The Motorship September 2021

SEPTEMBER 2021

Vol. 102 Issue 1195

VOC recovery:

Offshore loading

Berge Bulk interview: Paolo Tonon on offsets

CNG vessel:

GASVESSEL design

Methane slip:

Technology focus

ALSO IN THIS ISSUE: ENGIMMONIA | Onboard carbon capture | UK yards report | EU Fit for 55

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CONTENTS

SEPTEMBER 2021

36 NEWS

18

18 Chilling hotel load news

Fahrenheit is seeking to develop an adsorption chiller specifically designed for use on ships.

25 Upstream funk

A revision to MARPOL Annex VI proposed

by Canada would introduce requirements for VOC reducing measures both for loading and laden voyages.

29 Next gen capacitor

Production of Skeleton Technologies’ next generation of supercapacitors could begin as soon as 2023.

40 REGULARS 8 Leader Briefing

More detailed information about the composition of LNG will help engine makers lower methane emissions further.

22 Shock of the new

The balance between conversions and newbuilds for FPSOs has changed during COVID, Luiz Feijo, Director Global Offshore, Market Sector Lead - Production, ABS notes.

24 VOC for offshore loading

10 Shipyard Report

29 Ramping up supercapacitors

40 Design for Performance

Social Media Linkedin Facebook Twitter YouTube

14 Methane slip

The introduction of electrification requirements will create opportunities for modern UK shipyards, Toby Mumford of Wight Shipyard Co.

Pragmatism and longterm thinking must underpin any bid to revitalise the UK shipbuilding sector, writes David Tinsley.

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

34

FEATURES

Wärtsilä Gas Solutions’ VOC Recovery unit offers an economic solution for a looming challenge for offshore oil operators.

Advances in supercapacitor technology will extend the range of applications for the electrical solution.

36 Berge Bulk pathway

Berge Bulk’s Technical Director, Paolo Tonon, discusses the pathway to carbon neutrality by 2025, including the introduction of carbon offsets earlier this year.

A new containment system and class of CNG vessels are suited to the transport of natural gas from offshore production.

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100

YEARS

2021

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

Stay in touch at propulsionconference.com

SEPTEMBER 2021 | 3

NEWS REVIEW

VIEWPOINT

REPLACEABLE BATTERY CONTAINERS CUT EMISSIONS FOR INLAND WATERWAY VESSELS

NICK EDSTROM | Editor nedstrom@motorship.com

The launch of DNV’s rigorously sourced and researched Maritime Forecast to 2050 offers a convenient opportunity for the industry to take stock of the progress of the maritime energy transition.

Inevitably, fuel choices, supply and technology dominate the report. Despite the rapid evolution of technology (we cover the emerging field of carbon capture technology in this month’s issue), the range of realistic economic alternatives to operating vessels on conventional IMO-2020 compliant fuels has been limited.

The topicality of the report was confirmed by A.P. Møller Maersk’s announcement that it would award Hyundai Heavy Industries a contract for up to 12 methanol-fuelled 16,000 teu container vessels in August. This order can be seen as marking the definitive arrival of methanol as an alternative fuel for commercial shipping, extending the scope of methanol-fuelled propulsion from smaller scale vessels in the chemical tanker segment to the container vessel market.

The order is also likely to stimulate the development of commercial production of low-emission methanol, creating sufficient demand for suppliers to bring limited supplies of bio-methanol or e-methanol supplies to the market.

We address the technical implications of the order elsewhere in the issue. Project partner MAN Energy Solutions confirmed that it would be introducing a new larger 95-bore MAN B&W ME-LGIM engine into its portfolio for the vessels.

The introduction of high-cost alternative fuels is likely to incentivise greater energy efficiency aboard vessels. OEMs are pre-empting demand by introducing energy efficient solutions, such as Alfa Laval’s new E-PowerPack, based on the organic rankine cycle.

The commercial implications of the order are also fascinating.

Despite the inevitably higher fuel bill for methanol-fuelled operation, Maersk is expected to be able to pass on the costs to consumers seeking deepsea low-emission container transportation. As reported last issue, EU level regulation, such as the carbon-border adjustment mechanism, may incentivise broader take-up.

One likely side effect is that it will accelerate moves by LNG producers to produce a benchmark to compare GHG emissions to permit LNG-fuelled container vessels to contest the low-emission container market. The Motorship understands that LNG suppliers are likely to agree on a common framework to define GHG emissions later in 2021.

Elsewhere in the magazine, we cover Wartsila Gas’s PSV-mounted VOC Recovery solution. The solution is expected to offer a comparatively cost-effective solution to the challenge of deploying VOC recovery solutions for offshore terminals. While take up of such technology has been scarce, a proposed amendment to MARPOL Annex VI Regulation 15 submitted by Canada and co-sponsored by Norway would introduce requirements for VOC reducing equipment both for loading and laden voyages.

We also consider the impact of EU regulatory changes, including the EU’s Fit for 55 package, on the passenger vessel market.

Finally, we focus on the UK shipping sector in this month’s outlook.

Toby Mumford of Wight Shipyard offers a brisk rebuttal to pessimists, offering a dynamic vision of international competitiveness, but identifies areas where the UK government could help more.

4 | SEPTEMBER 2021

© Zero Emission Services

Boundary Conditions

Wärtsilä has developed and delivered a mobile battery container solution that will enable inland waterway vessels to operate with zero emissions.

The first order, comprising three units, was placed by ZES (Zero Emission Services) BV, a Netherlands based company founded in 2020 by ING Bank, energy and technical service provider Engie, the Port of Rotterdam, and Wärtsilä. The order was placed and two containers delivered in June 2021.

The battery containers are installed on a 104 TEU inland waterway container vessel, which has been modified to allow two units to be mounted onboard. The system enables the vessel to operate on full electric power alone, with no carbon emissions being generated. The energy capacity is equivalent to that of approximately 36 electric passenger cars. When discharged, the containers can be exchanged and charged onshore using energy from renewable sources.

This replaceability is unique since battery containers have thus far been stationary installations.

“Within the Dutch transport sector, inland navigation accounts for five percent of the CO2 emissions. By switching from diesel fuelled to electric propulsion, an important step can be taken towards realising the Paris Climate Agreement targets.

Ships participating in the ZES service will eliminate around 1000 tonnes of CO2 and 7 tonnes of NOx per year,” says Willem Dedden, CEO of ZES. “Wärtsilä is committed to

8 The Alphenaar is the first inland waterway vessel to use the zeroemissions service made possible by Wärtsilä's battery container solution

supporting all efforts towards the decarbonisation of shipping. This initiative is part of that commitment. We have leveraged our in-house know-how in maritime battery and hybrid systems, our shore power and remote connection capabilities, as well as our extensive experience in serving inland waterway applications for the development of this product,” says Torsten Büssow, Director, Electrical & Power Management System, Wärtsilä Marine Power.

The Wärtsilä swappable battery container is fully equipped with safety systems, including an onboard fire protection skid. It is connected for remote monitoring.

The operational and certification trials were carried out commencing in the end of August, 2021.

The concept, which is supported by the Dutch Ministry of Infrastructure and Water Management, is based on a network of open access charging points. Here, depleted battery containers can be exchanged for fully charged replacements. A 'pay-per-use' model has been set-up whereby ZES charges only for the cost of consumed renewable energy. This allows the vessel's operating costs to remain competitive.

This first vessel fitted with the Wärtsilä battery containers, the Alphenaar commenced operations along the Zoeterwoude Alpherium - Moerdijk corridor in the Netherlands on 6 September 2021.

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NEWS REVIEW

BABCOCK'S FIRST LPG FGSS SYSTEMS ENTER SERVICE Babcock's LGE business, the UKbased liquefied gas solutions supplier, has announced that the first three examples of its ecoFGSS LPG fuel gas supply system have entered service onboard three LPG carriers.

The LPG carriers range in size from 38,000m3 to 90,000m3, and and have been delivered from shipyards in South Korea and China. Babcock announced the delivery of its first ecoFGSS system in April 2021.

The three carriers each used a different version of the ecoFGSS system, underlining the system's flexibility. The versions include: 5 Deck mounted Low Pressure (LP) pumps (for LPG at ambient temperature) 5 In-Deck tank LP pumps (for LPG at ambient temperature) 5 In-Cargo tank LP pumps (for fully refrigerated LPG) Each of the designs has been fully integrated with the LPG carrier's cargo handling system, which has also been provided by LGE. The systems have been successfully trialled across the range of main engine operating loads, and they are all now fully operational in service.

Neale Campbell, Babcock LGE Managing Director, said: “This milestone confirms LGE's market leading position in the LPG Fuel Gas Supply System market. It also leads the way for the delivery of a further 18 Fuel Gas Supply Systems currently on order to be delivered through to

BRIEFS GEA bilge separator

GEA has launched a new generation of bilge separators with integrated direct drive.

The GEA separators have an efficiency level of 96% and require 30% less space.

Equipped with an additional filter, the separator is said to guarantee a residual oil content of less than 5 ppm in the treated bilgewater.

The service interval has been doubled to 16,000 hours and the time required for maintenance reduced by 94%.

6 | SEPTEMBER 2021

2023, at various shipyards and for multiple shipowners.”

The supplier has now received 21 orders for its ecoFGSS to date.

In April, LGE announced the signature of frame agreements with Hyundai Heavy Industries, Hyundai Samho Heavy Industries and Hyundai Mipo Dockyard.

Under the frame agreements, LGE was selected as a preferred supplier for the design and supply of Liquefied Petroleum Gas (LPG) cargo handling systems for Very Large Gas Carriers and Mid-size Gas Carriers.

The experience gained in the development of LPG FGSS also

places LGE at the forefront of development of new ammonia-ready designs.

8 A picture of Babcock LGE's skid-mounted LPG FGSS

Windship Technology's triple-wing aerofoil AiP DNV has awarded an Approval in Principle (AIP) to UK-based technology developer Windship Technology for its triple-wing aerofoil.

The AiP represents the completion of the initial design phase related to the triple wing rig's structure and controls.

Windship Technology claims that the the rigs produce the highest power density of any current wind-powered solution.

With three rigs set, they can produce all the power required to sail an 80,000 0,000 dwt ship on the main long g transoceanic routes.

The triple-wing iple-wing rigs feature trailing edge flaps that allow for optimisation tion of the motive force produced d for a variety of incident wind angles. gles. The wings deployed on vessels els are located on a steel cruciform m base which provides the intersection section with the ship and

also house the lifting and lowering mechanism - especially important for port access and bridge height clearance. The rigs can be lowered either fore and aft or over the ship's side as required for loading and unloading operations. Whilst underway, the rigs are automatically controlled, rotating to gain the greatest motive advantage from the available wind power.

Hasso Hoffmeister, Senior Principal Engineer, DNV Maritime,

LPG-fuelled LAG first

Smart tool for GTT

Kawasaki Heavy Industries has booked a pair of 86,700 m3 LPG/ liquid ammonia gas (LAG) carrier newbuildings, for K Line and ENEOS Ocean. The orders are the yard’s first for a dual-purpose vessel capable of carrying LPG and liquid ammonia gas (LAG) concurrently, and represent the extension of K Line’s fleet into LPG-fuelled LPG/ammonia carriers. ENEOS is examining ammonia as an alternative to liquefied hydrogen for hydrogen transportation.

8 Simon Rogers of Windship Technology

GTT has launched a new digital ‘smart shipping’ tool to help LNG operators, and owners of LNG carriers and LNG-fuelled vessels to optimise voyages to reduce fuel consumption and manage boil-off gas. The LNG Optim solution, based on GTT's expertise in studying boil-off gas management and developed in collaboration with Ascenz, Marorka and OSE Engineering, has already been adopted by some key players in LNG shipping.

commenting on the award, said: "At DNV we want to support our customers by making sure that when they are looking to make efficiency gains, they have well proven and well tested options.

This is why we are so pleased to be working with Windship Technology, to help them build confidence in their Wind Rig system through the application of expertly verified models and data, based on our long-standing and globally accepted rules."

The triple-wing rig forms part of a wider Zero Emission shipping concept. The wider concept, which was covered in a feature in The Motorship in April, incorporates a diesel electric drive featuring a full carbon capture system that dramatically reduces fossil fuel consumption whilst eliminating NOx, SOx and particulate matter and zero CO2.

LCO2 cargo tank AiP

Bureau Veritas has given approval in principle (AiP) to Mitsubishi Shipbuilding for a cargo tank system to be mounted in a liquefied CO2 (LCO2) carrier. LCO2 carriers transport liquefied CO2 in a low temperature, high-pressure state. They play a pivotal role in the CCUS transportation stage.

BV confirmed that the design of the LCO2 cargo tank system met technical and regulatory requirements and standards for safety.

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LEADER BRIEFING

OFFSHORE WIND COULD HELP REBUILD LOCAL SUPPLY CHAINS Toby Mumford of Wight Shipyard Co discusses the challenges of preparing for changes in the UK and major European markets, and mulls greater localisation requirements

8 Wight Shipyard recently launched the world's first Hybrid SES CTV (Surface Effect Ship, Crew Transfer Vessel)

Toby Mumford of Wight Shipyard Co has little patience for special pleading or for complaints about challenging market conditions.

The shipyard itself reflects the character of its leadership team, with a dynamic self-starting character, far removed from traditional stereotypes of slow-moving commercial British shipbuilders.

Since the yard opened in 2016, it has specialised in the smaller high-speed passenger ferry and crew transfer vessel (CTV) markets, successfully competing for tenders in the UK and overseas.

The yard has rapidly developed technological expertise in a number of fields. Mumford is particularly proud of the yard's most recent build, the world's first Hybrid SES CTV (Surface Effect Ship, Crew Transfer Vessel), which travels 50% faster than a traditional CTV, while using hovercraft technology to reduce fuel consumption by 33%. “Global Marine and CWind have shown real foresight in the build of this vessel which is leaps and bounds more efficient than its competitors,” Mumford said.

The vessel is perfectly suited to the requirements of the offshore wind industry and oil and gas sector. The former represents a particular opportunity for the UK shipbuilding sector, Mumford noted. The UK is expected to attract investment of around £50bn into the offshore wind sector in the North Sea over the coming decade, which will see output rise to close to 40GW.

8 | SEPTEMBER 2021

The government has already recognised the potential benefits of developing local supply chains in the northeast of England, introducing localisation requirements for components used in offshore wind farms, such as blades.

Mumford noted that the expansion of the offshore wind sector will create significant demand for vessels, and wondered aloud why the government wouldn't introduce limited requirements for localisation for the vessels serving the sector, citing Norway's experience with similar requirements for its oil and gas sector.

“I'm not calling for a Jones Act, and there are capacity constraints for larger wind turbine installation vessels, but I think that specifying minimum UK content in vessels serving UK wind farms would be a very good starting point.”

Mumford offered a combative response to outdated perceptions about the competitiveness of UK shipbuilders.

“We can only speak for ourselves, but we are winning contracts in a highly competitive international market. In 2019 we went head to head with one of the words largest shipbuilders for a contract for four vessels for Malta, which we won through fuel efficient designs. We are about as far away as you can get from a 1960s era British large scale shipyard struggling with managed decline.”

Indeed, as a relative newcomer into the UK shipbuilding market, Wight Shipyard Co has brought with it the discipline of commercial best practice from other industries. “Cost control and accurate scheduling are simply 'par for the

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LEADER BRIEFING

8 The introduction of onshore power supply requirements across the EU's core TEN-T ports by the end of 2025 will alter the case for hybrid short-range passenger ferry designs

course',” Mumford said. “Our COO Joanna Daly comes from an aerospace background so has brought best practice across to shipbuilding sector, which is, as far as I am aware, a first in our industry.”

The longer-term advantages of building up local supply chains would outweigh any short-term boost to the Treasury although HMRC returns around 36% of the purchase cost to the treasury via tax takes. “These factors aren't taken into account when they weigh up whether vessels should be built in the UK or abroad,” Mumford noted, adding “this lack of joined up thinking is killing the industry.”

Instead of favouring domestic yards, Mumford notes that UK-based ship operators are in the curious situation of being disadvantaged in accessing trade finance rates. “The current government finance offering for newbuild vessels is run by UK Export Finance. As such there is currently no equivalent for UK companies looking for government finance.

“This puts us in the bizarre position of giving better financial support to companies operating vessels from outside the UK to those based in the UK. For example, if a Dutch company wanted to operate CTVs in the North Sea, they could access UKEF and get the good finance rates while a UK company wouldn't be able to so would have to pay more for their finance.”

As exports account for the majority of Wight Shipyard Co's orders, Mumford offered warm words for the UKEF's activity for export countries, although he noted European competitors offer faster completion times compared with UKEF deals.

Mumford noted that while trade finance rules have a significant impact on individual projects, the market as a whole is undergoing significant changes. Just to pick one recently announced change, the EU recently unveiled plans to introduce onshore power supply (OPS) across all the bloc's core TEN-T ports by the end of 2025, while the UK is currently consulting around introducing similar requirements.

This will alter the technological requirements of the passenger ferry market.

However, the requirements don not seem to take into account differences between urban mass transit vessels or short-range ferries and vessels plying longer routes. “The technology just isn't there for longer range fully-electric voyages. This sounds obvious but isn't always looked at.”

In addition to the technological barriers, Mumford noted that there were economic and infrastructure issues around the introduction of electrification into passenger ferries.

One of the specific issues was overcoming the higher Capex cost of electric vessels, which has been recognised by a number of OEMs as a barrier to adoption. Turning his attention from the international to the UK domestic market, Mumford noted lags well behind market leaders such as Norway in offering subsidies to encourage the building of electric vessels.

“While government tenders coming out may make the right noises about wanting hybrid, most of them don't have sufficient funding to allow hybrid to become a reality. The Government needs to lead by example and put the extra funding forward rather than wait for the private sector to make the changes first.

Turning back to the wider market, Mumford noted that the availability of high power shore connections was also a prerequisite for hybrid projects.

“We are now looking at a number of other hybrid projects.

Interestingly, high powered shore power availability is a requirement to make these really efficient.” The UK is expected to announce its own guidance on the provision of high power shore connections in 2022, The Motorship notes.

Mumford noted that there were a range of other solutions that could contribute towards greenhouse gas reductions, including alternative fuels, while aluminium hulls also offered specific advantages in terms of reduced fuel consumption.

“We are involved in a number of studies looking at both electric propulsion and hydrogen propulsion. While Hydrogen looks brilliant from a technical perspective, it is currently prohibitively ibitively expensive for a commercial operation. ion.”

Wight Shipyard Co as a yard rd will continue to build to its clients' requirements. “Our intention is to o keep leading the way building the lightest ghtest vessels we can with the most efficient hull lines. This means, regardless of which direction the market takes in terms ms of n propulsion, our vessels will remain at the forefront.”

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8 Toby Mumford, Business Development Manager at Wight Shipyard Co

SEPTEMBER 2021 | 9

SHIPYARD REPORT

BUILDING VALUE FROM RETAINED STRENGTHS

Credit: BAE Systems

Despite the UK's unheralded prowess in fulfilling the most technologically-complex naval vessel projects, the erosion of commercial shipbuilding capability and trade skills since the 1980s means pragmatism and long-term thinking must underpin any bid to revitalise the sector, writes David Tinsley

While a new version of the government's much-vaunted, defence-orientated National Shipbuilding Strategy is imminent, it is clear that there is no road back to engaging in the mercantile vessel construction markets dominated today by China, South Korea and Japan. Moreover, each of those countries possesses an extensive, powerful merchant fleet which provides a domestic market bedrock for shipbuilders, unlike the situation in the UK where the mercantile marine is a shadow of its former self.

The UK must play to a continuing, and in some cases strengthened, hand in specialised or bespoke smaller ships and craft, while increasingly resourcing efforts to foster design and powering solutions that answer to the new world order in reduced environmental impact and, ultimately, carbon-neutral performance.

