MAN’s Jacobsen: Ammonia progress BWMS features: Regulatory developments LR interview: van der Post on CCS Wärtsilä interview: Propulsion efficiencies ALSO IN THIS ISSUE: TotalEnergies lube research | MS Award shortlist | Biofuels | Carbon capture feature StandMeetman-es.com/smm-2022usinHallA3A3.301aheadClearrouteTwo-strokesolutionsforthefutureofshipping Navigating new regulations, decarbonization and complex fuel economics is challenging. With us as a partner, the route becomes clear. Our two-stroke engine portfolio offers you full fuel flexibility with extensive and proven retrofit capabilities. Clear route ahead – with MAN B&W two-stroke solutions. www.man-es.com/marine/two-stroke SEPTEMBER 2022 Vol. 103 Issue 1206
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The Motorship’s Propulsion and Future Fuels Conference will take place this year in Hamburg, Germany. Stay in touch at propulsionconference.com
18 Ammonia engine project advances Dorthe Jacobsen, MAN Energy Solutions’ head of emissions reduction, fuel and lubricants, discusses the progress of the ammonia engine project and associated lubricant research developments.
The shipping industry is eliminating the barriers to the adoption of biofuels, despite the counter forces at play.
16 MS Award shortlist 2022 Hybridisation and future fuels are the dominant themes behind this year’s shortlist of MS Award nominees, which encompasses a wide range of innovative projects.
44 REGULARS
Regional8 Focus An acceleration in investment into Japan’s coastal transport reflects a determination to foster a modal shift in domestic transport, writes David Tinsley.
16 TotalEnergies appointment
www.motorship.com/enews For the latest news and
10 Ballast-free bunker vessel design
16 CII and detention The IMO Sub-Committee on Implementation of IMO Instruments has failed to agree on whether poor CII performance should be a detainable deficiency.
Weekly
12 Leader Briefing Lloyd’s Register’s Sean van der Post explains how the emergence of a new trade in carbon transportation is likely to depend upon supportdevelopmentsregulatorytoinvestments.
The Motorship’s Propulsion & Future Fuels Conference will take place on 17-19 November 2020 in Hamburg, Germany. Stay in touch at propulsionconference.com & analysis 5 Industry database Events E-News up at: analysis go to
Design44 Performancefor Wärtsilä’s Dr. Elias Boletis and Grant Gassner discuss how hydrodynamic optimisation and shaftline refinements will allow higher propulsive efficiency in a new LNGC design.
34 The calm after the storm
for FREE
Denis Bonhomme has joined TotalEnergies Marine Fuels as Global Sales and Business Development Director.
24 Overcoming barriers to entry
Propulsion & Future Fuels Conference will 17-19 November 2020 in Hamburg, Germany. propulsionconference.com
24
The IMO’s MEPC 78 agreed in principle to develop a Ballast Water Management Convention Review Plan after a review of the experience-building phase.
Sign
14 40BN Cat II
GTT has developed a new ballast-free LNG bunker and feeder vessel which reduces both Capex and Opex compared to traditional designs.
All the major lubricant manufacturers have now ensured the 40 BN formulations are compliant with MAN Energy Solution’s Cat II requirements.
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www.motorship.com SEPTEMBER 2022 | 3 CONTENTS SEPTEMBER 2022 NEWS FEATURES6 12
8 MAN PrimeServ notes that MAN 48/60 engine types that have accumulated more than 80,000 operating hours are particularly suitable for a lifecycle upgrade
One of the most challenging aspects of covering the current energy transition is to appreciate the extent to which regulatory decisions taken today will influence the eventual choices that the maritime industry takes in years to come. Some of the choices are mutually exclusive, while others will influence the shape of future technological developments (and even the economics of developing supply chains and introducing technology). One such area where Say’s Law (Supply creates Demand) will apply is likely to be the pace and eventual penetration of hydrogen fuel cell technology in the maritime market.
Forks in the road
NEWS REVIEW 4 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
VIEWPOINT NICK EDSTROM | Editor nedstrom@motorship.com
Conferenc
MAN Energy Solutions reports that calculations based on an exemplary business case have shown that upgrading a 9L48/60 engine to a 9L51/60 type can save around 500 tons of fuel and 25 tons of lubricating oil per annum – based on an annual operating time of 6,000 hours under full load – thus achieving a significant improvement in efficiency.
