ammonia end-use. Overall, he says, the use of ammonia as a fuel is still in a state of flux.

n Membrane bundle for ammonia cracking reactor

n Scott Trevean, Team Lead Hydrogen and CCUS, ANZ, Energy Systems at DNV

NH3-FUELLED BOXSHIP DESIGN OVERCOMES ALT-FUEL HURDLES

The completion of a concept design and awarding of an Approval in Principle has demonstrated that large ammonia-fuelled container vessels are technically feasible and can achieve acceptable preliminary safety concepts

n The ammoniafuelled 15,000 teu concept design featured a 11,500cbm insulated IMO Type B tank to meet the 12,000NM endurance requirement

Seaspan Corporation, the Maersk Mc-Kinney Moller Center for Zero Carbon Shipping and Foreship have jointly developed a concept design for a 15,000 TEU ammonia-powered container vessel which has been granted an Approval in Principle by ABS earlier this year. Now the companies have released their detailed analysis to The Motorship.

The project is connected to the Singapore Ammonia Bunkering Feasibility Study (SABRE) consortium, focusing on developing and demonstrating an ammonia supply chain in Singapore. Phase 1 of SABRE performed an end-to-end technical and commercial feasibility study of ammonia bunkering in Singapore along with a preliminary ammonia bunkering vessel design. Phase 2 is investigating how to mature the commercial feasibility so that contractual terms across the supply chain are prepared and can be executed to establish an ammonia bunkering operation in Singapore.

The 15,000 TEU vessel was designed as a potential receiver of ammonia fuel in Singapore from bunker vessels currently under design and development. Based on input from the SABRE consortium focused on trade in and out of Singapore, two specific routes were selected to optimise the vessel design:

n Asia to Northern Europe + Middle East

n Transpacific (west coast of North America or west coast of South America).

The desired range, design and operating speed of the container vessel has a significant impact on the ammoniafuelled design. These factors determine the basic requirements for the fuel storage tank size, which in turn impacts the tank location.

Based on the two trading routes, a one-way target endurance of 12,000nm was selected using ammonia and an additional endurance of 12,000nm using LSFO. The one-way ammonia endurance was selected to minimise the impact on cargo while maintaining sufficient low-emission operation.

Ammonia as a ship fuel requires a larger tank volume than fuel oil for the same range (typically more than three times, net volume). This combined with the different storage requirements compared to traditional or other alternative fuels presents challenges that had to be considered and overcome during the concept design study. Considerations included optimising the location of ammonia storage tanks to minimise container slot loss.

Propulsive power

The vessel’s power and propulsion system includes an ammonia-capable dual-fuel two-stroke main engine - based on the MAN 7G90ME-C10.5 or WinGD 8X92DF-2.0 engineswith a mechanically-driven shaft and propeller.

Four ammonia dual-fuel auxiliary gensets manage the electrical load onboard: specifically, two 4.1MW gensets and two 2.7MW gensets. The auxiliary engines considered were based on the HiMSEN H35DF engine. The concept design also has an ammonia-fuelled auxiliary boiler for onboard heat demand.

The energy content of the pilot fuel, assumed to be LSFO for the analysis, relative to the ammonia energy content used for this analysis, was 8% for the main engine and 20% for the auxiliary gensets.

To minimize fuel consumption and emissions while at sea, a 3MW shaft generator was studied. Based on a 16-knot speed, the installation of a shaft generator would improve the total efficiency of the vessel and reduce ammonia consumption by around two tonnes/day. However, the associated additional Capex would need to be factored in.

It was assumed that existing selective catalytic reduction (SCR) technology can reduce NOx emissions to compliant levels and that ongoing engine and treatment technology development will find solutions to manage N2O emissions.

Credit: Seaspan

Any ammonia slip from the engine was also expected to be utilised within the SCR as a NOx reducing agent.

Regulatory compliance

The IGF Code does not currently provide prescriptive requirements to cover the use of ammonia as a marine fuel, but it does provide for alternative design arrangements for the use of low flash point fuels. Recognising the obvious regulatory gap, the ship design project team adopted compliance in general with industry leading ammonia guidelines, rules, and industry reports during the execution of the concept design. These included:

n ABS Requirements for Ammonia Fuels Vessels (September 2021)

n ABS Rules for Building and Classing Marine Vessels (Marine Vessel Rules) – Part 5C

n LR Rule proposal No. 2022/CLS005 Specific Requirements for Ships Using Ammonia as Fuel

n IMO International Code of Safety for Ships Using Gases or Other Low Flashpoint Fuels (IGF Code).

Risk Assessment

The concept design was developed based on partner collaboration and a qualitative HAZID risk assessment workshop. The aim of the workshop was to improve the concept design of the vessel by identifying potential major safety threats and hazards. This review is an important step in ensuring that the safety concept is acceptable with sufficient time remaining in the design process to incorporate needed design changes.

The critical nodes, or systems, related to the ammoniafuelled aspects of the vessel design were selected for the HAZID assessment.

Based on a review of these findings and recommendations, suitable design improvements were either incorporated into the final concept design or added to a list to be considered in the next design stage.

Storage considerations

The ammonia storage tank solution selected was an insulated IMO Type B tank. An ammonia storage tank size of 11,500m3 is required to meet the 12,000NM endurance requirement including un-pumpables, fill-limits and a safety margin.

Design of a newbuild vessel with ammonia storage tanks will have an impact on the stability and longitudinal strength of the vessel compared to conventional reference designs. An initial stability calculation was undertaken for the concept design. The analysis concluded that the concept design complies with relevant intact and damage stability criteria up to the maximum draught.

Container slot cost (propulsion power per TEU (kW/TEU)) due to fuel storage requirements was used as the main metric for evaluating the suitability of the design arrangement. As part of the assessment, different locations were considered for the forward accommodation area to determine the optimal accommodation-storage tank combination. Moving the accommodation forward meant fewer container slots were lost, while also ensuring that the lifeboats could be safely raised and lowered and that the bunker station provided sufficient parallel body line for the bunker vessel. The accommodation length was adjusted to ensure sufficient volume was available for the tank.

Fuel supply

The fuel supply system (FSS) includes a recirculation system, a fuel valve train system, a nitrogen system, a ventilation system, and an ammonia catch system (knock out drum) to prevent release of ammonia to the environment. Ammonia

water catchers/chemical absorbers can treat ammonia emissions from fuel systems.

The vent mast would be located at the front of the vessel and arranged at least 25 meters from the nearest air intake, outlet, or opening to accommodation spaces. All accommodation windows facing the vent mast location will be non-opening. Additionally, two independent vent lines are provided in the design, one port and one starboard, under the hatch cover to the vent riser location at the front of the vessel. The vent mast included a fixed ammonia gas detection system.

The vessel arrangement mitigates the consequences of pipe rupture of the fuel line from the tank connection space (TCS) to the fuel preparation room (FPR), storage tank penetration due to collision penetrating the storage tank, and damage of ammonia fuel line due to grounding.

BOG management

Given the low maturity of many technical solutions for ammonia boil off gas (BOG) management, the design project included a qualitative assessment of a reliquefaction plant, gas combustion unit and a dual-fuel auxiliary boiler.

The solutions were scored based on Capex, Opex, environmental impact, and level of future-proofing. This resulted in the choice of having a reliquefaction plant and a connection to the auxiliary boiler. The proposed reliquefaction system adopts the vapor compression cycle with the ammonia refrigerant.