Industry sources believe that the 'refreshed' national strategy, which would include a three-decade forecast of contracts for government vessels over 150gt, will be presented after the Government's comprehensive spending review during the autumn.

For a country which in the 1970s and 1980s was heavily involved in exporting shipyard design and shipbuilding knowhow, the UK is now in a position where it must tap into foreign technological expertise if it is to reset civil newbuild capacity and productivity. Furthermore, if the commercial shipbuilding tradition is to be maintained, there is a crying need for new blood. Committed, remaining players and some new entrants to the sector have accorded due recognition to the importance of craft apprenticeships, and recruitment into such schemes over recent years is helping to provide the platform that is needed to drive the industry forward.

10 | SEPTEMBER 2021

8 Construction of the first Type 26 frigate at Govan, HMS Glasgow

The fact that the defence market propels the single largest investment scheme currently under way in UK shipbuilding, the construction of a new assembly hall at Babcock's Rosyth complex, is indicative of the industry's orientation. But it is also a sign of business will and identification of wider potential, and of the fact that naval newbuild projects have an economic multiplier effect that benefits the whole supply chain.

Subheading The £32m (US$44m) building hall at Rosyth is part of a £55m (US$76m) capital expenditure plan implemented on the strength of the contract for five Type 31 Royal Navy frigates.

Central to the investment programme is the incorporation of advanced digital technology. The company said that this will result in a transformation of the shipbuilding production system. The new arrangements will be at the heart of a strategy to create what is described as “a digital thread”, covering everything from the vessel design stage, through every aspect of ship construction, equipping and engineering, and extending to the iFrigate data analytics system that will support the vessels once at sea.

The increased efficiencies in the manufacturing, build and assembly processes brought about by digitalisation will increase the group's competitiveness in the UK naval construction market (hitherto dominated by BAE Systems) and open up international opportunities. Babcock is now chasing naval projects to be launched by the Ukraine and Greece, among others.

In the meantime, it is significant as a mark of UK naval vessel design that the Type 26 frigate class now taking shape at the ultra-modern facilities of BAE Systems on the Upper

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Clyde for the Royal Navy is providing the template for Australia's Hunter class nine-ship frigate programme, and for Canada's 15-ship surface combatant series.

Having completed the acquisition of the principal assets of Harland & Wolff (H&W), Belfast, in December 2019, and subsequently buying the Appledore yard in Devon during August 2020, London-based investment company InfraStrata has implemented a strategy of reviving shipbuilding at both sites, as well as developing business in steel fabrication, offshore energy-related projects, and shiprepair.

The company has this year added to its H&W brand through the purchase of Burntisland Fabrication's sites at Methil and Arnish in Scotland. Providing complementary capacity to that of the yards at Belfast and Appledore, the move was predicated on opportunities in the renewables market, with both Methil and Arnish being in close proximity to offshore wind projects. The UK currently has the world's largest offshore wind market and developmental plans could see the sector quadruple in size by 2030. InfraStrata said that its latest acquisition had boosted the H&W Group's annual throughput capacity by 100,000t per annum.

Testament to the determination of H&W's new owners to take the Belfast yard back into ship construction, after an 18year gap, is its agreement with Spanish shipbuilding and defence group Navantia to jointly bid for selected projects.

Subheading An early target of the collaboration is the new generation of Royal Fleet Auxiliary (RFA) logistic support and at-sea replenishment vessels planned by the UK Ministry of Defence (MoD). Navantia's involvement would include technology transfer to raise efficiency and productivity at Belfast. A new competition for the trio of Fleet Solid Support (FSS) ships was launched in July this year. Announcing the tender, the MoD said “Building on the commitment made in the recent Defence Command Paper to create a shipbuilding renaissance, the competition will help revitalise British shipbuilding by requiring a significant proportion of the build and assembly work to be carried out in the UK.” But any prospective benefit to the UK marine industrial sector is still a way off as the latest stage in the long drawnout plans for the RFA tonnage allow up to two years before a contract is awarded (i.e. 2023), with deliveries pushed back to a 2029-2032 timeframe.

Meanwhile, hopes that last December's letter of intent (LOI) with Triumph Subsea Services would result in the construction of a 200m windfarm development vessel at Belfast including an option on a second ship, were dashed when Triumph cancelled the LOI in mid 2021. Triumph remains committed to having ving the tonnage built in the UK, and stated it would welcome ome discussions with other shipbuilders or a consortium um of yards.

Cammell Laird's Birkenhead head yard on Merseyside, one of the industry's jewelss in the crown, with a huge modular construction halll and four drydocks on a 130-acre site, is seeking to o build on its recent track record in high-value contracts, acts, which have included the polar research ship Sir David Attenborough, module deliveries under er the Aircraft Carrier Alliance, and production of critical units for the next generation of nuclear ear submarines on behalf of BAE Systems. ms. Those projects have been interspersed rspersed by the completion of three e small ferries for UK operators. Cammell ammell ng its Laird is currently setting 274m) sights on the £200m (US$274m)

Credit: British Antarctic Survey

SHIPYARD REPORT

trade promotion ship planned by the UK Government, and on a project for a dedicated surveillance vessel to protect telecommunication cables. The latter has many potential synergies with the Sir David Attenborough design, which would help to de-risk the programme.

The company's apprenticeship scheme is one of the biggest in the UK maritime industries, representing an investment of more than £19m (US$26m) by July 2021. Over the last 12 years, the yard has recruited nearly 300 apprentices, across a broad range of trades and disciplines.

Artemis Technologies, the firm behind the innovative eFoiler electric propulsion system and hydrofoil-type vessel design applications, has introduced a new apprenticeship programme in conjunction with Belfast Metropolitan College. Commencing this month (September), the three-year Advanced Manufacturing Apprenticeship will combine classroom tuition with hands-on experience at its Belfast premises.

The scheme is seen as a milestone in the roll-out of the Artemis-led Belfast Maritime Consortium project, to create 'transformative' marine technology and a new range of zeroemission, local transport vessels and workboats.

The development of UK shipbuilding expertise and competitiveness in the small vessel category is especially well demonstrated by Wight Shipyard, which has quickly asserted itself in the international market.

Subheading Formed as recently as 2016 by entrepreneur Sir Charles Dunstone and business partner Peter Morton, with a bold vision to restore UK shipbuilding business, the company has since turned out a series of high high-speed passenger ferries and wind farm support vessel ffrom its covered Cowes yard.

Some 60% of revenue is a attributed to export sales, the largest orders having come c from clients in Austria, Mexico, and Malta.

A Scottish-led intern international research consortium is building competence competenc in alternative, 'clean' fuel systems that harness marine renewable sources, and this in turn could ultimately provide opportunities for vessel construction in the UK. As part of the EU-funded, HySeas III research project, the Oslo-listed Oslo-listed, London-headquartered consultancy A AqualisBraemar has been appointed by Caledonian Maritime Assets (CMAL) to par partner in designing a hydrogen fuel cell ferry for the Northern Isles. h been implemented as the HySeas III has final stage in a three-part research

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

8 The design of the 129m Sir David Attenborough has potential synergies with a proposed dedicated surveillance vessel to protect telecommunication cables

8 The Secretary of State for Transport, Grant Shapps, will oversee the publication of the Ministry for Transport's detailed roadmap of the country's maritime decarbonisation strategy in 2022

SEPTEMBER 2021 | 11

SHIPYARD REPORT

8 Harland &Wolff's owners InfraStrata confirmed that the Appledore site in Devon was fully operational in August 2021, little over 2 years after its closure in 2019

programme that began during 2013, and aims to demonstrate that fuel cells may be integrated with a proven marine hybrid electric drive system (electric propulsion, control gear, batteries etc), along with the associated hydrogen storage and bunkering arrangements. A full-size drive train will be developed, constructed, tested and validated on land, for possible subsequent adoption in a newbuild. The proton exchange membrane (PEM)-type FC modules to be employed in HySeas III are already proven in road transport applications.

The project is coordinated by Scotland's University of St Andrews, and includes Danish, Norwegian, French, German and Swedish participants besides CMA and Orkney Island Council.

The small double-ended ferry foreseen would be for firstline duty in Orkney on the route linking Kirkwall with Shapinsay, where hydrogen fuel is generated through wind power. However, the vessel must also be capable of operating at other ports where hydrogen could become available in the future. Optimum through-life 'sustainability' will be the goal and theme permeating the vessel design.

Subheading CMAL fleet manager John Salton said “The contract award represents a significant step forward in establishing a new, innovative vessel concept and marks an important shift towards entirely emissions-free marine transport. Hydrogen ferries exist, but this concept is built around using hydrogen fuel cells to power a sea-going ship, the first in the UK and Europe. If successful, the next step will be to take the knowledge and know-how into building a ferry.” The capacity stipulated for the subject vessel is 120 passengers plus 16 cars or two trucks.

Scotland has already broken new ground in small ferry construction, whereby the Ferguson yard completed three 44m diesel-electric hybrid vessels between 2013 and 2015 of for CalMac's Hebridean services.

While the ongoing contract for CMAL's two 100m, dualfuel ro-pax ferries at Ferguson Marine has been beset by well-publicised problems leading to protracted delays and huge cost overruns, with 'worst scenario' delivery dates now set at September 2022 and July 2023, respectively, CMAL's much broader fleet modernisation plan is a point of interest

12 | SEPTEMBER 2021

for the shipbuilding community at large. The publicly-owned company is set on transforming the CalMac ferry network with a £580m (US$798m) investment over the 2021-2026 period from the Scottish Government.

Besides the pair of ships in production at Ferguson's Port Glasgow yard and the upgrading of various terminals and harbours, the programme encompasses a further 19 newbuilds. A tender for the first of six large ro-pax ferries sought was expected to be issued by the late summer of 2021, with a view to awarding a construction contract worth around £50m (US$68m) in March 2022. The vessel is intended to serve Islay and Jura.

The re-tonnaging requirement also spans two freightcarrying ferries for the Northern Isles, three passenger-only ferries for the Firth of Clyde, and seven small vessels for Hebridean routes. For the latter, CMAL said that it would explore the latest proven battery and onshore charging technology, and draw on its experience with the three existing, pioneering hybrids.

Other domestic projects, which will be open to both UK and foreign shipbuilders, include support vessels for Trinity House and the Northern Lighthouse Board (NLB), respectively.

The planned Trinity House newbuild will supersede the 1982-commissioned, 86m Patricia, while NLB's new ship will take over from the 2000-built, 51m Pole Star. NLB has set in train the procurement process, which is due to culminate in a build contract award next summer, with a targeted in-serve date of September 2024. The prospective fleet entrant will be specified with a hybrid power system, and is expected to offer a carbon emissions reduction of 26% at the very least relative to the Pole Star.

Elsewhere, consultancy BMT has been entrusted with a contract to design the long-awaited replacement for the 1977-built, 68m ferry Scillonian III, mainstay of the lifeline service between the Isles of Scilly and Cornwall, at the western tip of the English mainland.

For all shipbuilding endeavours, large or small, a critical test of expertise is accurate pricing at the outset and first-rate project management and cost control. Unprofitable contracts represent more of a threat to a largely privately-owned industry than lacklustre or ill-informed government policy.

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

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TWO-STROKE ENGINES

MAERSK 8 x 16,000 teu ORDER IS GAME CHANGER FOR METHANOL A.P. Moller-Maersk has placed an order with Hyundai Heavy industries for 8 x 16,000 teu container vessel newbuildings. The order for the dual-fuel methanol-fuelled newbuildings, which will be operated on carbon neutral methanol, includes an option for a further 4 vessels However, the order merely confirmed a series of regulatory and technical developments that have lifted methanol up the rank of potential alternatives to LNG as a fuel for deepsea merchant shipping.

The regulatory landmark was achieved in November 2020, when the IMO's Maritime Safety Committee approved interim guidelines on the use of methanol as a marine fuel.

Technical barriers to the wider implementation of methanol-fuelled propulsion on vessels that were not transporting methanol as a cargo have also been addressed, with advances in fuel line, boiler and 4-stroke technology.

Alfa Laval's contribution to the latest methanol-fuelled containership newbuilding project was significant. This participation included the extension of the functionality of its LFSS to meet the requirements of methanol-fuelled fourstroke auxiliaries and boilers.

The announcement by HiMSEN that it was adding a methanol-fuelled option into its engine programme in February, after Maersk's first order of a methanol-fuelled container feeder, was as significant as MAN Energy Solutions adding a 95 bore methanol-fuelled engine to its portfolio in August.

In fact, MAN ES had been developing a larger bore MAN B&W G95ME-LGIM engine to meet demand from container vessels for some time. Peter Quaade, Head of Dual Fuel Technology group at MAN ES, told The Motorship that the engine designer was considering extending the range of LGIM engines in an interview in July 2021, alongside a discussion of the first order for its water-methanol solution.

The new MAN B&W G95ME-LGIM is unlikely to be the last methanol-fuelled engine to come to market in the coming future. Wartsila has also publicly announced that it is considering adding a methanol-fuelled engine to its line-up, drawing on its own experience with operating engines on the Stena Germanica.

One of the less noted technical implications of the methanol-fuelled boxship project is that it will alter the economics of fuel efficiency solutions. Alfa Laval noted that its development work for the project included the development of innovative solutions, such as the Alfa Laval E-PowerPack, a new solution based on the Organic Rankine Cycle (ORC).

While The Motorship has followed the economics of ORC solutions aboard conventional and LNG-fuelled vessels in some detail, it is an interesting example of how technologies offering even comparatively limited fuel savings will become viable if vessels begin to operate on significantly higher-cost alternative fuels.

End-users bear cost of decarbonisation Which brings us to the second - and more profound implication of the order. By paying a relatively slender 'premium' of 10-15% for the methanol-fuelled vessels, Maersk has calculated that it can mitigate regulatory risks.

The higher costs associated with operating on methanol

14 | SEPTEMBER 2021

8 A graphical rendering of the ME-LGI engine

are well known, reflecting price differentials between methanol and VLSFO and HSFO, as well as higher fuel consumption. The premium for green methanol is expected to be even higher initially.

However, Maersk expects to be able to pass on the additional costs of green methanol fuelled shipping to consumers seeking low-emission container transportation.

As end-users will ultimately bear the cost of decarbonisation, the solution appears to be both transparent and fair to the shipping industry. However, the question remains whether there is sufficient appetite for carbon-offset transportation to support a larger number of vessels entering the market.

Fuel holds the key Given the emergence of viable business models and the introduction of technological solutions, the greatest significance of the order is likely to be effect that it will have on fuel suppliers. This is likely to bring forward the creation of bunker infrastructure for methanol, avoiding the familiar 'chicken and egg' issue that affected LNG availability in the early days.

One such example of a bunker supplier investing to develop supply emerged in August, when Maersk announced that it was partnering with European Energy to develop around 100,000 tonnes/year of e-methanol for its first vessel to operate on carbon neutral methanol. The supply of e-methanol will be sufficient for Maersk's first methanolfuelled vessel when it enters service in 2023.

The large container vessel order will create sustained demand for e-methanol or bio-methanol, which is likely to help to bring to market supplies of e-methanol and LBG significantly sooner than would otherwise have been the case.

As a senior manager at one leading classification society crisply described it: “Maersk are one of a select group of companies that can affect the market.”

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MOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

TWO-STROKE ENGINES

WHERE WILL THE JOURNEY TO REDUCE METHANE SLIP END? The financial challenges involved in eliminating methane slip from engines are likely to be just as important as the technical ones - and both should be considered in the context of methane emissions that occur throughout the full lifecycle of LNG production and use There is no physical law that states Otto-cycle engines will always produce methane slip, and some single-fuel Otto-cycle engines have come close to a design which almost eliminates this issue. But, says Rene Sejer Laursen, Director, Fuels and Technology at ABS, there will always be a boundary in the combustion zone were the fuel-toair ratio is outside the range, where the gas-to-air mixture cannot burn. “One of the challenges is to minimize this zone by improving the mixture of air and fuel to get a fully homogeneous mixture in the entire combustion chamber.

This is however an extremely difficult design challenge that will probably never be completely solved.”

Otto-cycle engines are a compromise in design between diesel combustion and methane combustion and in order to be competitive in efficiency, the design is stretched to its Mean Effective Pressure limit, says Laursen. If the engine was optimized solely for gas, diesel combustion will be very poor, and it would probably not be attractive for the marine market.

As a result, the combustion chamber design is not ideal for combustion of gas: at high load the engine operates close to both the misfiring and the knocking zone and this can cause instabilities in the combustion which also explains some of the methane slip.

Other challenges include valve overlapping which sends methane from injection directly through the exhaust valve without any combustion and the design of a combustion chamber which minimizes pockets where the gas can hide during combustion. “This development has been going on for quite some years, and engine makers have made significant improvements solving these problems,” says Laursen.

An exhaust gas recirculation (EGR) system has been added to mix exhaust gas into the scavenge air system. This makes it possible to control the air mixture better than just using the turbocharger to help control combustion. “Another solution under development is a gas oxidiser that can be mounted in the exhaust gas system to burn the slipped methane.

However, this requires high temperatures which means it would have to be mounted before the turbocharger in the high pressure pres location, a development that is so far only suitable for 4-stroke engines, en since in 2-stroke engines the t temperatures are lower.”

Monitoring methane slip To reduce methane slip further, online measurement of the gas quality/gas composition is required, re says Laursen. Introducing a gas chromatograph would be a way wa to monitor gas composition, but this equipment is expensive and requires requir a lot of maintenance in order to work as intended. Engine manufacturers th are therefore instead looking to develop

16 | SEPTEMBER 2021

sensors that can be used to measure gas composition online as it can improve efficiency and minimize methane slip.

“The monitoring of methane slip in operation is not being done currently, and presently there are no plans to introduce regulatory requirements to do so,” says Laursen. “Because methane slip increases with poor combustion and a poor mixture of the air and gas, the operator's focus should be on keeping the engine continuously optimized, meaning that injection equipment is well maintained, wear of combustion components is monitored and injection timing is adjusted according to combustion conditions.”

MAN's EGR reduces methane slip by 50% MAN Energy Solutions recently announced that it has received 40 orders for its Otto-cycle MAN B&W ME-GA engine - the latest addition to its dual-fuel portfolio introduced in March 2021. The company attributes the order surge to the

8 A rendering of MAN Energy Solutions' lowpressure dual-fuel ME-GA engine

8 Thomas S. Hansen, Head of Promotion and Customer Support, MAN Energy Solutions

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

TWO-STROKE ENGINES market's demand for the latest generation of Otto-cycle, twostroke engines and the low levels of methane slip it achieves.

Orders have come from all three major shipyards in Korea.

Thomas S. Hansen, Head of Promotion and Customer Support, MAN Energy Solutions, said: “The ME-GA comes with our high-pressure EGR as standard, a technology we have refined over the past decade. The increased focus on methane-slip reduction, as well as other operational/ technical benefits, has established EGR technologies as the new standard for contemporary LNG-carrier design featuring Otto-cycle engines.”

MAN has achieved methane slip rates of 0.1 - 0.3 g/kWh in its Diesel-cycle ME-GI engine, but as a relative newcomer to Otto-cycle technology, has conducted over a thousand tests on the ME-GA engine varying different combustion parameters to minimise methane slip. “We improved the efficiency of gas consumption by 3%, and with the addition of EGR we are able to reduce methane slip by up to 50%,” says Hansen. This was achieved by giving the slipped methane a second chance at combustion and also by improving control of the oxygen injected into the cylinder. “We were able to control a phenomenon which is an Achilles Heel for Otto-cycle engines, and that is to prevent the gas mixture from self-igniting. The EGR makes it possible for us to compress the gas more to achieve a high combustion pressure without self-igniting by controlling the oxygen content in the chamber.”

MAN is also exploring the potential of oxidation catalysts that could eliminate methane from the exhaust gas, but Hansen says the technology could come at a significant space and cost penalty. While Otto-cycle engines can boost the overall fuel efficiency for some LNG carriers, the addition of such technology could push the economics to the point where it would be preferable to have a Diesel-cycle engine instead.