MAN OFFERS LIFECYCLE UPGRADE FOR 48/60 ENGINES
MAN 48/60 engine types (variant A or B) already in operation, and which have more than 80,000 operating hours, are particularly suitable for a lifecycle upgrade. Post-upgrade, the engine becomes as reliable as a new MAN 51/60 engine, while future conversion to dual-fuel operation is straightforward as 80% of all necessary adjustments are already performed during the lifecycle upgrade.
Futureproof investment Stefan Eefting, Senior Vice President and Head of MAN PrimeServ Germany, said: “With this lifecycle upgrade, we offer customers the opportunity not only to completely overhaul their old engines but also to upgrade them to the latest engine technology at the same time. The upgrade simultaneously prepares the engines for future operation with climate-neutral fuels without having to change the fuel type they use at this stage. This is because the 51/60 engine type enables further conversion to alternative fuels, making it a future-proof investment.”
Marcel Lodder, Sales Manager at MAN PrimeServ and initiator of the lifecycle upgrade concept, said: “Depending on the design of the engine – whether L or V – and the number of cylinders involved, a lifecycle upgrade can be carried out within 25 to 45 days – only about 30% longer than the time required for major maintenance.”
MAN PrimeServ has already successfully completed the first lifecycle upgrade for a southern European customer, converting an MAN 18V48/60A power-plant engine with over 100,000 operating hours to a modern MAN 18V51/60 unit. Indeed, PrimeServ will implement a further five lifecycle upgrades for the same customer by spring 2023. In addition, another customer recently ordered a lifecycle upgrade for an MAN 9L48/60A to a 9L51/60 type at a power plant on a Caribbean island.
MAN PrimeServ is now offering its customers the opportunity to retrofit older MAN 48/60 marine and power-plant engines to state-of-the-art MAN 51/60 types as part of its new ‘lifecycle upgrade’ offering. The upgrade enables customers to prepare older engines already in service for future, climate-neutral operation. Converted engines will effectively be equivalent technically to newly built MAN 51/60 units and, as a result, achieve significant savings in fuel consumption, CO2 and pollutant emissions, and increase reliability. As a further option, newly converted engines can be upgraded for operation on synthetic fuels for a low premium.
Lloyd’s Register’s Sean van der Post explicitly identifies regulatory developments as a key determinant of the viability of carbon capture in an exclusive interview in which he provides an interesting overview of the potential technology. This month we focus on one such potential turn in the road: carbon capture technology. We consider both utility scale CCUS, which is likely to support the development of offshore transportation of liquid CO₂, and on-board carbon capture. However, such a solution would not be cheap. It would require the introduction of carbon pricing mechanisms, such as the EU’s putative Carbon Border Adjustment Mechanism. Leaving aside arguments about protectionism, the wider effect of such a carbon pricing mechanism would be to introduce a new trade in liquid carbon, fostering the development of regional Carbon Capture Use and Storage (CCUS) markets. Other alternatives exist, including biofuels and ammonia, both of which we cover in this month’s issue. We focus on the development of technological solutions for ammonia as an alternative fuel. From a tribological perspective, there is an intense focus on developing solutions for its particularly challenging characteristics. We feature interviews with MAN Energy Solutions’ Dorthe Jacobsen and WinGD’s Dr Bartosz Rozmyslowicz on the subject, as well as ExxonMobil’s Willie Givens. Next month, we will examine the case for a different technology: nuclear-fuelled propulsion. Interest in such technologies has revived in line with hydrocarbon prices, and it will be the subject of an extended feature in next month’s issue. Once again, the role of regulators towards the technology appears to be key. One variable remains the attitude that regulators take towards the end-of-life costs of nuclear-fuelled vessels, as well as its potential alignment with broader trends towards electrification in short-sea shipping. In our Design for Performance section, we include an interview with Grant Gassner, Director, Integrated Systems & Solutions and Dr Elias Boletis, Director of Propulsion R&D at Wärtsilä, in which they provide more detail about how propeller and shaftline refinements are contributing to higher propulsive efficiency in a new LNGC design. Finally, we include the final shortlist of vessel projects that will compete for The Motorship’s MS Award. The award will be voted for by delegates attending The Motorship’s Propulsion & Future Fuels e, which will be held in Hamburg on 22-24 November 2022.
BRIEFS BV CCS trial Bureau Veritas (BV) and Wah Kwong, one of Hong Kong’s largest shipowners, have signed a cooperation agreement to study the feasibility of installing carbon capture and storage (CCS) units on existing ships. The agreement also includes Shanghai Qiyao Environmental Technology, a subsidiary of Shanghai Marine Diesel Engine Research Institute. The study will focus on two types of bulk carriers in operation in the Wah Kwong fleet.