GHG performance

There is currently no explicit provision for the direct use of an ammonia emissions factor in the IMO’s EEDI and CII calculations. However, the preliminary EEDI rating for the ammonia dual-fuel vessel was estimated to be 4.68, which is about 44% lower than the required Phase 3 level that is currently in force for container ships. This result indicates that if the current EEDI calculation formula is maintained, allowing for the primary fuel to be used to impact the attained rating, ammonia dual-fuel vessels will likely comply with EEDI requirements for future phases as well.

The EEDI rating for the vessel when using only LSFO would be around 7.2, which is also below the Phase 3 level, indicating an efficient baseline ship design.

The 2023 CII rating for all operating scenarios and ship speeds was estimated to be A, the highest possible rating.

The concept design increases confidence in the maturation of the ammonia fuel pathway to unlock ammonia as a viable fuel that can contribute to maritime decarbonisation.

n An initial stability calculation for the concept design concluded that the concept design complies with relevant intact and damage stability criteria up to the maximum draught

Credit: Seaspan

PROPELLERS TRIMMING: MEETING EEXI CRITERIA

Panagiotis Leontis, Managing Director at Intership Maritime Inc., FRINA CEng, Chairman of Hellenic Joint Branch (IMarEST and RINA) and Chairman of Hellenic Marine Technical Consultants & Surveyors Association, discusses technical and economic considerations for propeller modifications.

n The trimming of a propeller can be carried out in two ways: either by trimming the Diameter, or by trimming the Trailing Edge (TE). Propeller trimming can be a more economical and faster alternative to designing and ordering new propellers.

The entry into force of the Energy Efficiency Existing Ship Index (EEXI) in November 2022 has led to a considerable reduction in power, in many cases exceeding 25%. This measure has resulted in a noticeable decrease in propeller efficiency, as propellers are called upon to abide at a rating often as much as 30-40% less than the original MCR, for which they were designed.

Consequently, the propeller, which was optimised for the old design MCR/RPM/ship-speed before EEXI is now not able to compensate for the new operational difference as effectively as before, resulting in reduced efficiency and fuel wastage.

There are a variety of factors ultimately affecting a vessel’s performance and the efficiency of its fuel consumption. The hull factor and the rotational factor play a crucial role; the ability to intervene in these areas, however, is limited. Hence, an effective strategy is to focus on the efficiency of the propeller factor; by modifying the propeller system, the fuel consumption issue arising from Engine Power Limitation (EPL) implementation, can be mitigated.

While a new propeller designed according to EEDI would be the optimal solution to absorb the operational difference, in practice this involves extended lead times. The process of designing, producing and taking delivery of a new propeller can exceed a full calendar year, as most reputable manufacturers are currently operating at full capacity. The

business case for a new propeller can also be problematic, given the cost of a new propeller, notwithstanding the potential scrap value of older propellers.

A comparatively faster and more economical approach is to trim the original propeller of the vessel. While propeller trimming is known to be an effective method of relieving a propeller from overload, it can also be used to bring a

Credit: Intership Maritime Inc

Credit: Intership Maritime Inc

propeller in line with EEXI regulations. This alternative method of intervening on the propeller system has delivered very satisfactory results for our customers. We have recently performed propeller trimming for 6 cargo vessels (ranging in size from 30,000 to close to 80,000 dwt). The vessels have all seen significant improvements in their performance, with individual improvements reflecting the degree to which the existing propeller can –when trimmed – absorb the fuel oil consumption difference.

The trimming of a propeller can be carried out in two ways: either by trimming the Diameter, or by trimming the Trailing Edge (TE). Both methods have their advantages and disadvantages, and they are used based on a variety of factors which differ from case to case.

Compared to the production of a new propeller, propeller trimming has many advantages; both the cost and time requirements are significantly lower. The technical study needed to determine the new propeller characteristics and decide how the original propeller will be trimmed, can be completed in less than a month; a properly trained team of technicians can perform the trimming process within Dry Dock period when the ship is dry, and the propeller is removed under strict supervision.

Another important factor to consider is that since the original propeller was designed for greater power usage (which now, due to EPL=Energy Power Limit), the propeller diameter ends up being greater than needed. As a result, unnecessary inertial shaft loads are being produced and power losses occur, while overall efficiency is reduced. Trimming the propeller results in both power transmission and fuel consumption improvements. Mechanical stress is also reduced, extending the lifespan of the machinery components, while overall safety and comfort is enhanced since there is a reduction in both vibrations and noise levels.

In addition, propeller trimming has a unique advantage; as the vessel maintains its original propeller, which is then trimmed, the radial blade thickness increases. This allows the propeller to operate at higher speeds in case of emergency. This option is not available for new propellers, since they are designed with smaller thickness and radius necessary to satisfy the new power rating of the Main Engine.

The fuel quantity between higher (design) and lower (EPL) values may not be totally recoverable due to the fact that propeller was optimized at design and not at EPL. By trimming the propeller, we try to eliminate this efficiency defect and recover the full fuel difference between the two points (design and EPL).

Case Study of An Existing Project (3

Intership Maritime recently carried out propeller trimming on a series of three Handymax bulk carriers. The results of the operation, presented below, demonstrate the effectiveness of propeller trimming.

Since pitch ratio (P/D) is greater after trimming, propeller efficiency increases as the Expanded Area Ratio is being kept near the original value. This results in:

n Less fuel consumption

n Better acceleration

n Faster transient through criticals

n Better manoeuvring response

All three sister vessels have similar performance improvements after trimming. Although additional information cannot be released due to client confidentiality, it can be understood that propeller trimming can indeed be a good alternative for existing vessels of reduced commercial value and time.

Handymax

Sisters)

n

Figure 1. Mean moment pitch before and after diametrical propeller trimming

Credit: Intership Maritime Inc

Credit: Intership Maritime Inc

POWERING CHANGE

With increasing numbers of ports committing to the Shore Power Declaration worldwide, ship-owners and operators could avail of a potentially simple route to reduced emissions, says Jon

Halvard Bolstad Olsen, Head of Shore Power at Yara Marine Technologies

With a stern decarbonisation mandate set in place by the 175 IMO member states, shipping is on a pathway to greener operations. While low carbon fuels are - understandablyseen as the most direct pathway to GHG fuels, technologies to make vessels more efficient by reducing fuel consumption (regardless of clean or dirty fuel) are also gaining traction. One option that is seeing increased global take up at sea and on land is shore-power, which is also referred to as cold ironing.

In a nutshell, shore power technology offers ship operators (with appropriate equipment installed) the opportunity to plug their vessels into charging stations when in port (which must be equipped with sympathetic technologies) and use electricity for ship operations. This means that vessels would not run their main engines at port, reducing both fuel use and also impact on the shore infrastructure and local populations via fewer vibrations and less noise. Were the ports in question able to source green electricity - perhaps from solar, hydro or wind, the equation becomes even more sustainable.

The drivers for adoption of this technology are clear: regulation, policy and market appetite. In early 2022, at the One Ocean Summit, Government ministers from 14 countries and 21 port authorities from around the world signed a Shore Power Declaration to make best efforts to deploy shore-side electricity supply by 2028, in particular for cruise and container vessels. Furthermore, the EU’s Fit for 55 policy plan to achieve climate neutrality by 2050, partially driven by a reduction of GHG emissions by at least 55% by 2030 (as compared to 1990 levels) - and is likely to instruct container and passenger ships to use on-shore power supply for all electricity needs while moored at the quayside in major EU ports as of 2030. It will also apply to the rest of EU ports as of 2035, if these ports have an on-shore power supply, making a very clear case for adoption of technologies such as shore power.