An extended transition MAN has already developed a methanol engine and is expecting to have an ammonia engine read by 2024, perhaps giving the impression that LNG, often considered a transition fuel, will be left behind relatively quickly. Hansen anticipates the potential for a sudden disruption, but he says there will still be a big fleet of gas carriers, and over the next 10 years, a lot of LNG-fuelled vessels will be built. There could be thousands of ships operating. “We have to make those ships as efficient as possible.”

Beyond that, he believes market forces could also keep LNG viable. “I would expect companies, seeing a declining interest in their product, to lower their prices, and that could shift everything again if the price is sufficiently low.. If carbon capture is available, then I don't say LNG will be left eft behind, just LNG's pollution will be left behind.”

from Queen Mary University in the UK, led a mission to measure methane emissions on the Cheniere-chartered newbuild GasLog Galveston during a round-trip voyage from Cheniere's Corpus Christi liquefaction facility in the US to a discharge port in Europe. The work has been supported by the Collaboratory to Advance Methane Science, and the results are expected to be published later this year. “This project comes at a critical time, with policymakers seeking to understand both how to regulate industry and ensure that climate targets are met. Accomplishing this will depend on ensuring transparent, emissions-related data is available and lessons learned from studies such as this are implemented.”

Factoring in renewable energy Researchers from the University of Victoria in Canada conducted a well-to-propeller environmental assessment for two vessels operating in British Columbia. They found that Diesel-cycle natural gas engines produce 2% fewer CO2 emissions than low sulphur fuel oil, while lean-burn Ottocycle engines and dual-fuel gas engines result in 4% higher CO2 emissions.

In all cases, the largest contributor to emissions was the marine engine. This conclusion was attributed to the strict environmental regulations enforced in British Columbia, relatively new natural gas infrastructure and that most of the electricity used in the natural gas pathway comes from renewable energy sources such as hydro.

It's a bigger problem than LNG Looking to the future, DNV Business Development Manager Christos Chryssakis believes that exhaust after-treatment could further reduce methane slip - even up to 70%, but there is currently little incentive to add expensive systems without a regulatory push.

He notes the importance of upstream emissions: without reducing those, the best engine technology doesn't necessarily help the environment. The IMO has started discussion on the lifecycle of fuels, driven by the use of biofuels and synthetic fuels, which face similar potential problems to LNG. But, he says, methane slip is not just a problem relevant to gas production. In oil production, gas either escapes or is flared because there is no interest or infrastructure to capture it. “It's a bigger problem than just LNG,” he says. “And it's important to take care of it, because methane has a very big environmental impact in the short term.”

8 Rene Sejer Laursen, Direc Director, Fuels and Technology at a ABS

Evaluating the full LNG life-cycle UK researchers published a study this year analysing lysing the environmental life cycle and costs of LNG as a fuel, including examining methane slip from high and low pressure sure dualfuel 2-stroke engines. The study was based on published research data, and they found that the engines es reduce climate impacts across all metrics compared to the other engines and fuels evaluated, but only when supply pply chain emissions (upstream, transport and bunkering) ring) are constrained. Switching from other fuels to LNG offered a reduction in GHG emissions of up to 28%, whereas as supply chain emissions contributed 21-24% for the LNG-fuelled G-fuelled engines and 14-16% for conventional liquid fuelled engines.

The researchers note that the 2-stroke data wass obtained from test-bed results rather than operational data. So, following the study, one of the researchers, Dr Paul Balcombe

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

SEPTEMBER 2021 | 17

TWO-STROKE ENGINES

AMMONIA PROJECT TO INTEGRATE NEW ENERGY-SAVING SOLUTIONS The EU-funded ENGIMMONIA project will evaluate how to promote ammonia as a bunker fuel as well as the shipboard potential of a range of land-based clean energy solutions including waste heat recovery and renewables integration on board The project, which commenced in May 2021, aims to promote the adoption of clean energy technologies, particularly for retrofit, and will involve demonstrationscale installations on an oil tanker, a container ship and a ferry. In parallel ENGIMMONIA will study how to abate emissions from dual-fuel ammonia engines, via specific N2O abatement solutions. With funding from the European Union's Horizon 2020 research and innovation program, the project is coordinated by Italian company RINA Consulting and involves 21 project partners from nine countries, including several technical universities and shipowners.

There are two main goals for the technology development, says project coordinator, Stefano Barberis from RINA. ENGIMMONIA will study the benefits of using ammonia as a bunker fuel, with much of the work undertaken at MAN Energy Solutions' engine laboratory in Denmark focused on N2O Emissions abatement. The Port of Genoa in Italy will be involved in evaluating bunkering and logistics in Europe.

The second goal for the project aims to test other onboard technologies including waste heat recovery via Organic Rankine Cycle (ORC), adsorption chillers for space cooling and the installation of photovoltaic (PV) composite surfaces on the vessels. These installations will involve onboard fuel/ energy/heat management optimisation via a real time energy management system. While the installations will be demonstration-scale, naval architect firm C-Job will study the integration and upscaling of the solutions.

RINA will focus on the regulatory, policy, infrastructure and safety aspects of all of the technologies evaluated in the project. This will include analysis of the health and safety and classification aspects of the technologies, development of a roadmap for the adoption of the concepts and an in-depth analysis of bunkering ammonia, including a specific study at the Port of Genoa.

METIS and SEASTEMA will be developing digital services to acquire data from any instrument on board the vessels relating to operational efficiency and environmental performance; assist crew in operating machinery and vessel at optimum efficiency; and support data scientists in evaluating the new technologies and fuels. A key part of that will be to provide a platform for all the engineers working on the project so they can collaborate, access data and run feasibility studies, says Serafeim Katsikas, CTO at METIS. “We need to gather data to understand all the factors that affect the performance of the vessel and the environmental footprint,” he says. This involves coordinating team members to determine the type of data they can provide, looking for ways to standardise the data and developing key performance indicators (KPIs). These KPIs will be used to evaluate individual technologies and their potential return on investment as well as to consider the safety and operational status of the whole vessel. “There are a lot of aspects to this that we have limited knowledge on today.”

The three vessels won't be fitted with engines that burn

18 | SEPTEMBER 2021

ammonia as fuel: there are two other European projects underway to develop 2-stroke combustion engines fuelled by ammonia, but the ENGIMMONIA project will study ammonia engine exhaust gas, particularly the formation of nitrous oxide (N2O or laughing gas).

The preferred option is to prevent its formation in the combustion chamber, say Stefan Mayer, head of engine process research at MAN Energy Solutions, but this is yet to be achieved in large 2-stroke engines. While confident that learning from smaller engine technology will help with this, he says the project partners are also addressing options for controlling N2O in the exhaust gas. “We are looking at a very wide envelope of combustion regimes and concepts,” he says. For this, MAN is partnering with leaders in modelling and simulation including researchers from Haldor Topsoe, Polytechnic University of Milan, Lund University, Aristotle University of Thessaloniki and the Technical University of Denmark (DTU).

DTU's Professor Anker Jensen explains: “While catalysts for removal of NOx is a well-developed technology used on ships today, it is not so for catalysts for removal of N2O (by converting it to harmless N2 and O2 or H2O). Note that N2O is a gas with a greenhouse warming potential 300 times that of CO2 so only a small emission of N2O may offset the positive effect of burning a green and non-carbonaceous fuel like ammonia.

“The purpose of my part of the ENGIMMONIA is therefore, in close collaboration with the company Haldor Topsoe, to develop a catalyst that can remove N2O from the flue gas.

Initially, we will screen the literature for candidate materials for both decomposition (i.e. no reactant added to the flue gas) of N2O and materials that catalyse the reduction of N2O to harmless N2 by reaction with NH3 - readily available on the ship.” His team will then synthesize materials and test them for activity in powder form. Top candidates will be formulated into catalytic elements for use on ships and then tested.

8 Fahrenheit is seeking to develop an adsorption chiller specifically for use on ships

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

TWO-STROKE ENGINES Supported by researchers from the Institute for Advanced Energy Technologies Nicola Giordano (CNR-ITAE), Fahrenheit is to develop an adsorption chiller specifically for use on ships. A specialist in sustainable energy solutions, Fahrenheit will develop a cooling system based on its adsorption chiller technology that will use waste heat from the ship's engine to cool passenger areas. “When developing concepts, we always cater for the specific needs of the respective heat source and the cooling requirement. We are convinced of the great potential in deploying adsorption chillers on board ships,” says Eliza Nowak, project leader for Fahrenheit.

An adsorption chiller cools water that is then used to aircondition rooms or to cool, e.g., machines, servers or other processes. The unique quality of adsorption cooling is that it uses heat, e.g., central heating or waste heat from machines, instead of electricity as the main input energy. Therefore, the adsorption chiller saves approximately 80 percent of electricity costs that would normally occur for an airconditioning system or chiller.

The first step in developing the onboard system is to identify the best material pairing of sorption and cooling agents for a prototype. “In this phase, we shall characterise different sorption agent configurations in regard to their sorption capacity, achievable cooling capacity and the thermal stability, and define the optimal combination for the application,” says Nowak. While developing the final prototype, the CNR-ITAE will test different configurations of adsorption modules and heat exchangers that Fahrenheit will then optimise. The final prototype will then be installed on a ferry belonging to the Greek shipping company ANEK, and its operation will be monitored and analysed. “We will use the demo installation on the ship as a reference project, and ultimately we want to expand new collaborations and contacts within the shipping industry,” says Nowak.

Orcan Energy will demonstrate a larger marine ORC system than has been available up to now. In particular, the system will be better suited to the requirements of large two stroke engines but will be based on the reliable and wellknown technology Orcan has already introduced to the marine market, said a spokesperson for the company. It will be an enlargement of the product family. The ORC System is anticipated to be demonstrated initially on a tanker provided

by Famous Accounting Single-Membered Company Limited where it will be used to convert waste heat from the main propulsion engine into usable electricity and therefore reduce fuel consumption.

Orcan Energy has redesigned its efficiency PACK specifically for the marine industry. A heat exchanger transfers waste heat from the engine jacket cooling water and exhaust gas to the ORC circuit. There, the refrigerant - a non-toxic, non-flammable hydrocarbon - evaporates and is fed as superheated vapor to an expansion machine where the high-pressure refrigerant is expanded, driving the expansion machine. This rotational energy is then used to drive a generator that produces electricity.

Haldor Topsoe will contribute its knowledge on green hydrogen production technology and derived shipping fuels such as green ammonia. For example, the company is participating in another project which aims at building a 10MW green ammonia plant directly coupled to local wind and solar power generation in Denmark. The plant is expected to be operational by 2023, making it the world's first green ammonia plant of its kind. The dynamic approach entails that the clean power from wind turbines and solar panels will be connected directly to the electrolysis unit making it more cost-effective than if involving a battery or hydrogen storage.

The Spanish technology centre Tecnalia will work on the

integration of PV systems on the vessels and ensure the composite materials with embedded PV cells that will be used are suitable for marine conditions.

The ENGIMONNIA project partners are National Technical University of Athens (Greece), National Research Council (Italy), Technical University of Munich (Germany), the University of Genoa (Italy), Aristotle University of Thessaloniki (Greece), Tecnalia Research & Innovation (Spain), Technical University of Denmark (Denmark), Lund University (Sweden), Polytechnic University of Milan (Italy), Orcan Energy (Germany), METIS (Greece), Fahrenheit (Germany), C-Job (Netherlands), Ricreation (Greece), Seastema (Italy), MAN Energy Solutions (Denmark), Anonimi Naftiliaki Eteria kritis (ANEK) (Greece), DANAOS Shipping (Cyprus), Autorità di Sistema Portuale del Mar Ligure Occidentale (Italy), Famous Accounting, Technical, Commercial, Brokering, Shipping Single Membered Company Limited (Greece), Haldor Topsoe (Denmark).

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

8 The trial will include a demonstration of Orcan Energy's existing marine ORC system

8 Serafeim Katsikas, CTO at METIS

SEPTEMBER 2021 | 19

TWO-STROKE ENGINES

FAMILIARITY BREEDS AFFECTION FOR SAUER COMPRESSORS Sauer Compressors discovered the potential of 3-stage air-cooled compressors for the shipping industry early on and has therefore been a pioneer in developing these compressors for almost 50 years.

When the Railship I first entered service in 1975 on the Travemünde - Hanko route connecting Germany with Finland, it was the world's largest railway ferry. While its length of 180 metres was an achievement at the time, it bears no comparison with today's ULVCs (Ultra Large Container Vessels). However, that ferry was not just the largest railway ferry but was also the first to feature Sauer's new 3-stage aircooled compressors. Almost five decades have passed since then, during which Sauer Compressors delivered over 30,000 of these starting-air compressors. Despite many developments, the basic operating principle of the technology has not changed a lot. "Today, about 80% of large container ships are equipped with 3-stage air-cooled compressors, making them industry standard", says Stephan Behrens, Global Head of Business Development Commercial Shipping at Sauer Compressors. However, there was a delay before the 3-stage air-cooled starting-air compressors established themselves as a standard. Many shipping companies and shipyards stuck with the previously common 2-stage water-cooled compressors, instead of switching to generally advantageous air-cooled machines.

Large ships, large engines, large fill-up capacity To start the ship's engine, compressors fill 30 bar compressed air into air receivers whose volume is determined by the engine size. As required by the classification societies, the amount of compressed air must be sufficient for a certain amount of engine starts. The progressive development of larger ships and engines since the 1950s has therefore led to higher demand for compressed air. 2-stage water-cooled compressors were the most common solution for starting the ever larger diesel engines. Due to their comparably low fill-up capacity, the 2-stage air-cooled compressors that were commonly used for smaller ships were not a viable alternative.

But Sauer Compressors was eager to enable the use of air-cooled compressors for large ships and engines as well.

In the early 1970s, the company came up with the idea of adapting 3-stage air-cooled compressors as an established solution from the industrial sector to commercial shipping.

However, despite their successful application on the Railship I and several other ships, the 3-stage air-cooled compressors could not establish themselves as industry standard.

"The building of large cargo ships was relocated to Asia and the local shipyards simply took over the established design standards", explains Behrens.

Only with the new millennium, the multi-stage air-cooled compressors were finally put on the standard makers list of the Asian shipyards. Sauer Compressors was able to convince ship owners and builders not only with references but also with specific demonstrations. For this purpose, a 3-stage air-

20 | SEPTEMBER 2021

© Sauer Compressors

The majority of seagoing vessels with an engine power of at least 20,000 kW are equipped with a 3-stage air-cooled starting-air compressor nowadays. The technology, which offers heat reduction advantages, has been installed on ships ranging from container ships to tankers and cruise vessels

cooled compressor was installed in a TEU container and presented worldwide. "The decision-makers were able to experience the benefits of the technology themselves, for example how the compressor works reliably at high ambient temperatures, with low-vibration, and that no condensate is produced in the crank drive since the compressor always adjusts to the ambient temperature", Behrens remembers.

Reduced temperature thanks to three compression stages The 3-stage air-cooled compressors are bigger and therefore have a significantly higher fill-up capacity than the 2-stage air-cooled machines. The total heat to be dissipated is divided between three stages instead of two and the heatdissipating surface area increases while the heat-generating volume remains the same.

8 Live presentation of the 3-stage air-cooled compressors at a shipyard in Kobe, Japan, in 2008. A TEU container was specially equipped with a complete compressor installation similar to the one in an engine room

Air beats water 3-stage air-cooled compressors are superior to water-cooled machines for multiple reasons. By dividing the total compression ratio by three, the compression temperatures in the cylinders and valves of 3-stage air-cooled compressors are up to 30% lower than those of 2-stage water cooled compressors, which may well reach 250°C. Due to these comparably low temperatures, there is no thermal cracking of standard mineral oils. The maintenance intervals of valves therefore increase to 4,000 hours in contrast to 2,000 hours for water-cooled compressors. Instead of expensive synthetic oils, conventional SAE-30 mineral oils such as those used in 2-stroke marine diesel engines for circulating lubrication of the crank drive may be used to lubricate the compressors.

Thus, no expensive synthetic oil is required. With ongoing operation, the long-term maintenance costs are up to 30% lower for air-cooled than for water-cooled compressors.

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

TWO-STROKE ENGINES

8 Far left: With a fill-up capacity of 460 m³/h, the SAUER Levante WP460L Marine is Sauer's biggest 3-stage air-cooled compressor Left: The SAUER Passat WP81L Marine is Sauer Compressors' smallest 3-stage air-cooled machine

Quick amortisation of air-cooled compressors Cooling the starting-air compressor with room air removes the requirement for a cooling water circuit. "This can save installation costs of up to $7,500", states Behrens. Moreover, it avoids leakages and troublesome condensate in the crank drive that occurs when travelling through different climate zones. Other benefits are reduced space requirements in the engine room, higher reliability, and minimum operating effort of the self-regulating air cooling. There is no need to modify the fan output of the engine room ventilation, since the waste heat of the compressor is negligible compared to the heat of the ship's engine.

As the new generation of 3-stage air-cooled compressors is extremely powerful, the number of compressors required to reach the fill-up capacity that is needed for large ships is now lower than it was a few years ago. "A 24,000 TEU ship usually only needs three to four starting-air compressors, out of which one only serves as a reserve", explains Behrens.

SAUER Levante - new compressor with capacities of up to 460 m³/h Sauer Compressors is the technology leader in the field of 3-stage air-cooled compressors and covers the whole range of market requirements with two series. The models of the new SAUER Levante series are particularly powerful. "By introducing our Levante series, we have responded to the ongoing trend towards larger ships and are the only manufacturer worldwide to have recently presented a

completely new development", says Stephan Behrens.

The compressor, exclusively developed for commercial shipping, is available in three different types with capacities between 275 and 460 m³/h at a final pressure of up to 30 barg. Thanks to their compact and space-saving design, the compressors fit into any engine room. A unique selling point of the design is the use of block coolers in all three stages. By installing the newly developed SAUER CubeCooler between engine and compressor, the air flow is optimised and moving components are shielded. Before their market launch, the Levante compressors have been tested for more than 20,000 operating hours on Sauer Compressors' test stands as well as on ships operated by partner shipping companies.

SAUER Passat - a 3-stage air-cooled classic The SAUER Passat 3-stage air-cooled compressors are among Sauer Compressors' best sellers. With their unique reliability, efficiency and easy operation, the compressors have proven to be responsible workhorses. There are five different types of SAUER Passat compressors available, with capacities between 63 and 175 m³/h at a final pressure of up to 30 barg.

Looking forward, Behrens notes that there has been strong commercial interest in Sauer's upgraded 3-stage air-cooled compressor solutions. The timing of the first LEVANTE delivery in 2018 was fortunate, meaning that Sauer's parts supply chain was stable during the pandemic. Furthermore, Behrens concludes, the constant order intake during the pandemic indicates a very good acceptance of the LEVANTE series in the commercial shipping market.