While numerous ports, from Vancouver and Los Angeles to Hamburg and Rotterdam have already invested in landbased shore power infrastructure, investment in ship-board technologies is still gathering momentum. This hesitation may be due to a lack of information, funding for retrofitting or concern about impending obsolescence of chosen technology and standard. However, we believe that many of the obstacles responsible for hesitation by ship owners can be easily overcome through collaboration.

Easy wins

The benefits of shore power use by ships are multi-faceted, encompassing environmental stewardship, cost savings, noise reduction, and regulatory compliance. Moreover, the reduction in emissions achieved through shore power technology cannot be overstated. By curbing greenhouse gases, particulate matter, and harmful pollutants (including volatile organic compounds), this technology plays a crucial role in addressing climate change and improving air quality in port communities.

For shipping sectors that have largely fixed routes, such as the Ro-Ro, container and cruise fleets, the business case is obvious. Agreements can easily be drawn up between shipping lines and respective ports to ensure compatibility of ship and shore technologies, with the scale of vessels calling at specific ports really acting as a strength. This fixed routing

would address the chicken-egg issue of investment and ensure that market demand and supply are relatively well balanced. But other sectors - such as tankers - will also benefit, particularly if operating in the global north, where an increasing number of ports will install land-based shore power connections.

It is worth remembering that operators with large fleets would be able to have significant input into the types of technologies selected for installation at ports that they call at regularly. Furthermore, they would have the opportunity to negotiate competitive pricing for the electricity and gather information about the true green credentials of any power used - which could help meet sustainability criteria set by charterers or by financiers that have made green loans.

Getting it right

Managing safety concerns in installation and operation is a major factor to be managed when investing in shore power. While there are potential risks associated with having shore

n : Yara Marine Technologies joined a technical group at the International Electrotechnical Commission (IEC) in July 2023 to contribute to the development of common standards for shore power and its associated technologies

Credit: Yara Marine Technologies

power connections in close proximity to hazardous cargoes, particularly in industrial settings such as ports and terminals where ships are loading or unloading these cargoes - these can be mitigated using methods that we are already familiar with.

Ship operators must manage the risks of flammable, corrosive or explosive materials carried as cargo, which could cause a fire or explosion if they leak or come in contact with electrical equipment. Furthermore, some shore power connections involve high-voltage electrical systems that must be carefully managed as well as properly installed and maintained. Ship crews and ports must be properly trained to use the equipment, briefed as to actions that must be taken in case of an incident and prepared to coordinate an emergency response in case of an incident.

While this may sound worrying, we must remember that many of the steps to mitigate these risks are already in play in a maritime setting, where different cargoes and technologies are carefully handled by highly skilled staff every day - and complex technology is installed and used regularly. Shore power installations on land and on the ship must be properly designed with appropriate shielding and containment measures to prevent exposure to potential leaks or spills. Whenever possible, physical barriers or isolation measures should be implemented to separate electrical systems from hazardous materials and safety protocols must be developed and enforced to address both electrical safety and hazardous cargo handling.

Comprehensive emergency response plans must be set and routine inspections of both electrical systems and hazardous cargo areas must be carried out frequently.

Ultimately, the key is to prioritise safety and conduct thorough risk assessments when designing, implementing, and operating shore power connections in areas with hazardous cargoes.

Compatibility is vital

Shipping’s role in global supply chains necessitates standardisation when it comes to shore power. A lack of assurance of compatibility, interoperability, and efficiency across different ports, vessels, and power systems, makes it unlikely that we will see consistent take-up of this advanced technology. This will inevitably result in a fragmented landscape where some ports and vessels will be compatible but others will not. Stakeholders in the shore power space will significantly benefit from a collaborative approach to achieving consensus on power supply, voltage levels, connector types, and communication protocols, allowing us to avoid pitfalls such as increased costs for both ports and shipping companies and operational challenges.

Our decision to join a technical group at the International Electrotechnical Commission (IEC) in July 2023 demonstrates Yara Marine Technologies’ commitment to shaping much needed standards for shore power and its associated technologies. This has included contributing technical expertise, sharing insights based on practical experience, and collaborating with other industry experts to establish guidelines that enhance the interoperability, safety, and efficiency of shore power solutions.

IEC standards hold global significance and are widely recognized within the industry. By engaging with TC18x and IEC 80005-1/2/3, Yara Marine is supporting the work to ensure that these standards align with the latest technological advancements and industry needs. This commitment can help drive the adoption of standardised shore power practices across different ports, vessels, and regions, ultimately contributing to a more sustainable and environmentally friendly maritime sector.

While some variance is to be expected given that this technology is still seeing active innovation, we believe that it is in the industry’s interests to make technologies interoperable and efficient so that there are fewer hurdles in our collective path to sustainable operations. The installation of shore power technology on the global fleet represents a pivotal step forward in the maritime industry's quest for

n The EU’s Fitfor55 plan will introduce requirements for container and passenger ships to use onshore power supply for all electricity needs while moored at the quayside in major (TEN-T) EU ports as

Credit: Yara Marine Technologies

n Jon Halvard Bolstad Olsen, Head of Shore Power at Yara Marine Technologies

EFFICIENCY RULES PROVIDE BOOST FOR THRUSTERS AND PODS

OEMS celebrate important milestones and debut new products while seeking to extract maximum advantage from new efficiency rules

Thrusters – in all their various forms – and podded propulsion systems have firmly established themselves as the propulsion system of choice across a wide range of vessels. Tugs, yachts, ferries offshore vessels and cruise ships provide the majority of references but there are also a number of product tankers, ice-classed tanker and LNG carriers in operation. In addition, tunnel thrusters are to be found on the majority of ships as a cost saving manoeuvring aid.

Podded systems have had a fairly steady run of orders since their introduction in 1993. Thrusters have benefitted most from offshore energy. The sector seemed immune from the economic crash of 2008 which hit construction on cargo ships hard because offshore oil and gas was still booming. The rapid drop in crude oil price in around 2013 put a brake on building of PSVs, OCVs and drill ships but a rapidly expanding offshore wind sector has seen a revival of the fortunes for thruster manufacturers. Markets such as tugs and ferries are generally immune from economic shocks and have provided a steady market.

Although not a new concept by any means, recent years have seen a number of new thruster and podded systems being launched and established ranges enhanced and improved to meet increasingly strict emission regulations for ships. This year alone has seen the announcement of ABB’s Dynafin cycloidal propulsor, the first delivery of Kongsberg’s new ELegance pods alongside the 20th anniversary of the Azipull system, initial orders for Voith’s X-Type VSP, a launch and contracts for Brunvoll’s new Rim Driven Thruster the RDT2100 and the 30th anniversary of ABB’s Azipods to mention just a few.

Both thrusters and pods are claimed to have a significant efficiency advantage over conventional propellers, in some cases well into the high teens and low twenties in percentage terms. This does make them attractive in light of current and future emission regulations as well as from the obvious economic aspect.

With the EEXI regulations obliging ship operators to look at means of modifying existing ships it may seem surprising that replacement of conventional propulsion systems with thrusters or pods has not resulted in a surge in retrofit solutions as yet. There are limiting factors that undoubtedly come into play as regards vessels with conventional mechanically linked, direct drive, single propellers, but for diesel-electric ships any unsuitability in the shape of the hull form for conversion to pods or thrusters is the most obvious obstacle.

There have been a few retrofits in the past and this year ABB notched up a notable first winning an order to supply Azipods to the Spanish Navy’s amphibious assault ship/ aircraft carrier Juan Carlos I. This will not be a replacement of a conventional propulsion system but a swap of pod types as the vessel is currently fitted with a pair of 11MW Siemens podded propulsors.

Announcing the contract in May this year, ABB said the order followed a study it undertook in 2020 to determine the feasibility of installing new propulsors on the ship to improve reliability, efficiency, manoeuvrability and safety. ABB’s scope of supply for Juan Carlos I comprises two Azipod propulsors

n AMELS 120 yacht will feature Kongsberg Elegance Pods

We have seen a rapid increase since the turn of the year in the number of inquiries for retrofits using our Azipod propulsion system. There have been more inquiries in the first couple of months of this year than in the whole of last year

Credit: Damen Yachting

and medium-voltage drives. The project will be carried out by Spanish shipbuilder Navantia and is due to complete in 2025.

ABB sees even greater potential for retrofits among commercial vessels. In its in-house newsletter Generations in May this year ABB said the introduction of EEXI and CII had sparked a surge of inquiries from shipowners looking at ABB Azipod electric propulsion as a potential cost-effective retrofitting solution to keep aging ships on the right side of compliance and to extend their lifespan.

“We have seen a rapid increase since the turn of the year in the number of inquiries for retrofits using our Azipod propulsion system,” said Toni Roiha, Global Sales Manager, Marine Propulsion Services, ABB Marine & Ports. “There have been more inquiries in the first couple of months of this year than in the whole of last year.” Roiha went on to add that a retrofit on a hull that is still workable could add a further 10 to 20 years to a ship’s lifetime.

ABB’s focus is to provide a one-stop shop for Azipod propulsion retrofitting projects, handling everything from start to finish to make the process as smooth as possible for

CII, thrusters and pods

Compliance with CII regulations is often quoted by equipment manufacturers as a reason to opt for their products be they propulsion related or more generally fuel reducing such as anti-fouling coatings. But, when it comes to the type of ships where thrusters are the preferred propulsion option such as tugs, offshore ships, small ferries and yachts the CII regulations will usually not apply..

A CII rating is required only for cargo (There are exemptions for certain cargo vessel types such as nuclear fuel carriers, livestock carriers, yacht carriers, and heavy lift ships), passenger and ro-pax vessels over 5,000GT. The GT limit will exclude most of the small cargo ships that are powered

customers. The service covers all stages of a retrofit, from assessing whether a vessel is suitable, to the full design and installation phase, and then monitoring the units once in operation for maximum efficiency.

Kongsberg is similarly upbeat about the retrofit potential of its Azipull propulsion system. Announcing the 20th anniversary of the system, Kongsberg pointed to a 16% saving achieved on a retrofit to the OSV Bourbon Tampen which had its azimuthing thrusters replaced by Azipulls.

To date, 610 Azipull units have been delivered to about 300 vessels, an average of 30 systems per year. In 2017, the first Azipull-L thruster, using permanent magnet (PM) technology, was used as the main propulsion system for the 140m Hurtigruten expedition ships Roald Amundsen and Frithjof Nansen.

Kongsberg says the future of Azipull thrusters looks bright as electrification or hybrid propulsion become more prevalent on commercial vessels. One of the original arguments for the development of the Azipull thruster was the flexibility it offered ship owners about the power source.

by thrusters, but it will bring the larger passenger ferries and cruise ships as well as the growing number of ice-class tankers and LNG carriers that have been built into the CII affected ships.

Whilst it is mandatory for ships to be given a CII rating after the first year of data on fuel use is acquired, the IMO has not so far seen fit to apply any meaningful penalties on ships that might consistently achieve low rankings. In line with the original intention of the CII rules, any sanctions are expected to come by way of low-rated ships being unattractive to potential charterers.

For the ships with podded propulsors that exceed the 5,000GT figure this will hardly be an imposition. Cruise ships are

generally operated directly by the owners and although the ice-classed tankers and LNG carriers may at some point be offered for spot charter, they have been constructed for specific purposes and are uniquely suited to very specialist trades.

Earlier this year, the IMO initiated a review of CII and EEXI so it may be that at some future point the rules and the ship types and sizes subject to them may change but as things stand it would seem few thrusterpropelled ships will be negatively affected. Thruster and pod system makers may well find that the inherent advantages of lower fuel consumption that this type of propulsion confers may increase interest in retrofits or order for systems in newbuildings.

n The first installation of the Azipull thruster was in 2003

Credit: Kongsberg

NEW ENTRANT TO EXTEND NICHE CYCLOIDAL PROPELLER MARKET

Cycloidal propellers in the marine sector have been represented for almost a century solely by the Voith Schneider Propeller (VSP) produced by Voith Turbo. The vertical bladed system has found favour in the tug sector where it is particularly strong, offshore, ferries, yachts and specialist vessels such as cable layers, research ships and workboats

Earlier in 2023 to coincide with Nor-Shipping, ABB announced its Dynafin cycloidal propeller system bringing competition into this very niche sector. Although visually very similar to the VSP, ABB described its product as ground-breaking and an industry first.

There is some merit to this claim as the VSP employs a mechanical system that has one drive – be it mechanical as in the standard VSP or a permanent magnet motor in the eVSP which was introduced in 2021 – A local oscillating motion of the individual propeller blades around their own axis is superimposed on the rotary motion of the blades around the common vertical axis. Generation of this oscillating motion is via a kinematic mechanism where each blade is directly linked.

The Dynafin features a main electric motor that powers a large wheel rotating at a moderate 30-80 rounds per minute. Vertical blades, each controlled by an individual motor and control system, extend from the wheel. The combined motion of the wheel and blades generates propulsion and steering forces simultaneously.

Initially available in the power range of 1–4 MW per unit, the new propulsion concept is particularly effective for mediumsized and smaller vessels, including ferries for passengers and vehicles, offshore support vessels operating at wind farms, and yachts. By reducing vibrations and noise levels, the system improves passenger and crew comfort. ABB makes the point that independent study suggests the system will reduce propulsion energy consumption by up to 22%.

Being a very recent unveiling, the Dynafin has yet to prove itself in service. This could take some time as the prototype development is expected to take until 2025 with market entry coming in 2026. Asked for a reaction to the competition provided by the ABB product, a Voith turbo spokesman said, “We can only say that the cycloidal propulsion offers unique advantages and obviously ABB is working on a similar system too”.

Recent references for Voith’s eVSP include The CSOVs Edda Nordri and Edda Boreas delivered this year following on from the Edda Breeze and Edda Brint delivered in 2022 –there are four more vessels in the series still under construction. Another is the 125m German research vessel Meteor IV being built at the Neptune yard in Rostock which will be fitted with two eVSP 32X8/285 at the stern, supported by a Voith Inline Thruster (VIT 2000-1650H) and a retractable rudder propeller at the bow.

That both Voith Turbo with its eVSP and ABB have opted to offer an electric motor propelled system is a sign that electric power on ships is achieving greater penetration across the propulsion market. This is probably a result of shipping’s general decarbonisation drive and the advent of hybrid systems employing battery energy storage systems. There are also alternative cost saving measures that can be used in specific cases.