8 While the compression temperatures of 2-stage watercooled compressors are above 250°C, the 3-stage air-cooled compressors divide the compression ratio by three, enabling the temperatures to be up to 30% lower. This reduces maintenance costs

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SEPTEMBER 2021 | 21

2 NOV 4 2021 TO

100

2021

YEARS

Hamburg Germany Headline Sponsor :

Conference Programme Le Meridien Hotel, Hamburg, Germany Powering shipping’s emissions-cutting ambitions Propulsion stream | Alternative fuels stream | Technical visit Two days of conference streams offering new and retrofit technical/fuel solutions to address upcoming regulatory deadlines from the IMO and EU. Chairmen: Lars Robert Pedersen, Deputy Secretary General, BIMCO Martin Kroeger, Managing Director, German Shipowners Association – VDR Sponsored by:

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INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

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

Coffee & Registration

08:45-09:00 Chairmen’s welcome

Lars Robert Pedersen, Deputy Secretary General, BIMCO

09:00

Gold Sponsor Welcome – DNV

Christos Chryssakis, Business Development Manager, DNV Maritime

09:10-10:30 KEYNOTE PANEL: EU EMISSIONS TRADING SCHEME AND SHIPPING

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

Claus W. Graugaard, Head of On-board Vessel Solutions, Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping

Harry Tenumu Conway, Vice Chair of the Marine Environment Protection Committee (MEPC), IMO

Charles (Bud) Darr, Executive Vice President, Maritime Policy and Government Affairs, MSC Group Christopher Fee, General Manager - Environment and Sustainability, Oldendorff Carriers

Wolfram Guntermann, Director Regulatory Affairs, Hapag-Lloyd AG

10:30-10:50 Q&A 10:50-11:10 Coffee break SESSION 1 ENERGY EFFICIENCY EXISTING SHIP INDEX (EEXI) 11:10 Impact of CII and EEXI on uptake of alternative marine fuels

Jan Wienke, Principal Engineer, DNV Enforcement of EEXI and CII in 2023 will have substantial impact on both existing vessels and new building orders. In this presentation we explore the different approaches towards compliance.

11:25

Predictive evaluation of existing ships as low emission investments

Mike Konstantinidis, CEO, METIS The Microsoft Azure-powered METIS platform uses Artificial Intelligence and Machine Learning to combine real-time performance analysis with the proactive decision support to optimise ship efficiency.

11:40 Meeting the IMO GHG targets through EEXI and CII - The Shipowners’ perspective Sunil Krishnakumar, Senior Technical Manager, International Chamber of Shipping The presentation aims to identify the targets, challenges and available pathways for owners and operators preparing their ships to meet the EEXI and CII requirements in the race to be compliant by the end of year 2022.

11:55

EEXI and CII - Insights and Solutions

Yuvraj Thakur, VP Commercial, Verifavia Shipping

Ship owners and managers are facing new challenges in meeting those requirements which will significantly impact the sector. These impacts, along with potential solutions, will be presented with the intent to clarify the path toward EEXI and CII compliance.

12:10-12:30 Q&A 12:30-14:00 Lunch SESSION 2: RETROFITTING THE FLEET 14:00 Gate Rudder: a contribution to a better vessel performance

Dr Elias Boletis, Director Propellers and Transmission, Wärtsilä Propulsion

The Gate Rudder can be integrated within the vessel propulsion system providing significant efficiency advantages. This is already manifested in a number of vessel applications. It also provides an excellent combination with wind assist propulsion, allowing very good vessel course keeping and manoeuvring capability.

14:15

Seawing Kite Project in trials with K-Line

Vincent Bernatets, CEO & co-founder, Airseas

Airseas, an Airbus spin-off, has harnessed the aeronautical expertise of its parent company to create a kite system expected to be serialised for roll out by “K” Line.

14:30

Ms Amadea Retrofit

Rob Van Solingen, European Sales Director - Marine and Stationary Power A novelty power management system meeting IMO tier III without SCR and urea injection.

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

For further information please call +44 1329 825335 or email conferences@propulsionconference.com 14:45

Twin Fin Direct electric drive propulsion system - Polarcus

Jonas Nyberg, Managing Director – West, Berg Propulsion After over 60,000 hours of trouble-free operation for shipowner Polarcus, Berg Propulsion’s Twin Fin direct electric drive propulsion system has been chosen by another shipowner for a large bulk carrier under construction in China.

15:00

BW LPG – Worlds first retrofit LPG two stroke engine

Klaus Dahmcke Rasmussen, General Manager, Project Sales, MAN ES The successful conversion of the main engine aboard the LPG carrier, ‘BW Gemini’, from an MAN B&W 6G60ME-C9.2 type to an MAN B&W 6G60ME- LGIP dual-fuel type capable of operating on fuel oil and LPG.

15:15-15:35 Q&A 15:35-15:55 Coffee break

SESSION 3: CURRENT AND FUTURE PROJECTS 15:55 First LNG Battery hybrid PCTCs

Glenn Edvardsen, CEO, UECC LNG has proven advantageous for two United European Car Carriers (UECC) shortsea PCTCs in operation since 2016, and the company is now building a series of three further vessels that will be the first LNG battery hybrid PCTCs in the world.

16:10

Zero Emission Bulker Concept Design

16:25

Intelligent control by exhaust recycling (iCER) – Reducing Methane slip by 50%

Simon Rogers, Technical Director and Founding Member, Windship Technology Ltd A diesel-electric ship design including solid aerofoils, solar panels, heat recovery and onboard CO2

capture is being developed for tankers and bulkers, and British company Windship Technology is currently working towards Approval in Principle from DNV.

Dominik Schneiter, Research and Development, WinGD WinGD’s second-generation dual-fuel engine platform. WinGD unveiled a new technology designed to slash methane emissions and cut fuel consumption in its X-DF dual-fuel engines.

16:40

Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping

Claus W. Graugaard, Head of On-board Vessel Solutions, Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping.

The development of new fuels and powering solutions, as well as the correct alignment of regulatory and commercial incentives. While many are working to address these challenges separately, the centre is unique in its scope, and plans to make a contribution across each of these areas.

16:55-17:10 Q&A 17:10

The Motorship Award Voting Opens

17:10-18:00

Pre-Dinner Drinks Reception

18:00

Voting for the Motorship Award Closes

18:30

Dinner – Restaurant Barefood Deli, Lilienstr. 5-9, 20095 Hamburg Germany Announcement of the Motorship Award Winner by The Motorship Editor, Nick Edström

DAY TWO – WEDNESDAY 3 NOVEMBER 2021 08:30

Coffee & Registration

08:45

Recap of day 1 by Conference chairman

Martin Kröger, Managing Director, German Shipowners Association – VDR

For further information please call +44 1329 825335 or email conferences@propulsionconference.com

Book online at propulsionconference.com/e-commerce or fax form to +44 1329 550192 SESSION 4

TODAY’S ALTERNATIVE FUELS AND LUBRICANTS

09:00 The energy transition in shipping Charlotte Røjgaard, Global Technical Manager, Bureau Veritas 09:10

Marine engine fuel systems to approach Net Zero GHG

Andreas Lingens, CEO, Woodward L´Orange GmbH

09:20

Protecting Modern Marine Engines – the Three Keys to Efficient Engine Management

Serge Dal-Farra, Marketing Director, Lubmarine

09:30 World of Future Fuels and Blends Frank Harteveld, General Manager Sales & Strategic Development, Fuel Gas Supply Systems at Wärtsilä

09:40-10:00 Panel discussion Moderated by Martin Kröger, Managing Director, German Shipowners Association – VDR 10:00-10:20 Q&A 10:20-10:40 Coffee Break 10:40-10:50 Keynote Panel (Part 2): EU Emissions Trading Scheme and Shipping

The Motorship Interview with the EU Commission - Speaker Invited

Nick Edström, Editor, The Motorship

10:50-11:10 Q&A SESSION 5

FUEL STREAM I

SESSION 5.1 LNG’S EVOLUTION

SESSION 5.2 METHANOL

Moderat or: Martin Kröger, Managing Director, German Shipowners Association – VDR

Moderat or: L ars Robert Pedersen, Deputy Secretary General, BIMCO

11:10 Decarbonizing shipping and the role of green methanol.

Jacob Sterling, Head of Technical Innovation, A.P. Møller - Mærsk A/S

In this session you will hear about the progress and challenges to that end, and why Maersk see methanol as one of the most promising future 11:25 LNG as a transition fuel fuel for shipping.

Frank Harteveld, General Manager Sales & Strategic Development, Fuel Gas Supply Systems at Wärtsilä.

11:25 Methanol: A Future Proof Marine Fuel

This presentation will be primarily focused on

Greg Dolan, Chief Executive Officer, Methanol Institute LNG as an enabler to start the energy transition, As shipping looks to address IMO’s GHG emission focussing thereby on how we can greenify the reduction ambition, methanol is emerging as a methane (hydrocarbon) route for shipping. leading alternative fuel. Methanol fueled ships are on the water today, available in ports globally, and 11:40 LNG as fuel on Nordic 1,400 TEU easily bunkered.

Container Vessels Erwin Boijmans, Sales Manager Gas Fuel Systems, 11:40 Technologies and new energy solutions for ships TGE Marine Gas Engineering GmbH & Rowil Ponta, operating on methanol as fuel Managing Director, Nordic Hamburg.

Lars Skytte Jørgensen, Head of Technology

The new design of the ethane fuel gas system for Development Energy Systems,Alfa Laval an Ethane carrier which is currently converted will Alfa Laval will present an expanding equipment be presented as a case study. portfolio for methanol. In addition to fuel supply, the solutions – existing and in development – will 11:55 Progress on LNG as a Marine Fuel secure the energy recovery and management Stavros Niotis, Senior Principal Engineer, needed due to methanol’s lower energy content.

Global Gas Solutions, ABS 11:55 Methanol as fuel: classification and statutory requirements for the shipping Industry 12:10-12:30 Q&A Olivier cartier, Vice President Technical Bureau Veritas Marine & Offshore (Classification Society) The presentation will focus on classification and statutory requirements to handle New Building or retrofit of ship in service projects wishing to use to methanol as a fuel.

11:10 Future-proof shipping is available now Alexandre Tocatlian, Head of Product Line for LNG as Fuel Division, GTT This presentation will detail the key points that a ship owner should address to be successful.

12:10-12:30

Q&A

12:30-14:00 Lunch & Networking

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

For further information please call +44 1329 825335 or email conferences@propulsionconference.com SESSION 6

FUEL STREAM II

SESSION 6.1 AMMONIA

SESSION 6.2 HYDROGEN AND FUEL CELLS

Moderat or: Faïg Abbasov, Shipping programme director, Transport Environment

Moderat or: Martin Kröger, Managing Director, German Shipowners Association – VDR

14:00 Ammonia propulsion technology for deep 14:00 Development of MW-scale marine fuel cell Peter H. Kirkeby, Principal promotion manager, Man ES systems

This presentation will examine what technical

Sami Kanerva, Senior Principal Engineer, solution MAN-ES is developing that can allow

ABB Marine adoption of ammonia as a fuel in within the limits

ABB and Ballard Power Systems are collaboratively of ship designs and look into possible concepts for developing MW-scale hydrogen-driven fuel cell auxiliary systems such as fuel supply for the main systems for large marine vessels. Key requirements engine. and design aspects of large-scale solutions are reviewed with respect to experience on demonstrator 14:20 Economic assessment of current fuel choices projects for marine and other industries. and transition to decarbonisation Naeem Javaid, Global Operations Manager FOBAS, 14:15 H2 in Shipping – Fuel Supply, Engine Lloyd’s Register Concepts, FGSS/Tanks and Ferry Use Case This presentation will look into the current Alexander Feindt, Senior Energy and Maritime readiness level of different fuels and what needs Manager, Man ES to be done to make these fuels available for The order of the day for when and how to use international shipping. hydrogen in shipping – which this presentation aims to do.

14:40 Green Ammonia, a zero-carbon shipping fuel ep Christian Berg, Director Bunkering Market 14:30 Key aspects of Hydrogen Vessel Design Development Scandinavia, Yara Marine

Milinko Godjevac, Senior Integration Advisor, Technologies AS Future Proof Shipping

With over 100 years of experience Yara’s ammonia Based on the ongoing retrofit process, numerous position is unique, with leading positions across technical, commercial and procedural aspects for production, trade and shipping. efficient design of hydrogen vessels are presented.

15:00-15:20

Q&A

14:45 Progress and priorities in ship design for fuel cell technology Jan-Erik Räsänen is currently Head of New Technologies at Foreship Ltd

Fuel Cells have emerged as a realistic complementary technology to help ships meet future GHG emissions regulations. But fast-tracking their development to supplement or even replace combustion engines demands decisiveness on scaling-up options and on low carbon fuel content choices.

15:00-15:20

Q&A

15:20-15:40 Coffee Break

For further information please call +44 1329 825335 or email conferences@propulsionconference.com

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

SESSION 7

SESSION 7.1 WIND-ASSISTED PROPULSION

SESSION 7.2 ELECTRIFICATION

Moderat or: Gavin Allwright, Secretary, International Windship Association

Moderat or: Martin Kröger, Managing Director, German Shipowners Association – VDR

15:40 Setting the scene for wind propulsion Gavin Allwright, Secretary, International Windship Association

15:40 The road to zero-emission shipping

Halvard Hauso, Chief Commercial Officer, Corvus Energy

Halvard will explain how technology develops to enable more and more vessels to reduce emissions from their operations, how one can prepare for future technology and the harmony between batteries and fuel cells.

15:55 Wind-powered ship performance – the tools and trades Mikael Razola, Project Manager - WPCC Research Project, Wallenius Marine & Sofia Werner, Senior Researcher & Manager Strategic Research Hydrodynamics, SSPA

15:55 Enhancing Safety Standards of Energy Storage Solutions (ESS) 16:10 Introduction of Guidelines for Wind-Assisted Jens-Christian Strate, European Head of Solutions, Propulsion Systems for Ships Sterling PlanB This presentation will explore Sterling PlanB’s Motoki Sakagami, Marine Engineer - Technical storage technology (the first to be certified for Solution Department, ClassNK this new standard)and demonstrate the value

Wind technologies as ship’s auxiliary propulsion of liquid cooling, as opposed to air cooling to has advanced steadily. This presentation avoid thermal runaway. addresses the safety requirements and challenges of wind-assisted propulsion systems from 16:10 Battery Powered Vessels, lessons learned classification society point of view.

Sverre Eriksen, Principal Expert Risk & Safety, 16:25 The application of Rotor Sail technology and Systems Engineering, DNV GL SE optimising fuel and emission reduction With more than 300 vessels built and 200 on order with battery or battery hybrid propulsion. What

Nick Contopoulos, COO, Anemoi have we learnt so far and what can we expect

In this presentation we will explore how Rotor Sail moving forward? technology works, its application in commercial shipping and across various sectors, in addition 16:25 Maximising system efficiencies through to the practical and technical aspects related to enhanced integration Rotor Sail performance and installation.

Dominik Schneiter, Vice President, Research and 16:40-17:00 Q&A Development WinGD The intelligent integration of electrical devices on a merchant vessel with a 2-stroke engine at its core and shows how to improve overall system performance of up to 10% with direct effects on operational expenditure and greenhouse gas emissions.

16:40-17:00 Q&A

17:00 Conference Wrap up with Moderators and Chairmen Lars Robert Pedersen, Deputy Secretary General, BIMCO

Martin Kröger, Managing Director, German Shipowners Association – VDR Faïg Abbasov, Shipping programme director, Transport Environment Gavin Allwright, Secretary, International Windship Association

17:30

End of Conference

DAY THREE – THURSDAY 4 NOVEMBER 2021 – TECHNICAL VISIT Trip on Scanlines MV Copenhagen - Departing: 05:30 - Estimated arrival back to hotel: 16:00 The rotor sail on M/V Copenhagen is based on the almost 100-year old concept of the Flettner rotor technology.

It is a 30-metre tall, rotating cylinder, which by using the Magnus-effect contributes to pushing the ship forward.

A rotor sail has the optimum effect when it is windy and the wind comes from the side. The route between Gedser to the north and Rostock to the south is almost perpendicular to the prevailing wind from the west or the east.

This gives favourable conditions for using rotor sails on the crossing.

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LNG & ALTERNATIVE FUELS

FPSO CONVERSIONS AND SAFETY IMPACTED BY COVID AND DATA There is always the discussion over whether to convert FPSOs or build new, but how has that changed during COVID and what impact does this have on safety, asks Luiz Feijo, Director Global Offshore, Market Sector Lead - Production, ABS

8 ABS has extensive experience with FPSO projects, having classed the first FPSO vessel in US waters in 1978. In August, it announced an FPSO for the Lu Feng 12-3 Oilfield would be built to ABS Class

The offshore industry has endured a challenging 12 months with big fluctuations in production activity, changing geopolitics and market economics, new IMO regulations introduced at the beginning of 2020, and a health pandemic ravaging all aspects of professional and everyday life. Nine months in to 2021, what is the current health of the industry?

Are the market parameters the same and what has changed?

More newbuilds are scheduled than ever before with standardized designs being introduced to lower CAPEX while maintaining safety levels. FPSOs in operation or available for deployment has grown 26% over the past 10 years - from 159 units at end-2011 to 200 units at end-2020.

According to World Energy Reports database, 220 floating production storage and offloading vessels (FPSOs) are now in operation, on order, or available, accounting for 68% of the total oil/gas production floater inventory.

Recent analysis from Westwood, the specialist energy market research and consultancy firm, has revealed a number of FPSO leases are set to expire in 2022 with the potential of 30 units becoming available by the end of 2022.

Growing market complexities Overall, FPSO inventory is forecast to expand as incoming larger units join aging FPSOs to expand production.

Conversions are still in demand, although the focus for where conversions take place has transitioned from Singapore once recognised as the conversion centre of the world - to China, which is absorbing a greater proportion of the conversion market.

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Crucially, operators have to assess the viability of a vessel conversion that could be deployed for a prolonged service life as an FPSO knowing that it will have more maintenance and fatigue issues towards the end of its lifecycle. The increased costs for integrity management expertise to minimise risk from an ageing asset and to enable continued safe operations needs to be fully understood and planned for.

Also, shorter life deployments are becoming more mainstream, as well as variances in vessel capacity with some FPSOs units as small as <20,000 b/d oil processing plants, and mega units capable of processing over 200,000 b/d.

Complexity is growing: larger production capacity requirements supported by processes mean larger deck areas are needed for conversions. The large tankers for conversion are not so easy to find compared to just twenty years ago, which brings in to play cost advantages for new build construction.

Markets are beginning to evolve as investment levels pick up, particularly in Brazil, where both Petrobras and international oil companies are again active. Around 38% of FPSO projects in the planning stage are located in Brazil, some of which require multiple FPSOs. Africa has 24% of planned FPSO projects. Nigeria and Angola account for twothirds of the African projects. Other major locations are SE Asia, Northern Europe, Guyana/Suriname and Australia. New entrants are making strong headway in regions such as Mexico, where Petroleum Reform is opening offshore exploration and production to foreign companies. Capex associated with FPSO orders over the next five years is

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LNG & ALTERNATIVE FUELS projected to total $56 billion in the most likely scenario—an average Capex of $11.2 billion per year.

An excuse for maintenance delay?

The outbreak of COVID-19 continues to impact global economic activity, however progress in vaccinations brings cautious optimism for those working on converting FPSOs or in new builds.

The virus has increased uncertainty in a number of areas of the FPSO market, including operational, commercial and financial activities. A key challenge in managing the operation of an FPSO is focused on ensuring the health and safety of its employees while providing safe and reliable operations.

Crew on board and staff onshore continue to take precautions with respect to social distancing and other measures, following local guidelines and regulations to minimize the spread of the virus.

But the continuing international travel restrictions increase challenges for how maintenance and integrity support is performed, how conversion work projects are managed, and even to the extent of available crew changes.

Restricted access, and in some cases, closure of yards, ports and terminals in regions affected by COVID has led to further operational issues for vessel conversions and repairs that inevitably will result in higher costs. A strain on critical material supplies and parts, adequate staffing and fulfilling operational obligations are still causing challenges throughout the supply chain. In certain countries, extensive staffing and supply shortages are delaying conversion and new build project deliveries by twelve months.

The one major issue is that neither corrosion nor ageing of structures stop. While the pandemic has increased maintenance backlog significantly, at the same time, FPSO operators are trying to maximise production and avoid major disruptions. These market conditions and industry pressures have created an unprecedented challenge for the industry's safe operations.

Innovation: digital, data and technology FPSOs are complex units that require a significant amount of preventative attention for early stage identification of degradation and to enable owners and operators to take proactive measures for maintaining structural integrity and reducing the need for refits. In the drive to achieve better, safer and efficient operations, the FPSO industry is turning to digital, data and technology to help improve the availability of their assets and how they are maintained, to manage OPEX reduction. However, are enough operators realising the tangible and measurable value from data?

Optimising maintenance activities for FPSOs are no longer time consuming, complex, and costly, and today's smart solutions allow operators not just to tackle the 'here and now' issues but to use a systematic, informed and optimised maintenance strategy. It represents a safety first approach.

While the FPSO concept itself evolves, the real evolution influencing change is around asset management and the related technologies to support that activity. ABS has been effective in the use of data and the role of digital tools to help industry deliver the next generation FPSO performance and safety, and which touches every aspect of the project lifecycle; from design concept, through construction, operations, and end of life.

Combining data sets from multiple sources, together with the latest technologies are driving the industry to make better decisions and, when combined with artificial intelligence and machine learning, even predict issues before they arise.

The digital twin solution and systems ABS makes available

maximize the use of this data, managing and analysing it to deliver unprecedented visibility into an FPSO allowing operators to make the right choices faster to improve efficiency, safety, integrity, performance and return on investment.

8 Luiz Feijo, Director Global Offshore, Market Sector Lead - Production, ABS

ABS solutions ABS My Digital Fleet™ is the only customizable risk management platform that seamlessly integrates data to provide real-time insights for driving sustainable operations and reducing operational risks. A key capability within the platform is the aggregation of structural and machinery data to provide a 360-degree view of an asset. As a result, FPSO operators and owners receive a complete condition model within a Digital Twin for remote tracking and trending of an asset’s hull and machinery integrity.

As technology matures, so too is the investment in more digital techniques and tools to unlock and enhance FPSO performance. This includes a digital asset framework that not only improves FPSO safety and performance with digital twins, but also cyber security strategies, and remote technologies that support business sustainability and improves asset management.

Just in the last 12 months, ABS has experienced an accelerated used of remote surveys by 800% during the COVID-related travel restrictions, fast becoming the preferred option for many owners and operators who seek out better ways to improve safe working practices, optimize scheduling efficiencies, increase operational flexibilities and reduce logistical costs. There are also direct benefits that feed in to reducing a company's operational carbon footprint.

As FPSO operators and vendors begin to transition and adapt to digital asset integrity methods, it is the beginning of a new era for improved risk efficiencies. The 'digital first' approach is sparking innovation that makes more use of realtime monitoring, so that a company's technical team can safely perform more witness inspections from wherever they are in the world.

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SEPTEMBER 2021 | 23

LNG & ALTERNATIVE FUELS

PROPOSED AMENDMENT WILL FAN OFFSHORE VOC SYSTEM INTEREST Wärtsilä Gas Solutions is looking to extend the commercial application of its volatile organic compound (VOC) recovery system to PSVs serving crude oil tankers loading at SBMs, Sea Islands or terminals

8 Using a VOC recovery system (pictured) for loadings would yield net CO2 equivalent (CO2e) savings of 1,200-1,500 metric tonnes per loading of a VLCC

This solution has been developed in cooperation with a Norwegian company, Vaholmen VOC Recovery A/S, which holds the patent to the concept.

The solution involves the installation of a VOC system aboard a platform supply vessel to absorb up to 100% of VOC emissions generated during the loading of crude oil from an offshore platform onto a very large crude carrier (VLCC) while the PSV operates in DP2 mode.

The product concept will remove all VOC emissions during loading and the VOC recovery vessel will be able to serve several VLCCs before unloading the liquified VOC (LVOC) onshore.

The solution offers significant greenhouse gas emission savings, as the loading stage accounts for 70% of total VOC emissions from ships. Using a VOC system for loadings would yield net CO2 equivalent (CO2e) savings of 1,200-1,500 metric tonnes per loading of a VLCC. One of the key advantages of using a VOC recovery system installed upon a PSV for loadings is that the utilisation rate for the equipment could be constant. “You can imagine that a single PSV vessel serving 200+ VLCC loadings per year could generate tremendous total savings,” Hans Jakob Buvarp General Manager, Sales at Wärtsilä Gas Solutions noted.

Precise calculations are complicated by the fluctuating oil price and different carbon tax assumptions, but at US$70/ barrel and a CO2 tax of US$50/tonne, the system would generate income to cover roughly half of the cost of this vessel per year. Even excluding the carbon tax, the additional annual income from LVOC recovery would come close to US$40 million.

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Although the first contract for the system has not been concluded, negotiations with interested parties in several countries are ongoing, Buvarp noted.

The system is also robust. Buvarp noted that Wärtsilä have good operational data for its VOC plant installations aboard shuttle tankers, where the company had deployed the system aboard over 10 shuttle tankers operating in the challenging conditions of the Norwegian Continental Shelf.

“One VOC plant built in 2003 is now operating on a relatively new shuttle tanker after having been retrofitted in 2015.

Another of the plants built in the early 2000s is now planned to be installed on a newer shuttle tanker. It seems the operating life of these plants are in the range of 30 to 40 years.”

Technical Solution The solution uses Wartsila Gas Systems' existing VOC technology, which has been successfully deployed.

The solution for offshore loading involves the deployment of a PSV equipped with a VOC system. The system is connected by hose to the vapour connection on the manifold of the VLCC during loading. The VLCC connection features a blind flange, while the PSV connection features a quick release assembly.

Once the connection is made, the VOC is routed through the VOC recovery system, which uses a two-stage condensation process. Following the removal of the heavier fractions during the first stage, a second stage condenses medium fractions (from propane to hexane) into a liquefied VOC stage.

The light fractions of the VOC along with some vaporized

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LNG & ALTERNATIVE FUELS LVOC are combusted in the PSV's three gas turbines, ensuring that all recovered VOC is utilised and removed. The main part of the liquified VOC is exported to shore where it is reinjected in the crude storage tank or exported for further refining.

The VOC system has been successfully operated onboard shuttle tankers on the Norwegian Continental Shelf, Buvarp noted. The use of the VOC system does not have any impact on the rate of loading, as the systems are sized to handle the load rates of offshore installations, SBM, Sea Island or terminals. The size will be adapted to the loading capacity of the terminal, with a typical size of around 20,000 m3/hour.

Disclosure Requirements A number of developments were coinciding that were likely to increase commercial interest in VOC recovery systems, including increasing scrutiny around greenhouse gas emissions.

The Motorship notes that the US Securities and Exchange Commission (SEC) announced plans to require climate risk disclosures earlier in 2021, while the UK's Finance and Competition Authority will introduced requirements for Scope 3 (transportation and supply chain) greenhouse gas emissions at the end of June 2024. The Taskforce for Climate Related Financial Disclosures introduced recommendations for Scope 1 and Scope 2 disclosures have already come into force.

Similar requirements are expected to be introduced in the EU under sustainability-related disclosures in the financial service sector (SFDR), which are currently expected to come into force by mid-2022.

Regulatory Landscape At present, there is little demand for VOC recovery systems to be implemented as a solution for the offshore oil sector.

The regulatory environment could change, Buvarp notes, if a Norwegian and Canadian initiative to amend the IMO rules is successful. The proposed amendment has been submitted for consideration by the MEPC's Working Group on Reduction of GHG emissions from Ships. It seeks to modify the current proposal with a more active approach.

Hans Jakob Buvarp told The Motorship that the existing wording of Annex VI, Regulation 15 “could be tightened to clarify that the regulation applies applicability to offshore terminals, such as offshore installations, sea islands or SBM. The revision proposed by Canada would introduce requirements for VOC reducing measures both for loading and laden voyages. However, these measures will have a

limited effect and a requirement for VOC reducing equipment both for loading and laden voyages would be more ambitious.”

The current regulatory requirements also weaken the economic case for Wärtsilä's VOC System, which currently offers a level of VOC emission reduction that exceeds current requirements.

“Current regulatory requirements [see VOC Requirements] do not include methane, which forms a lighter fraction within VOCs. Methane makes up a significant proportion of VOCs and has a global warming potential many multiples higher than CO2.”

At present, the system meets higher regional standards, such as Norway's Continental Shelf, although the system itself, which relies on DP2 manoeuvring by the PSV, is unsuitable for offshore loading in the North Sea. “Arctic conditions as such are no restriction,” Buvarp noted.

8 Hans Jakob Buvarp General Manager, Sales at Wärtsilä Gas Solutions

What are VOCs? VOCs are light components of crude oil, which evaporate largely during loading operations or during the carriage of high-volatility crude oil cargoes. One of the VOC components is methane, a greenhouse gas with a high global warming potential.

Heavier compounds within VOC vapour react with nitrogen oxide and UV radiation and form highly damaging ozone.

Whereas VOCs were originally treated as a waste product from crude oil handling and transport, the wastage of which represents a loss of revenue to oil and gas producers and shippers, the increasing focus on reducing environmental emissions is focusing attention on VOCs as an environmental hazard.

The use of a VOC system offers a cost-effective route to recycle VOCs during loading at an offshore installation, SBM, sea island or terminal. VOC recovery systems use a two-stage condensation process. In the first stage, the heavier fractions from C7 and upwards are removed, along with some lighter fractions. The medium fractions from propane to hexane are then condensed to a liquid state in the second stage, forming liquefied VOC (LVOC). This is the energy source that can be added into the existing natural gas (NG) fuel source, such as LNG. In the final stage, the so-called 'noncondensables', which comprise methane and ethane, some propane plus the inert

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gases from the cargo tanks, are used as fuel for the gas turbines.

VOC requirements Marpol Annex VI Regulation 15 regulates the control of specific VOC emissions for oil tankers and at ports and terminals. Where so required, both the shipboard and shore arrangements are to be in accordance with MSC/Circ.585 “Standards for vapour emission control systems”.

A second aspect of the regulation, regulation 15.6, requires that all tankers carrying crude oil have an approved and effectively implemented ship specific VOC Management Plan covering at least the points given in the regulation.

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EMISSIONS REDUCTION

REGULATION HOLDS KEY FOR CO2 CAPTURE TECHNOLOGY A growing number of technology options are being explored for onboard carbon capture, but the space penalty they carry means regulation will be key to adoption.

8 TECO 2030 claims its Future Funnel exhaust gas cleaning system can lower CO2 emissions by 30-40%

Mitsubishi Heavy Industries (MHI) and 'K' LINE are at the forefront of the industry with testing underway for a first onboard carbon capture and storage (CCS) system aboard the bulk carrier Corona Utility. Through the 'CC-Ocean' (Carbon Capture on the Ocean) project, the MHI Group aims to contribute to building a CO2 value chain with its wide range of technologies related to carbon capture, transportation, compression and recycling.

There are challenges still to be overcome. The new demonstration plant on the Corona Utility will only capture a small portion of the carbon from the exhaust of the vessel's 2-stroke diesel engine. Height restrictions and securing the space for CO2 tanks will be the main constraints when systems are installed at larger scale, and if the exhaust gas contains SOx, a scrubber will also be required. A spokesperson for Mitsubishi Heavy Industries says future plans include working on ways to make the system more compact by lowering the height of the absorption system by splitting it into two parallel units.

A growing number of other projects around the world are undergoing technical feasibility and testing. TECO 2030 has chosen two technical solutions to explore in detail. One involves cryogenic capture by cooling the exhaust gas to freeze out CO2 which is then liquified. TECO 2030 has signed a Memorandum of Understanding with Chart Industries to jointly develop the cryogenic capture option using the Cryogenic Carbon CaptureTM (CCC) technology developed by Sustainable Energy

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Solutions (SES) for land-based applications and acquired by Chart Industries in December 2020.

The second solution uses an amine-based solvent capture, a common technology used in land-based carbon capture systems. “The main challenge onboard is the footprint of the equipment,” says Stian Aakre, CEO. “It's basically a scrubber, but rather than using seawater you are using an amine solution and rather than having a conventional scrubber tower, we are looking into an alternative design which is much more compact.”

The technology will be incorporated into TECO 2030's Future Funnel concept and could reduce CO2 emissions by 30-40% by 2030, therefore having a large impact on a ship's Energy Efficiency Index (EEXI) and Carbon Intensity Index (CII). However, it's too soon to make any conclusions about economic viability, says Aakre. He notes that the technology is suited to both 2- and 4-stroke engines burning diesel, heavy fuel oil or LNG, including boilers. “The three main challenges are size, energy consumption and cost, and we are heavily dependent on the legislative landscape to create a level playing field.”

LNG vessels feature in several technology developers' plans, as the availability of both heating and cooling onboard can enhance the energy efficiency of the processes. But there are other potentially attractive opportunities. As a researcher at the Swedish Environmental Research Institute has pointed out, the opportunity for negative greenhouse

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EMISSIONS REDUCTION

Research developments Research is continuing into the potential for capturing CO2 from diesel engines, and an international research team has modelled a system capable of removing 94.7% CO2 from the exhaust of a 3,000kW diesel engine. CO2 absorption rates on land are often between 80-95%, says Professor Volker Hessel of the University of Warwick, UK, and University of Adelaide, Australia. The researcher's rate of 94.7% is therefore high, but still needs to be proven experimentally. The work was conducted with his postdoctoral researcher Dr Nguyen Van Duc Long as well as a team of researchers from South Korea and further develops an approach taken by researchers at TNO in The Netherlands who reported a CO2 removal of 90%.

In both systems, the exhaust is put in contact with a CO2 capture solvent in an absorption column. The CO2-depleted gas is released to the atmosphere from the top of the absorber, and the CO2-rich solvent is pumped into a stripper column and heat from the engine exhaust gas is used to regenerate the amine and free the CO2. The free CO2 is produced at the top of the stripper column as a gas and is then liquefied.

To date, the amine MEA has typically been used as the solvent to remove CO2 from land-based exhausts, as it reacts quickly and has good absorption capacity. However, Hessel says that MEA has the disadvantage of having a high energy requirement for the reverse reaction (desorption), as well as high corrosivity, toxicity and susceptibility to degradation through reactions with other chemicals. Both research teams instead modelled a combination of MEA and PZ, a di-amine capable of more rapid kinetics and low degradation rates than MEA. Hessel and South Korea team's proposed absorber configuration modelled the use of MDEA-PZ as the solvent, an intercooler, multiple feeds to improve CO2 capture, and a square scrubber to save space. The stripper operating pressure was used to reduce compressor duty for the CO2 compression prior to liquefaction.

“Our process has high productivity (1348 kg/h) whilst saving up to 18.3% and 100.0% in terms of compression duty and stripper duty, respectively,” says Hessel. “Furthermore, the compressor power is reduced by 3.7% by utilizing a twostage compressor in the liquefaction unit. The proposed configuration was able to achieve savings up to 80.3% and 42.1% in terms of the total operating cost and total annual cost, respectively. The results also demonstrate that total annual CO2 emissions were reduced by up to 85.7%, compared to the earlier research.”

Dr Juliana Monteiro, a co-author of the earlier study, is now focusing on LNG-fuelled ships as she says they have a better business case than other vessel types, even though the technology is also applicable to engines running on other fossil-based fuels. Now, for the EverLoNG project, she is part of a team that will prototype a system onboard Heerema Marine Contractor's Sleipnir semi-submersible crane vessel and an LNG carrier operated by Total. With an updated design, the total cost of CO2 capture, liquefaction and onboard storage for Sleipnir is estimated at EUR115/ton CO2.

Sleipnir has 12 LNG fuelled engines divided over four engine rooms. Taking into account the operational profile of the vessel, a conceptual design has been developed which consists of four absorbers and a single desorber, which is able to capture 72.5% of the CO2 emissions over the vessel's whole sailing profile.

Credit: MHI

gas emissions exists when combining carbon capture with the use of renewable fuels which are fossil-free, such as liquid biogas.

A main difference between land and shipboard CO2 capture is the constantly varying load on the capture plant on a ship.

Solvent based CO2 capture is expected to be able to deal with these variable loads. Additionally, initial experiments suggest that the rolling motion of a ship does not have a negative influence on the CO2 capture rate. As for cost, the researchers have found a relatively strong economy of scale when considering the cost of capture, liquefaction and temporary onboard storage. The costs are mainly CAPEX dependent.

Commercial deployment of EverLoNG technology is expected from 2025 onwards, and part of the project aims to develop the required infrastructure and regulation for the uptake of onboard carbon capture.

8 MHI's CO2 capture system being installed

Commercial challenges Charles Haskell, Lloyd's Register Decarbonisation Programme Manager, says that while there are a range of processes that can be used, from membranes, chemical absorption or solid absorption, the technology readiness of these systems is low and further development would be required before commercial viability of the technology can be ascertained.

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8 Charles Haskell, Lloyd's Register Decarbonisation Programme Manager

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EMISSIONS REDUCTION

‘‘

A specialised fleet It is anticipated that the liquefied CO2 produced from onboard carbon capture systems will either be sequestered or will be a used as a feedstock to produce synthetic carbon fuels such as methane or methanol. Dan-Unity CO2, a company founded by the Danish-based shipping companies Evergas and Ultragas, is readying a project that demonstrates how these two goals can be achieved. It has partnered with Icelandic Carbfix to offer transport and storage of CO2 by 2025.

Carbfix estimates that Iceland has capacity of 2500 giga tons CO2 - more than 55 years of the entire globe's emissions.

“The Carbfix technology provides a safe, permanent and economic alternative to conventional carbon capture and storage solutions by imitating and accelerating nature's way of CO2 mineral storage,” says Edda Sif Pind Aradóttir, CEO of Carbfix. “By dissolving CO2 in water and injecting it into underground basaltic formations, the CO2 turns into stone in less than two years.”

Captured CO2 will also be used for Power-to-X fuels, and once a specialised fleet of vessels is built, they will carry CO2

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to storage in Iceland or in offshore depleted oil fields at sea or to Power-to-X plants. The companies claim that a single vessel can achieve the safe and cost-efficient transport of 450,000 tons CO2 annually. The vessels will be purpose-built, and thus not capable of any other trades. Consequently, longer term contract commitments are required to initiate newbuilding projects. “The technology and experience are in place. Capture, transport and storage are all proven concepts; thus, what it takes to start building the needed vessels is to secure the regulatory framework including CO2 taxation,” says Steffen Jacobsen, CEO of Evergas.

8 Heerema Marine Contractors' semisubmersible crane vessel, Sleipnir

Policy challenges 2021 has been a breakthrough year for the recognition of carbon capture and storage (CCS) as a viable tool for upstream companies to decarbonise operations, but Angus Rodger, from the Asia Pacific upstream research team at Wood Mackenzie, believes the regulatory, commercial and technical hurdles still to be overcome are significantly underestimated and a gulf is growing between OECD countries with ambitious decarbonisation goals that are starting to actively facilitate CCS projects and the rest of the world. “Such facilitation takes two key forms: CCS regulation and government funding. CCS projects require government policy and support to proceed. However, most countries lack the requisite legal and fiscal legislation framework on sequestration, licensing, carbon accreditation, incentives and ultimate liability for leakage risk,” says Rodger.

“The future direction of carbon pricing will be crucial,” he says. “The scale and uncertainty of the costs is significant, and with so few projects developed in recent years, benchmarks are few and far between. For the time being, then, CSS remains a cost, but as carbon prices rise, that will change. Early movers may gain a valuable strategic advantage, but it won't be easy.”

8 The CO2 storage technology developed by Iceland's Carbfix petrifies CO2 within two years

Credit: Carbfix

“The efficiency of the system would need to be determined to factor into any carbon pricing metrics that are used in the future if CCS is accepted by the regulators,” he says.

“Another key commercial consideration is the ability to store the CO2 that is captured. If we looked at a 15-day voyage with a power demand of 40MW, this would require 14.4GW of energy. Burning heavy fuel oil would require approximately 503m3 of storage for the fuel and 1417m3 for the storage of the CO2. For LNG this would require 947m3 of storage for the fuel and 985m3 of storage for the CO2. Both of these cases assume removal of all of the CO2. So considerable additional storage shall be required onboard, potentially resulting in lost cargo space.”