Tugs have been the mainstay of the VSP market but changes there in engine choices away from medium-speed to high-speed diesels necessitated a modification to the VSP. The result is the VSP – X Type announced simultaneously with the eVSP which somewhat overshadowed its introduction.

The switch in tug propulsion to high-speed engines was a consequence of the Tier III NOx regulations in emission control areas. It is easier for high speed engines to meet Tier III rules and it was also recognised that the operating profile of tugs – with 80% of operations conducted at low load and only 20% requiring full engine power and thrust would be better served by more responsive high-speed diesels.

The reduction gearing in the original VSP design is unable to cope with the higher speed engines so in the X-Type VSP, the integral reduction gearing of the VSP has been omitted in favour of installing a conventional reduction gearbox in the drive train. It should be noted that no reduction gearing is necessary in the eVSP because in that variant propeller speed is controlled by the electric motor. Since the introduction of the X-Type, Voith Turbo says it has received orders for the new model with a number of tugs now under construction.

n Edda Wind is fitted with a Voith eVSP propulsor

We can only say that the cycloidal propulsion offers unique advantages and obviously ABB is working on a similar system too

2023 HAS SEEN A FLURRY OF NEW PRODUCTS & FIRSTS

Initially announced in late 2019, Kongsberg’s ELegance podded propulsor has gained its first reference with the delivery of the first two units. The ELegance podded system was developed after Kongsberg identified a gap in the market for smaller ice-class units from 1.5MW up to 7MW

Per Nahnfeldt, General Manager Product – Electric Propulsion, Kongsberg Maritime told Motorship that the development process drew on in service operational data from the 50 Mermaid Pods delivered by Rolls-Royce before the marine division was acquired by Kongsberg in 2018.

The ELegance range comprises two variants – an open pulling configuration and a ducted pushing alternative for applications where high thrust at low speeds is required as in tugs. The pulling version bears a visual similarity to both the Mermaid and Azipull systems but whereas the Mermaid had no fins and the Azipull one, the ELegance has a patented two fin arrangement at the aft end to give a bigger rudder area for more steering stability. The two fin arrangement delays cavitation inception during steering and manoeuvring thereby reducing noise. The drive system is electric with a built in permanent magnet electric motor for optimal efficiency over a large speed range. The PM motor makes for silent operation and the whole unit is designed to be as compact as possible. They have a low oil content and double barrier seal solution meeting US VGP requirements.

The housing between the mounting and the pod itself is cast and can be finished to provide optimal adaption to the hull for each specific installation. The pods have been designed to meet 1A Super and Polar Code 6 ice-class requirements for operations in the Baltic and Arctic Sea areas.

Although Kongsberg has an NDA with the owner of the first reference vessel and cannot name it, it is an open secret that AMELS and Damen Yachting have both announced that the AMELS 120 mega-yacht hull that arrived at Vlissingen in June is to be fitted with ELegance pods. Kongsberg also announced in February that the Italian Navy has contracted for a pair of the Elegance pods to power its new submarine rescue ship to be built by the Mariotti yard in Italy.

Another Kongsberg product new to the market this year is the company’s new ULE PM range of retractable azimuthing thrusters. The new range is designed to be smaller than competing units while maintaining thrust power. The ULE PM type thruster has an integrated electric prime mover mounted very low between the steering gear. This saves more than a metre of vertical space in an engineering compartment.

All ULE PM type thrusters are available as a Combi unit, which functions as an azimuth for manoeuvring and dynamic positioning, or as a tunnel thruster when retracted into a tunnel. The ULE PM Combi units have optimised drivetrains and hydrodynamics for high thrust and fast response time, which allows the number and size of propulsion units in a vessel to be reduced.

When Kongsberg acquired the Rolls-Royce maritime business in 2018, this did not include the engine business of Bergen or mtu which remained with Rolls-Royce but did include all propulsion systems. The Bergen engine business has since been sold on but Rolls-Royce continues to develop

the mtu engine brand under the Rolls-Royce Power Systems business unit.

In mid-September this year, Rolls-Royce Power Systems announced that it would be adding a new range of pod drives to its mtu yacht portfolio in co-operation with ZF Friedrichshafen. The new range will be offered in the power range up to 1,250kW, and later also up to 1,470 kW and will be based on mtu Series 2000 engines and ZF’s POD 4600.

The new systems will be offered for series-production yachts up to around 30m in length with a top speed of up to 32 knots, and for workboats such as crew transfer vessels. New projects are being developed in close cooperation between Rolls-Royce with its Italian-based Yacht Competence Center, ZF and yacht manufacturers. In the future, Rolls-Royce will supply the complete propulsion package to the customer.

Denise Kurtulus, Vice President Global Marine at the Rolls-

Royce business unit Power Systems, said, “Propulsion efficiency can be increased by up to 15 percent with the mtuZF combined solution, significantly reducing the carbon footprint. Compared to conventional fixed propeller drives, the yacht's manoeuvrability can be significantly improved and there are space gains as well.”

Announced in May this year, Brunvoll’s latest addition to its permanent magnet rim driven thruster range the RDT2100 has already found its first reference. The 2100 in the designation refers to the 2.1m diameter propeller of the unit which comes in a power range up to 1.6MW. This is a significant step up from the previous largest model in the range which had a 1.8m propeller and a power output of 1MW.

In the announcement, Brunvoll said that the first of the RDT2100 thrusters had been commissioned for a SOV. This is likely to be the Crest Wind’s new SOV being built by Fincantieri Bay Shipbuilding in the US. Crest wind is a joint venture by US-based Crowley and ESVAGT from Denmark established to build and operate SOVs for Siemens Gamesa at the Coastal Virginia Offshore Wind Project in the US.

Bernt Riksfjord, VP Sales at Brunvoll hopes that the contract for propulsion and manoeuvring systems that the company won for Crest Wind is opening up the potential of the US offshore wind market after ABS predicted that up to 100 new SOVs will be needed in the future.

Brunvoll is pleased that our long-standing relationship with HAV Design AS and ESVAGT, and now Crowley, has resulted in this contract. This is the third contract for Jones Act SOVs, but hopefully just the beginning of something big

MAJOR CAPACITY BOOST FOR BASS STRAIT TRAFFIC

Rising demand in the Bass Strait traffic has driven TT-Line’s investment in two high capacity, 6-knot ferries for its Spirit of Tasmania operation. On commissioning next year, the Australian ships will be the first large ro-ro/passenger vessels in the Southern Hemisphere to be powered by LNG dual-fuel machinery. By David Tinsley

n 2024 will see a new 26-knot generation maintain the Spirit of Tasmania service across the rigorous Bass Strait

Providing an important reference for European shipbuilding and engineering in the face of Chinese domination of large ro-pax production, the 212m newbuilds in Finland will each have over 40,000kW of medium-speed, four-stroke primary power. The design is tailored to all-year duty on the strait between the Australian mainland and the island of Tasmania, a wide stretch of water well known for very rough seas.

Spirit of Tasmania IV is slated for delivery from Rauma Marine Constructions(RMC)during the opening quarter of next year, to be followed by sistership Spirit of Tasmania V in December 2024. The incoming, substantially larger generation will supersede the line’s 25 year-old mainstays Spirit of Tasmania I and Spirit of Tasmania II, also of Finnish origin, on the year-round service that links Devonport, in northern Tasmania, with the mainland terminal at Geelong, in the state of Victoria.

State government-owned TT-Line shifted its mainland interface down Port Phillip Bay from Melbourne’s Station Pier to Geelong in October 2022. Developments at both ports will complement the increased intake and enhanced ro-ro access arrangements offered by the newbuilds, raising throughput efficiency and ship productivity and paving the way to scheduling enhancements for the route.

Spirit of Tasmania IV and Spirit of Tasmania V will each accommodate 1,800 passengers and provide a total 4,098 lane-metres of garaging for vehicles, taking freight on main

and upper deck, with a third level dedicated to cars. Relative to the present vessels, the newbuilds’ passenger capacity is greater by 400, while the number of cabins has been increased from 222 to 301. The most significant difference, however, is the near-60% advance in passenger car and goods vehicle laneage.

The height of the freight decks, at 4.8m, constitutes an increase on that of the present vessels, while cargo handling and security will benefit from the decision to adopt a trailer lashing solution based on lock-in trestles.

So as to meet turnaround time criteria, especially as regards the peak summer months’ schedule, the vehicle deck layout will be served by new linkspans giving direct, triple deck access. The bid to cut overall port time will also be assisted by use of an auto mooring system.

The Finnish stamp on the Australian company’s fleet development strategy is all the greater for the selection of Wärtsilä dual-fuel engine technology, in application to both propulsion and auxiliary machinery. The main power plant will in each case comprise four W46DF engines, using ninecylinder models rated at 10,305kW, to give a combined, maximum continuous output of 41,220kW. The drive to twin controllable pitch propellers will be via gearboxes that reduce the rotational speed from 600 to 144rpm. To the benefit of thrust effect and manoeuvrability, Kongsberg Maritime’s Promas system has been specified, whereby

DESIGN FOR PERFORMANCE

n The contract between Rauma Marine Constructions (RMC, pictured) and state-owned TTLine was assessed as the largestever individual transaction between Australia and Finland when it was concluded

rudder and propeller form an integrated whole. Prior to contract signing, Kongsberg carried out advanced computational fluid dynamics (CFD) analyses of the Promas units in application to the ro-pax design, to establish cavitation properties and ensure optimal performance at the vessels’ expected 26-knot cruising speed. Manoeuvrability when docking will be further aided by four TTC tunnel thrusters from the same company.

Dual-fuel operating flexibility will also extend to the auxiliary installation, given the selection of W20DF prime movers for the three generator sets. Wärtsilä’s contribution includes its proprietary LNGPac solution, embracing fuel storage, fuel feed and control systems.

A contract covering the supply of LNG bunkers has been entered into for the first ship, while the machinery also offers the capability to run on bio-fuel as a ‘greener’ alternative to fuel oil.

Significantly, TT-Line has not opted for a battery pack, given the comparatively long-haul nature of the service, at 242 nautical miles. However, the company has addressed the issue of atmospheric pollution and noise emissions within port communities by ensuring that the vessels will be fitted so as to enable electrical power to be drawn from the landside grid when alongside. This has necessitated the creation of new infrastructure at both Geelong and Devonport.

The process of implementing the newbuild scheme has been long and tortuous. TT-Line began considering fleet renewal well over a decade ago, and initially awarded a EUR438m ($466m) contract to Flensburger SchiffbauGesellschaft (FSG) in May 2018, anticipating completions during 2021. However, the deal was cancelled in February 2020 by the Australian company’s owner, with the mutual consent of the German shipbuilder, as the then financially troubled yard was reportedly struggling to obtain export guarantees and as doubts had been raised over its ability to meet contractual delivery terms.

A memorandum of understanding (MOU) was immediately signed with RMC for two newbuilds. The Finnish shipbuilder had been one of the yards on the original shortlist. Much of the technical planning work that had already been undertaken by TT-Line and its Finnish consultants was seen as transferable to the detailed design phase and contract negotiations with the Finnish yard. Handovers of the completed ships were targeted for end-2022 and late 2023, respectively.

But, in a further twist to the fleet renewal saga, and with COVID-19 ravaging society and economies, the Tasmanian

government in July 2020 cancelled the MOU and requested TT-Line to re-consider its decision to build in Finland, and explore possibilities for construction in Australia.

Subsequently, as practical considerations came into play, negotiations were resumed with RMC, leading to the award of a firm contract in April 2021, albeit with the proviso that certain items of ships’ equipment and outfitting should be sourced in Tasmania or mainland Australia.

At the time, the order was reckoned to be the biggest-ever individual transaction between Australia and Finland. The ship operator was unequivocal as to the national merit of the project: “The investment we are making in these ferries is a once-in-a-generation event that will deliver important benefits to Tasmania’s visitor economy and the broader economy,” observed TT-Line’s Spirit of Tasmania CEO and managing director Bernard Dwyer.

Having developed the concept design, the Finnish consultancy Foreship has gone on to support TT-Line during the building process, lending expertise in naval architecture, hydrodynamics, cargo and passenger service concept development and systems engineering, and reviewing design documentation, drawings and plans. The Swedish interior design firm Figura Arkitekter, which had been retained for the comprehensive refurbishment of Spirit of Tasmania I and Spirit of Tasmania II in 2015, has also made its mark on the newbuild programme.

Tasmania-domiciled contractor Crisp Bros & Haywards was assigned the manufacture of around 300 steel lashing points of different types for welding to the vehicle decks of the new vessels, to form part of the freight trailer locking system for security on Bass Strait crossings. This was seen as the first of many deals aimed at providing Tasmanian content for the newbuilds. A subsequent order entailed fire safety insulation material from CBC Systems of Hobart.

The line’s current mainstays, Spirit of Tasmania I and Spirit of Tasmania II, were completed by Kvaerner Masa Yards (now Meyer Turku) in 1998 as the Superfast IV and Superfast III, respectively. After four years on Greek-owned Superfast Ferries’ cross-Adriatic link between Patras and Ancona, the vessels were sold to TT-Line and entered the Tasmanian traffic in 2002.

Each was designed for a 28.5-knot service speed, by virtue of fine underwater lines in combination with a potent, 42,240kW medium-speed diesel plant, consisting of four 16-cylinder models of the ZA40S type from the former Wärtsilä NSD range, driving twin controllable pitch propellers.

Credit: RMC

WALK-TO-WORK ON THE DOGGER BANK

A major programme of investment in support vessels tailored to the long-term needs of the offshore wind sector on the UK Continental Shelf is being rolled out by the Aberdeen company North Star Renewables. By David Tinsley

n State-of-theart in the service operation vessel (SOV) market: Grampian Tyne

Two of four service operation vessels (SOVs) contracted from the VARD Group have been delivered so far this year, and a further order spanning up to four ships in the commissioning service operation vessel (CSOV) category have been placed with the Norwegian international shipbuilder.

Grampian Tyne and Grampian Derwent have given first form to the SOV series, with the third newbuild, Grampian Tees, in hand at VARD’s Vietnamese premises and expected before the end of 2023. She is to be followed by the fourth ship, Grampian Tweed, some 12 months later.

Each of the SOVs has been committed on 10-year charter to support operations and maintenance (O&M) work on the Dogger Bank offshore wind farm in the North Sea, some 130km from the Yorkshire coast. Once fully completed in 2026, the 3.6GW development will be the largest of its kind worldwide, with capacity to supply 6m British homes.