The next challenge is the disposal of the CO2. A supply chain needs to be in place. “For tramp shipping this may prove difficult, as it may not be feasible for the ship to carry waste CO2 for long periods. For major ports, there would need to be the infrastructure in place and thus additional space. There are limited requirements to repurpose the CO2 for other applications, so safe storage underground would be required to which the cost of the removal and storage would need to be evaluated.

“So, whilst CCS on board may be suitable for certain applications as a means for adapting today's technologies to reduce the carbon impact of shipping, there are still several obstacles to overcome. Technology needs to be proved as viable and scalable for both the vessel and the safe storage, the investment case would need to be comparable to the cost of future fuels, including the cost of the supply chain, and the policy (community acceptance) would need to account for any CO2 removed and safely stored for CCS to become commercially viable in comparison to the other options of net-zero and zero-carbon fuels.”

Credit: GE

The technology and experience are in place.

Capture, transport and storage are all proven concepts; thus, what it takes to start building the needed vessels is to secure the regulatory framework including CO2 taxation

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EMISSIONS REDUCTION

ADVANCING CAPACITOR DENSITY WILL EXTEND TECH’S SCOPE A supercapacitor can run in parallel with a battery, without the need for sophisticated power electronics, but this potential simplicity doesn't necessarily transfer to the modelling required to estimate payback time Supercapacitors are suited to applications that require high power and constant cycling. Batteries are typically able to store more energy, but capacitors can release energy more quickly. With near-instant charging and discharging they offer faster reaction time than batteries. As energy is stored in an electric field rather than chemically, supercapacitors have very low internal resistance and work at close to 100% efficiency. They are also highly reliable, can operate in extreme temperatures and can operate for over 15 years without maintenance.

Skeleton Technologies claims the highest specific energy density on the supercapacitor market, achieved using its proprietary Curved Graphene nano-technology. The company says its ultracapacitors are capable of over one million charge cycles, operate at near full efficiency even in extreme temperatures from -40°C to 65°C, achieve up to 60 times the power density of batteries, are 30% more efficient than batteries and contain no lithium, cobalt or other harmful materials.

The company's 51V module can be used in series for applications requiring up to 800V, says Dr. Sebastian Pohlmann, VP Automotive and Business Development. He says the power electronics systems available today are capable of handling capacitors in hybrid power systems, but they need not be complex. A direct parallel connection with a battery can perform functions ons such as peak shaving. This means the battery lives longer nger and has reduced risk of thermal runaway. Adding a supercapacitor upercapacitor also means that the battery no longer needs to be oversized to cover such peaks, saving space and money. ey.

Skeleton Technologies and d its Norwegian partner NXTech launched a joint project ject in February aiming to develop marine-certified ultracapacitor modules to be initially used in active wave ve heave compensation (AHC) systems suited to offshore operations.

Batteries have been used to power such systems, but they have a relatively short lifetime, down to a few months, due to their limited cycling. Pack sizes have also been unmanageable due ue to the power density required to perform AHC functions.

The use of Skeleton's ultracapacitor technology for AHC can reduce duce energy demand by 75%. The project ct aims to develop a marine-industry y specific ultracapacitor module that has more than double the power density ensity of ultracapacitors currently on the market, and it is expected to be e ready for series production in March 2022.

Next generation supercapacitors itors Supercapacitors are suited ed to supporting other shipboard operations perations wer peaks or that might require short power nn, including cyclic events, says Pohlmann,

winch operations and engi engine starts, and alongside development work with this e existing technology, Skeleton Technologies is now developin developing a new system. “Our Curved Graphene technology has alrea already improved energy density by a factor of two to three. W With graphene, we are pretty close to the theoretical lilimit for the surface area of the electrode, so a few year years ago we decided to develop a new kind of chemistry. chemis That has now made the jump out of the lab to industrialisation. We call it a superbattery, and it is a combination of energy and power which has never really been seen before.” The superbattery will have 10 times the energy density of current technology. It combines the high energy density of ba batteries with the high power density of supercapacitors to give a system that th has both characteristics and can b be charged in as little as 15 seconds. It is expected to reach the market in 2023.

Kawasaki Kawasa Heavy Industries (KHI) and Corvus Energy En have addressed the issues of battery b size and life in offshore operations with the development of a lithium-ion capacitor system that the companies say can deliver beyond a million cycles with minimal capacity loss.

The system incorporates lithium-ion capacitor cells into an energy storage h system with high-efficiency liquid cooling that maintain maintains an optimal temperature

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8 Skeleton Technologies is developing a next generation successor to its 51V ultracapacitor (pictured) with up to 10 times the energy density of current technology. It is expected to reach the market in 2023

8 Dr Sebastian Pohlmann, VP Automotive and Business Development at Skeleton Technologies

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EMISSIONS REDUCTION range at the system's very high root means square current and charge/discharge rates. Type approval was obtained from DNV in 2020. Corvus now sells the energy storage system to offshore vessels and platforms globally, while KHI is now in discussion with shipowners of other vessel types.

Sean Puchalski, EVP of Strategy & Business Planning for Corvus Energy, said: “The new cutting-edge technology provides the best of both worlds: current-handling performance nearing a supercapacitor with improved energy density. It will enable our offshore customers to cost-effectively improve efficiency through energy recapture from heave compensation, drilling draw works and payload lowering applications with a lightweight, space-saving footprint.”

Supercapacitors in hybrid systems Meanwhile, the role of supercapacitors is being evaluated in hybrid power systems. Members of Korean Register (KR)'s System Safety Research Team evaluated the impact of using a battery-supercapacitor hybrid system to replace a diesel generator on a 50,000dwt bulk carrier. The modelled vessel had a diesel main engine and three diesel generators, four electric deck cranes and electric winches. Four operational modes were evaluated: seagoing mode, port in/out mode where the heaviest loads are the mooring winches and ballast pumps, cargo loading/unloading where the heaviest loads are the cranes and ballast pumps and harbour mode where the heaviest loads include the air conditioning compressor.

In their analysis, one generator was replaced by lithiumion batteries supercapacitors, and another generator was downsized from 700kW to 500kW (to increase fuel efficiency in seagoing mode). The battery was selected for use in port in/out mode, and the supercapacitor was selected for cargo loading/unloading operations. If the supercapacitor pack was discharged, it was assumed to be charged from shore power within about 20 seconds with a high C-rate for the next cargo operation.

“The supercapacitor can be charged from regenerative energy during crane lowering operations (luffing zip down and lowering cargo operation) which occur repeatably for cargo operation modes. However, the regenerative power is not sufficient to charge the supercapacitor fully, so its energy can be supplemented by shore power,” says Kyunghwa Kim, Senior Researcher, System Safety Research Team at Korean Register.

“When it comes to regenerative energy, each electric motor mo acts as a generator in some cases. Fo For example, when a crane lifts a load, th the motor requires energy.

However, wh when the crane lowers the load, the weight wei of the load makes the motor rotate rotate, and generates electric energy. Conventionally, Conv the energy is consumed as heat by braking resistors.

However, as tthe technology develops, regenerative e energy could be stored and reused by using the energy storage syste system, mostly the lithium-ion battery.” In th these operations, Kim says, the lithium-ion lithiumbattery is not affected by the ssupercapacitor, because these two tw systems could be operated independently.

Analysis reveals cost sensitivity The b bulk carrier modelling indicate indicated that the hybrid system could rreduce CO2 emissions by 77% du during cargo handling and

30 | SEPTEMBER 2021

harbour modes, SOx emissions could be reduced by 93% and NOx by 99%. However, the emission reduction rate for seagoing mode and the port in/out mode were under 10%, and the emission reduction rate is variable depending on a ship's schedule.

Kim describes the potential benefits of having supercapacitors onboard: “The supercapacitor can respond to peak loads under heavy weather conditions. Therefore, the capacity of the lithium-ion battery may be reduced when using the supercapacitor as a sub-power source. Moreover, in the battery-supercapacitor hybrid system, the battery may not face severe load fluctuations, and hence increases its lifetime (measured in charge/discharge cycles), thereby enabling extension of the replacement period of the battery. Further, by integrating the supercapacitor with the battery, thermal management problems may be solved by preventing the battery from reaching high temperatures during operation.”

In the case of the bulk carrier, the researchers concluded that battery-supercapacitor hybrid systems can have a short payback time on ships that have long cargo handling time or visit many ports with a short sailing time. Fuel savings of up to 60.2% were achievable, based on some assumptions.

However, payback time varied significantly, ranging between four and 10 years depending on electricity and fuel costs.

These costs were more critical than the initial investment in the battery and supercapacitor which had a life span of 10 and 15 years respectively.

8 Members of Korean Register (KR)'s System Safety Research Team evaluated the impact of using a batterysupercapacitor hybrid system to replace a diesel generator on a 50,000dwt bulk carrier. (credit: Kim K, An J, Park K, Roh G, Chun K. Analysis of a Supercapacitor/ Battery Hybrid Power System for a Bulk Carrier.

Applied Sciences.

2019; 9(8):1547)

‘‘

The supercapacitor can be charged from regenerative energy during crane lowering operations (luffing zip down and lowering cargo operation) which occur repeatably for cargo operation modes.

However, the regenerative power is not sufficient to charge the supercapacitor fully, so its energy can be supplemented by shore power

8 Sean Puchalski, EVP of Strategy & Business Planning for Corvus Energy

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

EMISSIONS REDUCTION Kim says the supercapacitors could also be beneficial on drillships, offshore support vessels, crane vessels, and more, for cargo cranes or thrusters used for dynamic positioning.

“Typically, ship manufacturers oversize the main power sources (i.e. generators) to compensate for peak loads.

However, supercapacitors deliver high-density power to meet the periodic peak requirements, thereby reducing the capacity requirements of onboard generators.”

In addition, lithium-ion batteries have poor performance at low temperatures, however, supercapacitors can maintain excellent performance even when operating at extremely low temperatures, says Kim. Therefore, ships that sail in the Arctic and Antarctic can benefit from the superb operating temperature performances of supercapacitors. Generally, the discharge temperature range of lithium-ion batteries is around -20°C to +60°C, and for supercapacitors it is around -40°C to +65°C. Supercapacitors can also be used to the start-up of fuel cells more quickly than can be achieved with batteries.

“Further, supercapacitors could be used to satisfy dynamic load demands, which may help lengthen the lifespans of the fuel cells.” However, Kim warns that the cost of supercapacitors is much higher than that of lithium-ion batteries. Therefore, comprehensive reviews of a supercapacitor's characteristics are needed when planning the energy storage needed on a ship.

Non-linear supercapacitor capacitance Researchers at Leibniz University Hannover in Germany evaluated the economics of a battery and supercapacitor system used to support a solid oxide fuel cells and found simple modelling principles to be lacking in articles with a marine context. Fuel cells have power gradient limitations that require support with fluctuating load profiles, such as manoeuvres involving bow thrusters, and a hybrid system with battery and supercapacitor can fulfil that role, with the supercapacitor proving itself economical over a wide range of model situations. However, the researchers claim that while simple modelling was effective for a lithium-ironphosphate (LFP) battery, the non-linear behaviour of supercapacitors needs to be considered with care when designing a power system.

“While Lithium-ion batteries tend to have a rather steady voltage plateau for different states of charge (in this case only a slight increase of around 3.3V for each cell between 10-90%), supercapacitors' voltages increase non-linearly -linearly while charging,” says researcher Lukas Kistner. “A state of charge-independent current limitation prohibitss high charge/discharge power for lower states of charge. e. More straight forward storage modelling cannot represent ent this behaviour, which results in wrong capability estimations. ons.” He proposes that, in addition to the state-dependentt power limitations, the changes in the supercapacitor's capacitance acitance (in Farad) with cell voltage should be included.

A two-step design decision process was undertaken en in the study, firstly to decrease the size of the fuel cell powerr source as its specific power is more expensive than batteries eries or supercapacitors. Secondly, the evaluation of two optima ma for a storage hybridization: the optimum where neither power ower nor capacity are oversized, and the cost optimum, where here the configuration depends on the components' lifetimes. fetimes.

“Increasing the battery storage size influences its degradation radation more heavily than it is the case for supercapacitors. s. In this case, larger total storage power in combination with the supercapacitor support leads to the lowest found annual system costs,” says Kistner.

Overall, the study, part of the MultiSchIBZ research project,

‘‘

While Lithium-ion batteries tend to have a rather steady voltage plateau for different states of charge (in this case only a slight increase of around 3.3V for each cell between 10-90%), supercapacitors' voltages increase non-linearly while charging showed that optimal configurations are heavily dependent on the ship's load profile characteristics. “Ship power system design is commonly based on rules of thumb and results in oversizing more often than not. We can recognise a trend towards hybrid ships where good design decisions will be even harder to achieve this way. I believe that model-based and time-dependent calculations will become very important to maximize economic advantages.”

For different fuel cell types and fuel combinations, it is important to look at the different maximum power gradient capabilities, says Kistner. A faster reaction time/load shift decreases the required storage capacity, because a load following operation will be easier to accomplish. However, storage support will still be required for the foreseeable future.

Capital and lifetime costs can be important. “Supercapacitor cost increases could come with higher maximum current, specific storage capacities and lifetime guarantees. For example, in the presented cargo ship case, supercapacitors with higher specific power would not really benefit this particular hybrid storage, because in a cost-optimal configuration the total storage power is oversized for the application anyway. On the other hand, a cost decrease could be achieved using a cheaper unit with more strict current limitations.”

In a follow-up investigation, the researchers compared the proposed fuel cell system with hybridised diesel and gas internal combustion engines for a cruise ship. The results indicate that the SOFC technology will drastically decrease emissions and also reduce fuel costs significantly due to its better energy efficiency.

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

8 Lukas Kistner noted the non-linear behaviour of supercapacitors needs to be taken into account when designing a power system

SEPTEMBER 2021 | 31

EMISSIONS REDUCTION

CII 'POOR FIT' TO CUT EMISSIONS FROM CRUISE SHIPS The CII, which enter into effect from 2023, represents a particular challenge for cruise ships, due to the comparative size of such vessels' hotel load as a proportion of overall energy consumption.

The root of the challenge, as previously noted by The Motorship, is that formula upon which the index is based is better suited for assessing bulk vessels or containerships than passenger vessels. The index figure is reached by dividing annual CO2 emissions by a figure that is reached by multiplying the gross tonnage of the ship by the annual distance it has travelled.

This figure is used to rate each vessel's performance on a scale from A to E, with ratings of D and E considered as unacceptable and measures need to be taken so that the vessel reach at least rating C. “Consumption per nautical mile is directly proportional to the CII. Due to the high portion of hotel load, cruise ships have a certain optimal speed where consumption per nautical mile is considered; this is typically around 12 knots.

The higher the propulsion power demand required, the lower the optimum speed,” noted Foreship, the Finnish consultant naval architects, in a white paper it published earlier this year.

Paradoxes between fuel consumption and CII Meanwhile, higher the hotel load, higher the optimum speed.

To achieve the best possible CII, the cruise ship Foreship used in its calculation should always sail at 12 knots.

“Reducing the speed below 12 knots would result in a lower CII rating, even if CO2 emissions reduced at the same time. Self-evidently, the lowest possible fuel consumption and CO2 emissions would be achieved if the ship stayed continuously at anchor or in port, but the associated CII rating would be infinity, due to annual travelled distance being zero,” Foreship pointed out.

“In the same way, our ship would achieve the same CII rating whether cruising at six knots or at 21 knots, despite the huge difference in actual fuel consumption and CO2 emissions per hour,” the company concluded.

The introduction of CII in 2023 precedes any financial incentives to encourage improved performance, which will not be introduced until 2027 at the earliest. However, operators note that environmental considerations are already a factor when passengers make bookings in some segments.

“I believe what the Foreship report brings to light is that the passenger ship sector may need to be looked at in a different context from cargo ships, not only from an IMO regulatory perspective (i.e. how the CII is calculated), but from a more commercial point of view, in that passengers do have a choice of who they cruise with, and many cruise passengers (particularly expedition cruise passengers) do care about the environment,” said Chris Dlugokecki, EVP Operations at the Miami based expedition ship tonnage provider SunStone Ships.

Dlugokecki noted that SunStone was looking at alternative fuels among different solutions, but was mindful of

32 | SEPTEMBER 2021

Credit: SunStone

While the European Union's Fit for 55 programme will put pressure on passenger ships of all kinds to switch to either emission free fuels or shore power while in port, the IMO's Carbon Intensity Index represents a nearer term challenge for cruise ships

operational challenges. He compared some of the alternative fuels under consideration with the previous energy transition from coal to oil a century ago. This transition took decades to complete, despite the advantages of oil over coal.

“The future fuels that are being discussed now - methanol, hydrogen and ammonia - not have any of oil's characteristics.

They are not cheaper, cleaner, abundant, more energy dense and safer to handle. The energy density is at least half of today's fuels, this means more space will be required on ships to carry the extra fuel.”

“These fuels will also be about two to four times more expensive. A further complication is that these fuels can come from many different sources, some with more impactful or similar lifecycle emissions to the fuels of today,” Dlugokecki said in a written reply to The Motorship.

“The availability of alternative fuels also remains questionable, particularly in the Arctic and Antarctic areas where SunStone currently operates our fleet of expedition cruise vessels,” he concluded.

8 SunStone has invested in a series of 7 diesel-electric expedition vessels at China Merchants Heavy Industry (CMHI), including the Greg Mortimer

‘‘

The future fuels that are being discussed now methanol, hydrogen and ammonia - not have any of oil's characteristics. They are not cheaper, cleaner, abundant, more energy dense and safer to handle.

The energy density is at least half of today's fuels, this means more space will be required on ships to carry the extra fuel For the latest news and analysis go to www.motorship.com/news101

EMISSIONS REDUCTION UK-based supplier of chemical bunkering systems Fluechem and Italian urea system manufacturer ARAN have teamed up to develop an onboard urea generator for the production of AUS40.

The new system offers an alternative to bunkering the AUS40 solution used by selective catalytic reduction systems to reduce NOx emissions. AUS40 consists of about 60% water, and the new system enables it to be generated on demand, thus potentially reducing the size of storage tanks by over 90%. (A large vessel would typically carry a stock of about 40m3 of AUS40.)

An initial assessment has identified that the onboard urea blending system can deliver a 60% reduction in OPEX costs and 50% reduction in weight and space used on board a vessel. The companies say the system reduces transport fees compared to the current method of supplying urea solutions in port and also reduces the risk of the solution spoiling onboard.

“The system can be fully integrated into a newbuild ship during the construction period or partially integrated into an existing vessel / system (retrofitted) with minimal operational impact,” says Fluechem Director, Niall Roberts.

“Furthermore, it can be supplied as an independent standalone containerised unit for

UREA GENERATOR LOWERS STORAGE TANK REDUCTION OF OVER 90%

8 The solution is based on ARAN's patented stationary urea production system, which has been operated successfully for three years in the power generation sector

maximum flexibility or for shorter periods of service on a leased basis.”

The containerised system is a self-contained urea generator which, when connected to the ships pot water and power supply, enables the users to blend dry urea prills (pellets) to deliver aqueous urea solutions (AUS40) to ISO standards. It is replenished by a semiautomatic urea prill hopper system designed to fit the required consumption parameters.

The prills are available in virtually any country, says Fluechem.

One kilogram of urea prills provides 2.26 litres of AUS40. Providing urea prills to a ship,

as opposed to the AUS40 solution, reduces the weight of the product to be supplied, which means less transportation resulting in less emissions and less cost from the supply chain, says Roberts. “Reducing the stored amount of AUS40 on a ship reduces the weight onboard, with knock on benefits for fuel consumption and ultimately results in fewer emissions from the ship. The economic and environmental impact of a single unit for a single vessel can be enhanced further when customers select a standard design for a fleet of vessels.”

The environmental and cost savings realised by using a urea generator is a function of the AUS40 volume consumed by the ship and the time and cost of the logistics to supply that volume. “We believe that ships with a predictable AUS40 consumption, for example with trading patterns within or into Emission Control Areas, will be best suited to maximise the savings from fitting a urea generator,” says Roberts. He anticipates that the first urea generator will be installed on an existing ship currently using AUS40 later this year before then moving on to installing a system on a new build vessel.

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SEPTEMBER 2021 | 33

EMISSIONS REDUCTION

FIT FOR 55 POSES CHALLENGES FOR EU CRUISE INDUSTRY The Fit for 55 legislative proposals mean that greenhouse gas (GHG) emissions in the EU should be reduced by 55% by 2030 compared with a 1990 baseline. The proposals expand the EU's emissions trading system to maritime transport, introduce a minimum tax on certain fuels and vessels plus set a maximum limit on the GHG intensity for energy used onboard.

Passenger ships and container vessels are, as a main rule, required to use shore power or demonstrate the use of another zero emission technology.

“There are in reality two key elements in the Fit for 55 package that are directly relevant here, FuelEU Maritime Regulation, and the revision of the Alternative Fuels Infrastructure Directive,” said Hans Eivind Siewers, Maritime Segment Director for Passenger Ships & RoRo at DNV. As far as the Fuel EU Maritime in concerned, the shore power provision (Article 5) that kicks in in 2030 is relevant for all passenger ships above 5,000 gross tons.

There are, however, a number of exception clauses also listed in Article 5, and the regulation will not apply to ships: (a) that are at berth for less than two hours, (b) that use zero-emission technologies, (c) that have to make an unscheduled port call for reasons of safety or saving life at sea; (d) that are unable to connect to on-shore power supply due to unavailable connection points in a port; (e) that are unable to connect to on-shore power supply because the shore installation at the port is not compatible with the on-board on-shore power equipment; (f) which, for a limited period of time, require the use of onboard energy generation, under emergency situations representing immediate risk to life, the ship, the environment or for other reasons of force majeure.

Some flexibility already, subject to further discussions “In particular, items d) and e) will probably imply some flexibility in ports without these facilities, especially in smaller ports,” Siewers said in a written response to The Motorship.

To cover all ports in the EU with shore power by 2030 would be very challenging. “However, the Alternative fuels infrastructure directive mandates the installation of OPS (Onshore Power Supply) in all core Trans-European Transport Network (TEN-T) ports by the end of 2025, so we certainly could see a significant expansion in coverage,” Siewers continued.

How these ports will dimension the installations - and source the necessary power - remains to be seen. Negotiations on the proposed directive are continuing, while the details of how the directive will be integrated into national legislation, and the practical implementation will have to be clarified.

“Additionally, we have of course, seen cruise ports already investing in OPS before any EU-wide regulation has kicked in, and we expect to see that continue, driven by local initiatives and requirements,” Siewers pointed out.

Finally, the Regulation and Directives are at present proposals from the European Commission that need to be

34 | SEPTEMBER 2021

Credit: Siemens

The EU's Fit for 55 programme will pose particular challenges for the cruise industry, as greenhouse gas emissions in general, and those in port in particular, come under increasing scrutiny

negotiated with the European Parliament and European Council, and changes may result from those negotiations.

Siewers noted that to date, only a select number of ports worldwide offer shore power to cruise ships. Relevant higheffect facilities are available only in about 15 ports, most of them in North America and Northern Europe.

“An increase in this availability will result in an increase in cruise ships outfitted with this technology. Many of the cruise ships on order are already specified with this capacity, with retrofitting planned for many vessels in upcoming dockings.

Overall, we believe this is a trend that is only likely to increase,” he concluded.

The cruise industry will face many challenges when it comes to CO2 emission free port calls from 2030, said Peter Albrecht, Senior Advisor at the Finnish consultant engineering company Elomatic.

As it is unrealistic to assume that in just nine years' time the global cruise fleet could be converted to operate on fuels that do not produce any CO2 emissions, the objective of CO2 free port calls should be met by the use of shore power, he pointed out.

8 Siemens' Siharbor shore power system at the Port of Kiel

Connecting large cruise ships to land grid not simple “The power grid ashore, throughout Europe, uses 50Hz frequency. However, on cruise ships, the frequency is 60Hz,” he said. The frequency can be increased to 60Hz by the use of converters, but conversion losses will inevitably require more power to be supplied from ashore than a vessel requires onboard.

Larger cruise ships mainly have a high voltage power system onboard, but local grids connected to the port do not always meet this requirement. In such cases transformers must be added to the port side.

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

EMISSIONS REDUCTION The practicalities of supplying large amounts of electricity to large cruise ships also need to be considered, given the density of the HVAC cables required to carry the power from ship to shore. Such cable are generally limited to lengths of about 100 to 150 metres to fit in a container. The cable has to be uncoiled in full to prevent it from overheating, which means it takes up a lot of space on the quayside.

Another challenge is the capability of the land based power grid to cope with a surge in demand when a large cruise ship is connected to it: the hotel load of a single ship is in the region of ten thousand kilowatt.

To install a system that would allow a cruise ship to be connected to land based power grid is very expensive and the ports will have to think how many of such installations will be viable as investments, which will affect the price of the shore power.

From an operational point of view, only berths that have shore power connection could be used by cruise ships, which means operational challenges to both the port and cruise lines.

Making the connection is also an operational aspect worth taking notice of: these systems operate at 6.6kV, which means they are high voltage installations on which only people certified for such tasks can work.

Smaller passenger ships, such as expedition type cruise vessels and ferries, can face these challenges easier than the large cruise ships that increasingly dominate the cruise industry. Expedition cruise ships are relatively small and their power requirement is consequently much lower.

The same is largely true with ferries. They also usually operate only between two ports and use the same berths at every call, which means that it is much easier to arrange shore power. Ferries that trade e.g. between Finland and Sweden have a 50Hz onboard power grid, which eliminates the need of a converter and facilitates the use of shore power, which actually is widely used by them, Albrecht concluded.

MSC Cruises, the Geneva based operator of large cruise ships, is like many of its peers working on developing solutions that would make cruising emission free. However, the company said it was not ready to share its preparations externally, with proposal documents running into the thousands of pages. It was also liaising with industry trade associations, to understand the proposals and the implications for shipping and for MSC Cruises as a business.

Several projects at MSC Cruises “We are working on several projects where hydrogen could be adopted as an energy source. Solid oxide fuel cell technology, which will be trialled on one of our early LNG 8 Wärtsilä's wireless charging system

ships, can be powered by hydrogen, bearing in mind that this would need to be 'green' hydrogen in order to ensure its carbon free credentials,” the company said in a written response to The Motorship.

MSC Cruises recently signed a memorandum of understanding SNAM and Fincantieri to determine the feasibility of hydrogen powered cruise ships with a focus on design and construction requirements.

“We are working with technology providers, including Wartsila, on the European Union-funded 'Project CHEK', to investigate the potential contribution that numerous onboard technologies can make to support zero emissions in shipping, including the use of hydrogen powered engines,” the company added.

The cruise industry will have to work hard to meet the objectives of the EU's Fit for 55 programme, but the EU should also help the industry to meet these demands, said Hans Lagerweij, CEO of the Danish expedition cruise operator Albatros Travel.

Use funds from marine fuel tax to subsidise shore power The target of zero emission port calls is particularly demanding for the expedition cruise sector as ships of these companies frequently call at small ports that do not receive many cruise ships.

“Part of the funds that are raised from tax on marine fuel should be used to subsidise the installation of shore power facilities at these smaller ports,” Lagerweij told The Motorship.

The Motorship notes that in some countries the cost of extending grid connection capacity falls upon local municipalities.

He welcomed the principle of charging the shipping industry for emissions, but added that the funds that the EU collects from doing this should be earmarked for R&D of new technologies that help the industry to reduce its emissions.

A fund should be set up for this purpose, he added.

There is also a danger that the Fit for 55 programme will lead to increased bureaucracy and therefore additional costs to the industry, Lagerweij pointed out, adding that it may expedite the removal of older, less efficient ships from service.

While the Covid-19 pandemic has left only a few mainstream cruse ships built in the 1980s in service - and none dating from earlier decades - there are still several expedition vessels of this vintage in operation However, Lagerweij welcomed the Fit for 55 programme and said. 'It must be done and it can be done. It's possible and realistic.” The path to meet the requirements of Fit for 55 includes some uphill struggle, although this will probably not be insurmountable.

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

8 The practicalities of installing shore power connections for ferries (such as Scandlines' hybrid SchleswigHolstein, is more straightforward, as they typically operate between two ports and use the same berths at every call

8 Hans Eivind Siewers, Maritime Segment Director for Passenger Ships & RoRo at DNV

SEPTEMBER 2021 | 35

EMISSIONS REDUCTION

BERGE BULK TARGETS AMBITIOUS FLEET DECARBONIZATION GOAL

Credit: Berge Bulk

Berge Bulk is looking at options to reach carbon neutrality by 2025, Paolo Tonon Technical Director at the international shipping company explains

Berge Bulk has announced a series of challenging environmental targets, including ambitious targets to achieve carbon neutrality from your operations by 2025.

Bulk shipping is the most fuel-efficient and carbon efficient form of transport per metric tonne carried. That said, we know that our operations do generate significant emissions, and reducing these greenhouse gases and other air pollutants is a critical part of our environmental stewardship strategy.

Q A

Looking at the wider bulk market, how far are you responding to pressure from customers for reduced environmental emissions, and how far are you positioning your fleet for potential changes in the end-user environment?

Our customers, the charterers, today are curious and they also feel as much pressure as we feel. In Berge Bulk we own most of the ships in our fleet, and thus we carry the responsibility to retrofit them with technologies that will bring down the CO2 and all other greenhouse gases.

We all know that the rules and regulations which the IMO rectified in the past MEPC meetings are defining where we want to be, but they do not define how to reach the goal. In this respect, there is not a single silver bullet, there are several options out there that require different levels of investment and that carry different rewards and risks. Our industry has a lot to learn about how to bring to life commercially sound and valid solutions. This learning must happen fast. If we compare the time it took to get LNG in other than LNG carrying vessels, we do not have the luxury to wait for so long.

Clarity of rules, and especially global rules, is probably the most important thing we all need in order to proceed fast to target. The other thing is collaboration. This needs to happen on a completely different mode and scale. Now, given that all of this is outside the control of a single ship owner and operator, the amount of work ahead of us is very relevant and urgent.

Q

A

36 | SEPTEMBER 2021

8 Berge Bulk launched its Carbon Neutral Delivery programme earlier in 2021

What is Berge Bulk's perspective on the proposed extension of the EU ETS to cover 50% of extra-EU voyages? Do you expect this will lead to the diversion of the most efficient VLOCs, such as your Berge Logan, to BrazilNW Europe routes, or is it too soon to predict the effects on global trade flows?

I think it is still very early to predict how some of the proposals that have been voiced lately will impact fleet deployment. However from Berge Bulk we are interested in having rules and regulations that secure a level playing field.

Q

A

Speaking to shipowners and operators in other markets, we have seen the emergence of surcharge mechanisms for net zero consignments. How far is the bulk market from the first net zero parcels, considering the importance of several non-ferrous metals for electrification, for instance?

The dry bulk market is behind what we have seen in the container market. Our customers are interested in carbon reduction, but they are not yet so engaged with us in adopting solutions that require additional costs. In Berge Bulk, we have the ambitious commitment to be carbon neutral by 2025 at the latest, and we are proud to be one of the first dry bulk carrier to do so. Leading on the decarbonization roadmap is an important ambition for Berge Bulk. We started already in the past launching two of the most efficient dry bulk vessels ever built: Berge Mafadi and Berge Logan. As such we support regulators to come up with new rules aiming to reduce the effects of shipping emissions.

Earlier this year, Berge Bulk launched our Carbon Neutral Delivery programme. Through this programme, we offer our clients an option to offset the carbon emissions of their voyages with high-grade carbon offsets.

To facilitate the programme, we have built a global portfolio of carbon offset projects that plant new trees and protect against deforestation, projects that produce

Q

A

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

EMISSIONS REDUCTION renewable energy, and projects that work with low-income communities to reduce emissions in their way of life.

These projects are measured and monitored by the highest standards of leading international entities. All of our offset projects are certified to meet either the Gold Standard (GS) or the Verified Carbon Standard (VCS). Upon completion of the voyage, we issue clients a certificate of retirement as evidence that the corresponding number of carbon credits have been retired to offset the voyage emissions.

Turning to your company, you have been an early adopter of clean technology in your fleet, with initiatives ranging from the introduction of LED lighting onboard through to water purification and plastic recycling.

For companies interested in following your example, did these initiatives require significant investment?

What is very interesting to know is that some of these initiatives aiming to improve vessel energy efficiency are no brainers. The return of the investment is very encouraging, thus these shall be done independently. Last year, we replaced all our lightbulbs fleetwide with LED bulbs.

In total 54,600 lightbulbs were changed. LED bulbs use at least 75% less energy than incandescent bulbs and they last longer, so this initiative not only makes environmental sense, but it also makes business sense.

Other initiative like reducing the amount of plastic onboard are de facto a cost increase, but again our vision, our mission, our values, and our commitment not to pollute our oceans are well above and more important. At Berge Bulk, we are committed to reducing our waste footprint, building a wasteconscious culture among our colleagues, and investing in organisations that are creating innovative, sustainable waste management solutions.

In 2019, we launched a project to install freshwater purification systems on board our ships in an effort to reduce dependency on plastic bottles. 390 water purification units had been installed fleetwide, and over 2,000 reusable stainless-steel drinking bottles were distributed to our crew.

The results of this effort have been encouraging. We have seen a 95% reduction in consumption of plastic water bottle waste. And we are avoiding 500,000 plastic water bottles annually.

Q

A

Turning to your fleet plans, your Blue Matters strategy reveals that you plan to build and operate a zero emissions vessel by 2030. Can you provide any details on the expected size of the vessel, and how the performance of the vessel will compare with Berge Logan?

There are two main avenues to reduce emissions on a vessel...

(1) improve hull, propeller, engine performances and on top add a number of systems harnessing wind and solar energy that will bring the overall emission level of the vessel drastically down compared to what we have seen on Berge Logan. However, so long as we are depending on carbon fossil fuel there will still be some carbon emissions, so finally we have to top all of that with Carbon Capture and Storage systems onboard. In a logic of circular economy, we shall then have another industry ready to take such waste and utilize it for their own processes.

(2) The other avenue is linked to zero carbon fuels. Those are very innovative fuels like ammonia, hydrogen or nuclear propulsion or green fuels thus produced with a process that do not create CO2 emissions on their own. There is not a clear preferred path today. The best one can do is to keep an eye on all of this happening and engage in a minimum variety of initiatives that support a holistic learning and understanding.

Q

A

At the end, I am sure we are not going to have one right solution but we are going to have winning players that will be capable to adopt solutions in a quick and less risky way based on the learnings made.

8 The 300,000 dwt Berge Mafadi is among the most efficient bulk carriers in operation

Berge Bulk has shared the results of recent trials of biofuels, with GoodFuels. Do you see biofuels merely as an interim solution to reduce the GHG emissions profile of diesel fuels, and to meet the requirements of the EU's RED II fuel requirements, or does it have a greater potential?

Indeed, we have been testing Biofuels in a couple of our vessels. As such, biofuels have been existing for a long while and have been used locally (e.g. thermal power plants) where produced as waste from other industry processes. There are very different biofuels that support CO2 reduction from minimum values as 15-20% up to 70%. The main problem here, and similar to a lot of other fuels, is that they have not been developed for shipping in particular. The logistics do not exist. There is not enough capacity to satisfy the need for shipowners nor is there the global bunkering footprint available. Summarizing, requirement wise, these fuels can take you to target but availability has to be secured.

Q

A

What is Berge Bulk's perspective on the alternative fuel debate within the shipping community? We have noted that a number of major mining companies have recently signed long-term charter agreements for LNGfuelled vessels. Is Berge Bulk evaluating LNG as a potential solution?

LNG is a good fuel for reducing ducing CO2, it is definitively not the ultimate mate solution that will bring you to a zero-carbon ero-carbon solution (unless you consider green or synthetic natural gas). At Berge e Bulk we believe that there are other fuels and energy efficiency technologiess that will also present alternatives to LNG. NG. They are available today and they are leaving more ath to options open for a following path a zero carbon vessel.

Q

8 Paolo Tonon, Technical Director, Berge Bulk

A

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SEPTEMBER 2021 | 37

EMISSIONS REDUCTION Would you be able to provide any detail on your view about other potential fuels, including methanol, ammonia or LBG or synthetic LNG? We are looking at methanol and at ammonia. There is not too much we can say at this point in time since there are a number of aspects, mainly commercial that need to be properly developed.

Q A

Would it be possible for you to give some examples about the efficiency savings you have achieved with own digitalisation solutions?

In Berge Bulk we have been developing our set of rules and processes on how to monitor Vessels Performances.

While a precondition is to have a tool / platform that visualizes performances and highlights potential improvements, it is equally important to have the routines and the proper ship-to-shore communication that will allow you to capitalize on hypothetical savings. The focus has been there since the beginning in our company and will just increase thanks to the technical solutions we can access.

Savings from equipment management and especially from monitoring hull and propeller efficiency are relevant and will always continue to be a strong pillar on how we intend to minimize our CO2 footprint.

Q A

Would it be possible to discuss the wider role that you expect digitalisation, in all its different forms, to play in Berge Bulk's emissions reduction strategy?

Digitalization and decarbonization are two aspects that have to be considered strongly correlated when focusing on the emission reduction goals. The amount of insights on how to optimize the vessels are possible only with a certain level of digitalization. New technologies are today delivered with an increased amount of intelligence and with the capabilities - thanks to connectivity - to be autotuned in the environment in which they work. Much of vessel digitalization is about optimizing the asset from the right holistic level, avoiding unnecessary suboptimizations that pops up more frequently since easier to spot and execute.

Harnessing wind and solar energy require an integrated approach on the vessel power management system.

Digitalization in terms of high-frequency data is a new standard that has been introduced with the idea to understand better how the asset is utilized. This is now so relevant because new equipment requires data to be optimized and integrated in the vessel-system.

Q A

Given your own background, which straddles OEMs and ship management, how do you think shipping can manage the transition towards greater information sharing to maximise the benefits of digitalisation?

In my career, I have always been in and around shipping and have been sitting on both side of the table, as supplier and customer. What both have in common is the aim of delivering more intelligent products which, with a higher level of digital solution, can provide higher value or require the industry to develop products with certain given inputs.

I believe that shipping is slowly but surely going towards a future where you will see a chief engineer walking into the engine room with an iPad doing all the diagnostic and problem solving / optimizations with a network of partners (including the shipping company as well as third parties). This will be possible thanks to the higher level of digitalization that all the new products carry. This way of working will require a shift in knowledge and capabilities that is not easy to manage at the same speed of new technology released in the market; however, we have a lot to consider before we

Q A

38 | SEPTEMBER 2021

make decisions. Common standards in the digitalization world are needed, they simplify the introduction of these technologies and how different players can cooperate in delivering a holistic solution to yards and shipowners.

Berge Bulk has a well-earned reputation for being an early adopter of different technologies. Would it be possible for you to provide insight into the range of different technologies that you are currently assessing?

The journey so far is clearly confirming to us that there is not a single silver bullet. Wind technologies, solar, hybridization and increase digitalization make up a very powerful toolbox for a shipowner. A lot of work needs to be put in to tailoring these different solutions for the different vessels, and the different routes on which they are deployed.

At the end, the game has to be played in close collaboration with our customers, the charterers, who want to be secured that the services we will deliver to them will still be safe, reliable and at the right price. In all of this, we should never forget to mention regulators as class, flags and port authorities all have a fundamental role in supporting us in derisking the adoption of these novel (at least for shipping) technologies.