All four vessels will work from the Port of Tyne, where the O&M base has been established by the Dogger Bank partnership. Dogger Bank is being built in three consecutive phases of 1.2GW, and is being delivered by a joint venture composed of SSE Renewables (with a 40% stake), Equinor (40%), and Vaargronn (20%). SSE Renewables is leading on construction and commissioning, while Equinor will operate the wind farm on completion. The charter terms on the new

SOVs include options for three one-year extensions beyond the initial 10 years.

Endorsing the effectiveness both of North Star’s project management and the Norwegian-Vietnamese pairing in the construction, entailing primary build at VARD Vung Tau shipyard and final outfitting and equipping in Norway, both Grampian Tyne and Grampian Derwent were completed ahead of schedule. In fact, Grampian Derwent was delivered to the owner three months earlier than planned. This has enabled early mobilisation to support SSE Renewables with a new scope of work at the Dogger Bank Wind Farm.

Developed by VARD’s Norwegian design office in close cooperation with North Star, drawing on the latter’s experience in the often rigorous North Sea domain, the Grampian Tyne plus the nascent Grampian Tees and Grampian Tweed embody the 80m VARD 4-12 type, while the second ship in the series incorporates a larger iteration, the VARD 4-19 design. Diesel-electric main propulsion using cycloidal propellers, bolstered by a battery hybrid power system, is complemented by an array of manoeuvring thrusters to meet the exacting handling and positioning precision demanded of such vessels.

All the SOVs have been specified with high-grade accommodation for offshore wind turbine technicians and to

Courtesy of Yanmar

act as centralised logistics hub configured to both handle cargo and act as a functioning warehouse at the offshore location. The ability to sustain service in the harsh environment that characterises the central North Sea for much of the year, while imposing a low carbon footprint, has been a prerequisite of the design project.

While the 4-12 design has been developed to undertake corrective maintenance on the Dogger Bank C wind turbine arrays, the 4-19 is intended for planned maintenance operations on the development’s A and B arrays. The commanding central feature of the new generation is an integrated tower-mounted 30m height-adjustable, motioncompensated gangway, enabling direct access between the ship and the wind turbine. The walk-to-work system from the Norwegian company Uptime is fundamental to the efficient, logistical capability of each vessel.

In the VARD 4-12, a total of 60 single-berth, en-suite cabins cater for 39 windfarm personnel plus 21 crew, and the facilities include a large mess, gym, four day rooms and two meeting rooms, and multiple offices.

Derwent Tyne and the two 4-12 newbuild sisters each have a 2t 3D motion-compensated crane plus ancillary 1t and 2t deck cranes, all manufactured by the Norwegian firm Red Rock. The adoption of a side-loading logistics concept allows freight and equipment transfers from the quayside direct to the SOV’s 510m2 covered warehouse facility at main deck level.

By comparison, the 4-19 design version as applied to Grampian Derwent accommodates up to 50 client technicians, and has increased internal warehousing. In addition, the vessel is equipped with a 17m helideck and higher-rated (5t) 3D crane for offshore lifting.

Onboard decision support software and a digital twin solution created with MO4 is being rolled out in the new vessels and across the fleet to enhance operational planning and performance, referencing client scheduling, metocean forecasts and collated KPI monitoring reports.

SHIP DESCRIPTION

PRINCIPAL PARTICULARS - Grampian Tyne/VARD 4-12 design

Length overall 79.8m

Length bp 72.8m

Breadth 19.0m

Depth 7.4m

Draught 5.6m

Gross tonnage 5,033t

Deadweight 1,852t

Open deck area 330m2

Interior warehouse 510m2

Propulsion system Diesel/battery-electric hybrid

Main engine power 4 x 1,370kW

Main propulsors 2 x Voith eVSP

Manoeuvring thrusters 2 x tunnel; 1 x retractable

ESS (battery) capacity 745kWh

Class DNV

Class notations 1A, BIS, Battery(Power), BWM(T), Clean(Design), COMF(C-2, V-2), DYNPOS(AUTR), E0, LCS, NAUT(AW), Recyclable, Shore power SPS, Walk2work, ER(SCR)

Registry UK/Newcastle

North Star’s chief technology officer James Bradford reaffirmed that the use of Voith electric eVSP units for main propulsion yielded benefits in terms of instantaneous response to vessel motions, improving stability for operations, enhancing onboard comfort and reducing the fuel burn by around 13%. Rim drive tunnel thrusters mounted forward also provide highly responsive thrust while being “very quiet”, thereby enhancing habitability.

“Our propulsion system is fully electrically driven, allowing us to utilise hybrid technologies, including just under 1MWh of batteries used for spinning reserve in dynamic positioning and peak-shaving. We believe this saves a further 20% of fuel burn versus standard technologies,” added Mr Bradford. In fact, Corvus Energy’s description of the Orca ESS installation supplied quantifies the capacity as 745kWh.

In reference to the choice of engines, he said “Having four identical generators allows us to spread the load, and the medium-speed approach allows the engines to work closer to optimal load in operations. This was more expensive than a father-and-son approach but we believe the Yanmars will offer efficiency and reliability in the long run, saving opex and improving available days. Yanmar also has a development plan for the its EY22 engines for modification to dual-fuel with methanol, and we have a lot of trust in its R&D approach and credibility in the development of new solutions.”

Each SOV is equipped with bespoke, hybrid-powered daughter craft to be used primarily as crew and equipment transfer vessels and able to operate in sea states corresponding to a 1.7m significant wave height. The craft have been designed in collaboration with Southampton naval architects Chartwell Marine and built in Great Yarmouth by Alicat Workboats. Each is gyro-stabilised and arranged for eight passengers and up to one ton of deck cargo.

The diesel-electric propulsion system is based on Japanese medium-speed diesel power, whereby four main aggregates each incorporating a six-cylinder Yanmar EY22ALW engine rated at 1,370kW (1,300kWe) deliver energy to a pair of Voith eVSP cycloidal propellers. The latter achieve maximum thrust in all directions, and each unit’s directly integrated permanentmagnet, synchronous motor ensures high torque and fast response, in a system that dispenses with gears.

The solution ensures a more direct and almost loss-free conversion of the electrical drive power into thrust and keeps noise emissions to a minimum.

Grampian Tyne has two Kongsberg Maritime PMTT2200 bow tunnel thrusters and a Kongsberg retractable azimuth thruster. Dynamic positioning to DP2 standard is realised through a system from Marine Technologies using SceneScan, Rangeguard, Cyscan and twin DGPS reference sensors.

Following the SOV contract, the subsequent tranche of newbuild work awarded by North Star to VARD entails two commissioning service operation vessels (CSOVs) of the unique VARD 4-22 design, specified with battery packs and prepared for future adaptation to methanol fuel. Deliveries have been stipulated within the first half of 2025, again making recourse to hull fabrication in one of the contractor’s overseas yards, followed by outfitting and completion in Norway. The agreement was signed earlier this year, and includes options on third and fourth vessels.

The latest order denoted a further stage in the Aberdeen company’s ambition to expand its fleet with 40 vessels tailored to servicing the renewables sector by 2040, acting on growth prospects in the UK and European markets.