So, I do not think that I can share a clear report on what is best and what is less convenient. The way to decarbonize assets must be very much linked with the way any single company is doing business. One thing I believe is important: get your hands dirty and try things for real, that is the only way to learn something and to support better decision making for the future.

Q

8 Berge Bulk's latest large bulk carrier, Berge Meru, is equipped with a Direct Current (DC) system, which will prepare her for the retrofit of more energy saving devices on board

A

8 Berge Bulk recently bunkered a capesize vessel, Berge Tsurugi (pictured) with 100% sustainable biofuels

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DESIGN FOR PERFORMANCE

NEW CNG TANK TECHNOLOGY FOR SPECIALIST CLASS OF SHIPS A new containment system and a class of vessel suited to the short-medium distance transport of natural gas from offshore production and storage facilities has been developed as part of the EU-funded GASVESSEL project

8 A rendering of the the latest iteration of the 205m-long GASVESSEL concept design

The four-year project commenced in June 2017 and is being led by naval architects Navalprogetti of Italy with classification support provided by ABS. The project is due to be completed in January 2022, and its aim has been to develop a cost-efficient way of transporting natural gas that would otherwise be stranded or flared. The transportation of compressed natural gas (CNG) at a relatively small scale over short distances (around 2,500 kilometres) is likely to be more flexible than pipeline transport and more economical than LNG. Energy consumption for the compression process is about half of that required by liquefaction and regasification.

In an EU context, the project furthers the ambition for reducing Europe's dependence on a single supplier by diversifying supply routes and unlocking new resources. In particular, GASVESSEL is expected to open up energy routes in Europe to three different oil and gas fields: 5 East Mediterranean gas fields - the CNG concept will enable supply of remote areas such as the Greek and Italian islands and Cyprus 5 Black Sea region - CNG transport offers a flexible solution for early start-up of gas exploitation, before the planned pipeline will be finished 5 Barents Sea offshore oil field - the CNG concept will exploit gas associated with oil winning, which is currently reinjected in the oil fields.

CNG-burning dual-fuel engines The ship design and cargo capacity can be adjusted depending on specific project requirements, but the vessel design that is currently being assessed under the scope of the GASVESSEL project has a length overall of 205m, a 36m maximum breadth and 7.5m design draft. The ship will have a cargo capacity of 15 MNm3 and be powered by four Wartsila 8V31DF dual-fuel engines (each 4240 kW at 720 RPM). As well

40 | SEPTEMBER 2021

as having dual-fuel power burning CNG, the ship will feature an air lubrication system. Hull and bulbous bow optimisations have achieved a reduction in resistance of approximately 15% at cruising speed.

Researchers from Cenergy and the University of Trieste developed a process simulation model to estimate the time needed for loading and unloading the CNG. The modelling indicates that it could take around 100 hours (35-51 hours for loading and 46-55 for unloading), depending on ambient temperature. Energy consumption for the loading process could vary in the range of 150-180 kJ for a unit mass of CNG. The total fuel consumption of the modelled processes varied between 1.14% and 1.45% of the total cargo.

The researchers note that the first and only CNG ship currently in service, the Jayanti Baruna, was launched in January 2016 in Indonesia. It is classed by ABS. The vessel has a capacity of 0.67 MNm3 @250 bar of gas. The gas is stored in a vertical cylinder (height 12 metres, diameter 615 mm, thickness 19 mm), and the ratio container/cargo weight is 0.15. This low ratio between the mass of transported gas and the vessel's cargo weight could be one of the reasons why CNG ship technology currently has such a limited uptake.

Non-load sharing metallic liners Therefore, a unique and important feature of the GASVESSEL project is the development of large, light weight cargo tanks.

The design consists of compressed gas cylinders of around 3m in diameter and 22m in length, installed and fixed vertically within the ship's hull and designed to store CNG (with a minimum methane number of 70) @300bar and 20oC. Their design was developed by engineering company CNGV of Slovenia using software provided by Italy's ESTECO Enterprise. CNGV and engineering and fabrication company BMPlus are currently burst and fatigue testing prototype cylinders under the supervision of ABS. CNGV has already

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DESIGN FOR PERFORMANCE provided finite element structural analysis that implies that the concept is technically sound and feasible.

The cylinders are made of a 6mm stainless steel liner wound with carbon fibres. The design reduces the total weight down to 70% of the current alternatives of the same capacity. The fabrication involves a specially-developed hydroforming and autofrettage processes, while the winding process is optimized to provide the most efficient design. The pressure cylinder design is now patented in 13 countries: China, Norway, UK, Germany, France, Spain, Italy, Greece, Cyprus, Turkey, South Africa, Singapore and the US. Both the pressure cylinder and the CNG ship concepts have received Approval in Principle from ABS. Stavros Niotis, Senior Principal Engineer, Global Gas Solutions ABS, says: “In general, the technology of compressed gas cylinders with non-load sharing metallic liners is well known in industries other than shipping. However, what makes this design unique is the size of the cylinders and the construction techniques that must be followed during their fabrication. This is to verify that the liner will always have good contact with the various layers of the carbon fibre windings during the cylinder's lifetime and for the intended operation.”

High pressure design implications In evaluating the design, Niotis says: “The main safety issue associated with CNG carrier designs is the high pressure at which the natural gas will be stored, so its systems need to be able to handle much higher pressures as compared to other ship types. Also, the risk of explosion in case of failure of such systems is high and the potential consequences can be catastrophic.

“For the cargo containment system, the high temperatures that will be developed during loading are also highly important as they can affect the properties of the carbon fibre windings. The ship's cargo holds, where the cylinders are placed, are designed to be continuously inerted in line with the ABS Guide for Compressed Natural Gas Carriers.”

The cargo containment area will consist of an eight cargo holds, each one divided in two sections by one longitudinal bulkhead, designed to contain the CNG pressure cylinders.

The manifolds are placed amidships, and loading will be done from ship's side. The loading and unloading cargo station is located on the deck according to OCIMF rules. The cargo holds are double bottom and double sided. These spaces achieve complete segregation of the cargo and to store ballast water.

Each cargo tank is comprised of four pressure cylinders interconnected via common header. The ship systems are designed to provide continuous monitoring and control of the various piping arrangements including cylinder pressure and temperature during loading, unloading and transportation, while a dedicated 'blow-down' system will verify that any part of the cargo will be vented before any more serious occurrence. The cargo holds will be inerted with nitrogen at a positive pressure of 50 mbar.

The cargo tanks will be connected to loading/unloading manifold via cargo deck piping which will be routed via a segregated pipe tunnel that runs above the cargo holds dome, in a central position. The cargo pipe tunnel will also inerted with nitrogen. All the CNG piping will be butt-welded without flange connection to prevent any leakage during operation.

Under the scope of the GASVESSEL project, detailed analysis has been performed relating to the loading/ unloading systems and facilities that will be required for the new class of ship. The loading and unloading operations will be carried out while the ship is berthed or secured by a single mooring, and the production facility or CNG FSU will supply

the gas to the ship at about 240 bar. The ship is fitted with cargo compressors to raise the pressure from 240 to 300 bar inside the cylinders to increase cargo carrying capacity.

Compressors will also be used during ship unloading operations as scavenging compressors when the differential pressure between gas in the cargo cylinders and receiving shore system is low enough to affect the scheduled discharging time.

Once cargo loading is complete, all the remote-controlled stop valves between deck piping and cargo containment systems will be closed to segregate the cargo tanks from each other. The deck piping will remain pressurized after loading.

After unloading, residual gas is expected to be about 30bar.

The ship could receive natural gas previously dehydrated and desulfurized by a production facility or a CNG floating storage unit (FSU), as there is no provision on board the ship for preliminary treatments of the natural gas. “Currently the project does not cover the option of loading gas directly from stranded fields as some preparation and treatment needs to be done before the gas is transferred to the ship,” says Niotis.

“It is a technically feasible option, especially from the ship design perspective, but it would need to be further assessed.”

Several contacts are already in progress with companies interested in CNG transportation and distribution.

Eight countries are represented in the GASVESSEL project: Navalprogetti (Italy), Dow Deutschland Anlagengesellschaft (Germany), Dowaksa Deutschland (Germany), PNO Innovation (Belgium), Vnipitransgaz (Germany), SINTEF Ocean (Norway), BMPlus (Italy), CNGV (Slovenia), Cenergy (Italy), Hanseatic Lloyd Schiffahrt GMBH & CO KG (Germany), Cyprus Hydrocarbons Company (Cyprus), Esteco (Italy) and American Bureau of Shipping - ABS Hellenic (Greece). The project has received funding from the European Union's Horizon 2020 research and innovation programme.

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8 The GASVESSEL design includes innovative lightweight CNG tanks, reducing the total weight by 70% compared with existing alternatives

8 The ABS-classed Jayanti Baruna was the first CNG vessel to enter service in 2016

SEPTEMBER 2021 | 41

SHIP DESCRIPTIONS

HYDROGEN FERRY FITS NORWEGIAN GREEN AGENDA Norway's sustained, vigorous investment in the ferry fleet that is integral to its coastal highway infrastructure has provided a breeding ground for alternative and innovative powering systems, writes David Tinsley

8 Hydra has been engineered for primary operation on liquefied hydrogen-fed fuel cells

The recent completion of the hybrid hydrogen/batteryelectric ferry Hydra exemplifies the sector's bold thinking and recourse to largely untried technology. The allocation of the 82m passenger/vehicle-carrying 'double-ender' to an intensively-utilised, west coast route in Rogaland County implies an expectation of high reliability and availability in conjunction with a near zero emission environmental standard.

Designed by Bergen consultancy LMG Marin and contracted from Westcon Yards by ferry specialist and service concession operator Norled, Hydra can transport 292 passengers and a ro-ro payload of 80 cars, or up to 10 trucks or equivalent mix. She has been engineered for initial operation in battery-electric mode, but with subsequent use of liquefied hydrogen, and has been assigned to the triangular route linking Nesvik and Skipavik with Hjelmeland, north of Stavanger. The Hjelmeland-Nesvik crossing forms a connection on national road 13.

The technical project dates from mid 2017, when Norled began investigating hydrogen fuel cell powering as a pivotal element in a response to a tender called by the Norwegian Public Roads Administration (NPRA) for the service in Rogaland.

Two ships were sought, to replace a pair of diesel-electric ferries, under a 10-year route operating contract expiring in 2031. Norled ultimately won the bid, and awarded two newbuilds of virtually identical main dimensions to Westcon, one incorporating a battery-electric installation, and one specified with the hybrid hydrogen arrangement, in accordance with the stipulated requirements of the NPRA. Construction of the hulls was placed with Norse Celik in Tuzla, Turkey. After launching, the hulls were towed to Westcon's premises at Olen for outfitting and completion. First into commission was the battery-powered Nesvik, completed at Olen in April this year, followed during June by the handover of the Hydra in a “hydrogen-ready” state, with the ensuing addition of the hydrogen system. The latter vessel's entry into

42 | SEPTEMBER 2021

the regular sailing schedule is now imminent. The core elements of the power system in Hydra are two 200kW fuel cells, a 1.36MWh battery plant, plus a pair of 440kW Scania diesel generators as back-up, using biofuel.

The Danish arm of Canada's Ballard Power Systems was responsible for the development and production of the two 200kW proton exchange membrane (PEM) fuel cell modules.

The compact FC-Wave modules are positioned on the ferry's amidships upper deck, to one side of the offset bridge, along with an 80m3 liquefied hydrogen fuel tank, manufactured by industrial gases company Linde. The LH2 fuel storage and processing equipment thereby occupies an open area, away from the passenger spaces, and a longitudinal blast shield is interposed between the bridge structure and the tank and fuel cells.

Although renewable electricity is more abundant and more competitively priced in Norway than in Germany, the latter's determined drive into the 'green' hydrogen sector and related technology is reflected in the choice of a German group as the provider both of the shipboard storage system and source of the future LH2 bunker fuel.

Hydrogen will be supplied to the Hydra via road tanker loaded at Linde's new 24MW PEM electrolyser plant at the Leuna Chemical Complex near Leipzig. It is anticipated that hydrogen bunkering will take place every 2 weeks. A mobile (wheeled) LH2 bunker station tower at Hjelmeland will effect transfers from road transport to the ship's storage tank, by way of vacuum-insulated steel pipes and flexible hose.

The power components, including the fuel cells and Corvus batteries, are controlled through SEAM's (formerly Westcon Power & Automation) e-SEAMatic Blue system, encompassing and integrating the ship's ship operating and energy systems. The company has established a battery and hydrogen laboratory, incorporating a fully integrated energy system test bench, including batteries, fuel cells, drives,

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SHIP DESCRIPTIONS switchboards and energy management, to evaluate nextgeneration hydrogen and hybrid marine installations, and to simulate and optimise control strategies for hybrid layouts.

This facility played a role in the Hydra project.

Given the particular challenges posed in handling hydrogen liquefied at minus 253degC, and to complement the safety assessments conducted by the class society and the Norwegian Maritime Authority, Norled engaged specialist company Gexcon to carry out safety and risk analyses.

The hull form represents a further refinement on the latest Norwegian fjord ferry designs, characterised by a very low block coefficient and minimised resistance, and was modeltested at the CTO hydrodynamic tank in Gdansk.

Hydra is driven through the water by Schottel azimuthing propulsion units from the Rudder Ecopeller range. The two SRE 340L FP propulsors, one mounted at each end of the hull, are individually rated for a maximum input power of 960kW and incorporate a 2.1m-diameter fixed pitch propeller.

Frequency-controlled, permanent magnet-type electric motors are employed.

The SRE model was favoured by Norled because of proven efficiency across the planned operating diagram, not least at very low loads, and due to its suitability to service in exposed coastal conditions. Moreover, and in addition to the precise manoeuvrability achieved with such equipment, the Schottel rudder propeller concept improves directional stability, reducing steering angle corrections.

The electrical propulsion system is based on DC grid technology and includes two fully redundant main switchboards that can draw power from the fuel cells, or the

PRINCIPAL PARTICULARS - Hydra Length overall 82.4m Length bp 80.2m Breadth, moulded 17.0m Depth 4.1m Draught 2.8m Gross tonnage 2,690t Passengers 292 Ro-ro capacity 80 cars or 10 trucks + 10 cars Powering system Battery/hydrogen-electric Battery power 1.36MWh Main generator engines 2 x 440kW Propulsion thrusters 2 x 960kW Speed, service 9kts Speed, maximum 12kts Class DNV Class notations +1A1, LC, Ferry(B), Battery (Power), E0, Shore Power, R4(nor) Flag Norway lithium-ion batteries, or the standby diesel gensets. In the case of primary operation on fuel cells, the batteries will also offer a load levelling capability.

The large, unobstructed vehicle deck, making optimum use of vessel length and beam, ensures the rapid handling and swift turnarounds essential to the service.

Norled also foresees longer-term adoption of hydrogen power for one of two smaller (74m) double-enders on order in Turkey, at the Ada Shipyard. To be used from 2022 on the Finnoy route, both are initially designed to run on biodiesel.

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The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edstrom editor@mercatormedia.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight, Wendy Laursen Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192

The early 1970s saw innovation transform trades, with the rapid development and adoption of container and ro-ro ships, while engine discussions centred on whether medium speed, gas turbine or even nuclear power would supplant the traditional low speed two-stroke workhorse.

In the September 1971 issue of The Motor Ship, it was useful to be reminded that the industry still relied on standardised, simple, ship designs for its everyday fare. The WW2 Liberty Ships had reached the end of their useful service and the global industry had been working on replacements. One of the Liberty replacements was the 14,600 dwt Freedom class from IHI and GTR Campbell. The designers had taken the concept a stage further, with the first of their new Fortune series. This was a larger, 21,500 dwt standardised vessel, primarily for bulk cargoes but equipped to be able to carry mixed loads. Thanks to the squared-off hold shape and simplified 'universal' cranes designed for one man operation, the Fortune series was said to be just as capable of carrying cars as it was for grain, ore or coal. Design innovations such as strengthened upper deck and tank tops, simple de-ballasting and shallow draught all added to the versatility.

The recently-completed first of the series was the subject of a detailed report in our September 1971 issue. The success of the concept was demonstrated by a 24-strong order book. The first, Attica, was powered by a single 16-cylinder Pielstick engine, developing 8,000 bhp at 500 rpm. Unusually, all the pumps were steam turbine driven, using waste heat from the main engine, an arrangement that was said to save 0.4t of HFO per day, and allow the use of smaller auxiliary gensets. Considerable attention was paid to remote engine monitoring and alarms, so the whole engineroom could be overseen by one engineer officer, or, with a little extra equipment, was suited for unmanned operation.

This temporary mainstream emphasis was countered by a description of one 'off the wall' ship

46 | SEPTEMBER 2021

8 Attica, first of the versatile Fortune class ships

design, known as the Sea Sulky. The concept design was intended for a container carrier, but the designer, A/B Internavia of Gothenburg, envisaged a passenger/car ferry version. The main body of the vessel comprised two submersible pontoons flexibly connected via forward and aft pillars to a raised deck.

Under way, when design speed was reached, the pontoons would be further submersed by the action of hydroplanes, a hydrofoil in reverse. The deck would always be just above the sea surface; the whole assembly claiming both lower resistance and better stability than a conventional ship. Power would come from four medium-speed or gas turbine engines two in each pontoon, driving ducted propellers.

A second leftfield concept described in the same issue, the BACAT (barge aboard catamaran), nearly caught on. The Danish-designed vessel was to be used on the North Sea routes, and was a development of the earlier LASH (lighter aboard ship) concept. A conventional-looking bow section preceded a pair of hulls, each housing one engine. The area aft of the superstructure was kept clear, allowing 10 barges, each 17m long and of 140t capacity, to be carried on deck with another eight loaded below deck. The barges would be lifted on and off by an elevator system, in the estuary rather than in harbour, and would then travel, in threes, driven by pusher tugs, on the river and canal systems to their eventual destinations. The system was said to offer a variety of different cargoes, with fast turn-round, and huge savings in port dues and handling charges.

Brand manager: Sue Stevens sstevens@mercatormedia.com Marketing marketing@mercatormedia.com EXECUTIVE Chief Executive: Andrew Webster awebster@mercatormedia.com TMS magazine is published monthly

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8 The unconventional submersible-hull Sea Sulky, shown with its feeder vessel

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

30

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COASTLINK live BUILDING CONNECTIVITY BETWEEN SHORT SEA SHIPPING & INTERMODAL NETWORKS

Coastlink Live 2021 Short Sea Feeder Shipping: Navigating through road-freight supply chain challenges. ėěŷ ŷäŷŷěńĸ Ƴěīī ÙěŷÎƙŷŷ Ɗėä Åäĸäÿ Ɗŷ Ɗń ĴńƲěĸČ ûŲäěČėƊ ÎīńŷäŲ Ɗń Ɗėä ÿ ĸ°ī ÙäŷƊěĸ°Ɗěńĸ Åƺ ŷä°× °īīäƲě°ƊěĸČ ŝŲäŷŷƙŲä ńĸ īńĸČĚė°ƙī Ųń°Ù ûŲäěČėƊ °ĸÙ ěĸÙƙŷƊŲƺ ƳěÙä ÙŲěƲäŲ ŷėńŲƊ°ČäŷŢ Xä°Ųĸ ûŲńĴ Ɗėä ŝ°ĸäī ńû äƹŝäŲƊŷ ėńƳ ŷėńŲƊ ŷä° ûääÙäŲ ŷäŲƲěÎäŷ ΰĸ ěĸÎŲä°ŷä Ɗėä äý ÎěäĸÎƺ ńû ƺńƙŲ ŷƙŝŝīƺ Îė°ěĸŢ

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4 Justin Atkin Welcome Address Port Representative UK & Ireland, Port of Antwerp

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4 Nick Lambert Chair/Moderator – Co-Founder & Director NLA International

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4 John Lucy Head of International Transport Road Haulage Association Ltd

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