Our propulsion system is fully electrically driven, allowing us to utilise hybrid technologies, including just under 1MWh of batteries used for spinning reserve in dynamic positioning and peak-shaving

•Seals and bearings

•Dry dock services

•Underwater repairs

•Additives to prevent leakage

Call

Maintaining the highest possible standards for our customers. Service, upgrades and retrofits.

Maintaining the highest possible standards for our customers. Service, upgrades and retrofits.

● Governors / Actuators

● Governors / Actuators

● Support for all Viking based products and our new simple to install Viking352G upgrade pack (below)

● Support for all Viking based products and our new simple to install Viking352G upgrade pack (below)

● Spare parts & Service

● Spare parts & Service

● OEM quality overhauls and service exchange units

● OEM quality overhauls and service exchange units

● Propulsion Controls

● Propulsion Controls

● Generator Controls

● Generator Controls

● Power Management

● Power Management

● Turbocharger Condition Monitoring systems

● Turbocharger Condition Monitoring systems

MAINTENANCE 20 30 30 40 50 60 PROPULSION

Regulateurs Europa Limited Port Lane, Colchester. CO1 2NX UK

Regulateurs Europa Limited Port Lane, Colchester. CO1 2NX UK

Phone +44 (0)1206 799556

Phone +44 (0)1206 799556

Fax +44 (0)1206 792685Email sales@regulateurseuropa.comWeb www.regulateurseuropa.com

Fax +44 (0)1206 792685Email sales@regulateurseuropa.comWeb www.regulateurseuropa.com

For more information visit: seawork.com contact: +44 1329 825335 or email: info@seawork.com

us at +31 343 432 509 or send us an email:

info@aegirmarine.com

RIVERTRACE produces a range of products that meet and exceed the I.M.O. resolutions MEPC 107(49) and MEPC 108 (49) relating to water discharges from ships.

Telephone: +44 (0) 1737 775500 Sales enquiries: sales@rivertrace.com www.rivertrace.com/en-gb/marine

Is Is your damper providing engine protection? LUBRICANTS Explore our range of innovative, high performance and Environmentally Acceptable Lubricants,

damper providing engine protection?

Maintenance and Repair of Crankshaft Torsional Viscous Vibration Dampers

Tel: +44 (0)1422 395106

Fax: +44 (0)1422 354432 davidwhitaker@metaldyne.com www.metaldyne.co.uk

your engine at risk. Start protecting your most valuable asset.

www.totallubmarine.com

Spares and services for hatch covers.

–Rubber packing

–Bearing pads –Cleats

6 Clarence Rd, Leeds, LS10 1ND, UK Tel: +44 (0)113 386 7654

Fax: +44 (0)113 386 7676

Email: inbox@vickers-oil.com Web: www.vickers-oil.com

–Chain

–Hydraulics

www.cargocaresolutions.com

TANKERS LOOK TOWARDS GREATER EFFICIENCY

The international magazine for senior marine engineers

EDITORIAL & CONTENT

Editor: Nick Edstrom editor@mercatormedia.com

Correspondents

Please contact our correspondents at editor@motorship.com

Bill Thomson, David Tinsley, Wendy Laursen

SALES & MARKETING

Brand manager: Sue Stevens sstevens@mercatormedia.com Tel: +44 1329 825335

Production David Blake, Paul Dunnington production@mercatormedia.com

EXECUTIVE

Chief Executive: Andrew Webster awebster@mercatormedia.com

October 1973 saw The Motor Ship celebrating the continued dominance of the Diesel engine, with leading designs all reporting increased installations in the third quarter of the year, at least in terms of horsepower.

Sulzer proved to be the market leader in low speed engines, with engines in 68 ships, totalling just shy of 1 million hp. In this period B&W equipped 40 vessels, followed by MAN with 12 engines totalling 225,550hp.

In the medium speed sector, SEMT was easily the market leader, with MAN and Stork-Werkspoor as runners-up. Mitsubishi was noted to be gaining ground in both sectors, thanks to the rising Japanese shipbuilding industry. MAN’s medium speed production at its Hamburg works was the subject of a further article, the new facility being notable for its full electronic monitoring equipment.

It wasn’t all Diesel though. A leading article noted “bright prospects for gas turbine propulsion”, in both merchant and naval applications, despite the relatively higher fuel costs. Another article described RollsRoyce’s new facility, where the engines for a new aircraft carrier would be tested, with the possibility of developing a range of aero-derivative gas turbines for commercial ships. A further article looked at icebreaker developments worldwide, and although most fleets were satisfied with Diesel engines, the US and Canadian Coast Guards were opting for gas turbines, in the latter case driving alternators for electric propulsion. The USCG vessels used a novel propulsion configuration with a diesel electric plant for normal operation, that, when full power was required, would be switched off and the gas turbines employed to drive the CP propellers mechanically.

One interesting feature being applied to ice-class vessels designed by Wärtsilä was an ‘air bubbler’ to reduce friction between the ice and the hull – and which seems remarkably similar to current hull lubrication systems.

The main ship description in the October 1973 issue

focused on a class of 15 product tankers for BP, being built at Eriksberg, Scott Lithgow, Boelwerf and Cockerill. The article described British Tay, third of the six Eriksberg-built ships. The 25,650 dwt vessels were of 171.45m overall length, and featured a raised forecastle and poop, raked bow with bulb, and cruiser stern. Cargo tanks comprised six central tanks, two long and two short, with 16 wing tanks, with cargo handled by four steam-driven pumps. A particularly high standard of equipment and fit-out was noted for the wheelhouse and crew accommodation.

A B&W 6K74EF low speed engine, built by Eriksberg, was rated at 9000 bhp at 119 rpm, giving a 14 knot service speed. Electrical power came from a steam-driven 650kW alternator, with a Paxman Diesel-driven 600kW harbour set. The notinconsiderable steam demand was handled through a Senior economiser on the main engine uptake and a Blohm + Voss dual-pressure boiler. BP had installed an APV homogeniser in the fuel system to deal with the problem of sludge left behind after separating. The homogeniser pulverises the fuel into small particles which were burnt immediately in the main engine so no sludge could settle. The system was said to work well, with the separators, which were provided as standby in case of problems with the homogeniser, only needed to be run occasionally to check operation. The homogeniser, also known as a Fuel Energy Converter (FEC), designed by MantonGaulin and built under licence by several companies including APV, was given a fuller description in a separate article.

It was noted that the popularity of this type of clean product tanker, using direct-coupled main engines and waste heat for power generation, underlined a growing trend towards achieving greater operating economy.

TMS magazine is published monthly by Mercator Media Limited Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK

t +44 1329 825335

f +44 1329 550192

info@mercatormedia.com www.mercatormedia.com

Subscriptions

Subscriptions@mercatormedia.com

Register and subscribe at www.motorship.com

1 year’s digital subscription with online access £222.00

For Memberships and Corporate/multi-user subscriptions: corporatesubs@mercatormedia.com

n British Tay, one of 15 BP product tankers. Inset: The Manton-Gaulin FEC, which eliminated fuel sludge disposal issues

MOTORSHIP

MARINE TECHNOLOGY

We’re enabling long-term sustainability

Balancing decarbonization, availability, and economics is a challenge for energy-intensive sectors like power generation, shipping, and process industries. Retrofits are one of the most effective ways to achieve net-zero targets. Our experts convert your conventional fuel engines into dual fuel systems that can also run on green e-fuels. By upgrading existing engines and turbomachinery, we balance ecology and economy, and give your business a long, clean future.

with future-proof retrofit solutions