US Inflation Act
Harloff leads sales Bergen Engines has appointed Kjell Harloff to lead its new marine sales team. The new appointment follows the termination of the exclusive distribution agreement with Kongsberg Maritime with effect from 1 July 2022. Harloff has 25 years of experience with Bergen products. For the last 14 years, he has successfully led the engine team as a part of the former Rolls-Royce Commercial Marine and Kongsberg Maritime.
CII won’t be detainable deficiency
New MPA ceo Teo Eng Dih, currently Deputy Secretary (Policy) of Singapore’s Ministry of Defence (MINDEF) will take over as Chief Executive of the Maritime and Port Authority of Singapore (MPA) from 5 September 2022. At MINDEF, Teo has been responsible for MINDEF’s defence policy and diplomacy, strategic and public communications, and Total Defence. A trained chemical engineer by training, Dih obtained a Master in Public Administration from Harvard Kennedy School.
three consecutive D ratings for its CIIABSrating).reports that some Member States believed this should be a detainable deficiency, due to the importance of this new CII rating, while others disagreed. They held that implementation of a corrective action plan should be measured over an extended time period, and also acknowledged that the CII regulations are considered to be in a review period until 2026. It was also noted that there are complexities related to the enforcement of CII that have not been fully assessed, with it being observed that a vessel detention can also negatively affect the CII rating by affecting the ratio of emissions to transport work.
NEW GLOBAL SALES DIRECTOR FOR TOTALENERGIES MARINE FUELS 6 | SEPTEMBER 2022 For the latest news and analysis
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The US Senate has passed an Inflation Reduction Act which includes $3 billion over five years to establish a new grant program to install electrified equipment and reduce emission at ports in the United States. The Act also contains other provisions, such as tax credits for clean energy solutions, including offshore wind and hydrogen energy, and a $60 million allocation to the Diesel Emissions Reduction Act grant program.
8 Denis Bonhomme, TotalEnergies Marine Fuels’ new Global Sales and Business Development Director “Through our significant ongoing global investment within the LNG bunkering market combined with the development of new marine fuel solutions, including biofuels, we are proactively working with shipping owners and operators, port authorities and OEMs globally to support the industry’s move towards decarbonization - not just today but towards and beyond 2030 and 2050,” he added. Denis holds an MBA from the University of Texas at Austin (USA) and a Diploma of the EM Lyon.
TotalEnergiesSource:
8 ABS reports that some Member States believed this should be a detainable deficiency, due to the importance of this new CII rating, while others disagreed
The IMO Sub-Committee on Implementation of IMO Instruments has failed to agree on whether poor CII performance should be a detainable deficiency. The Sub-Committee held its 8th session from 25 to 29 July 2022, and considered how the enforcement of CII ratings would be handled. In particular, participants discussed whether Port State Control (PSC) authorities should consider it to be a detainable deficiency if a vessel is noted to be ineffectively implementing a corrective action plan to improve its CII rating under MARPOL Annex VI (after having received an E rating or
Denis Bonhomme has joined TotalEnergies Marine Fuels as Global Sales and Business Development Director, overseeing all commercial and operational activities for the business’ growing portfolio of marine fuel solutions. Prior to his appointment, Bonhomme served as Vice President, LNG, for TotalEnergies in China for three years. Bonhomme has extensive LNG experience, having served as Managing Director and Senior Vice President Business Development Asia for Global LNG APAC, the TotalEnergies GRP subsidiary based in Singapore, before 2019. He previously worked as Strategy Director for GDF SUEZ LNG, the LNG Business Unit of GDF bunkeringdevelopmentshippingtotheMarineHisSUEZ/ENGIE.newroleinTotalEnergiesFuelsfurtherreinforcesbusinessentity’scommitmentdrivethedecarbonisationofthroughthecontinualoftheLNGmarketandthe provision of clean and low-carbon marine fuel solutions across the short and long-term. This strategic focus is also in line with TotalEnergies’ climate ambition to reach net-zero emissions by 2050, in partnership with our customers and with society. “I am proud to be taking up the role of Global Sales and Business Development Director within TotalEnergies’ dedicated worldwide bunkering business at what is a pivotal time within the global shipping market,” said Denis. go to
The Sub-Committee will advise MEPC 79 (December 2022) of these views and noted that interested parties may submit proposals for this to the MEPC in the future.
www.somas.se Somas valves for Cargo handling and Exhaust gas applications Somas exhaust valves have been used for long time to control exhaust flow after combustion for large Diesel and dual fuel engines. The valves from Somas are reliable with minimal wear on the disc and valve seat, which decrease maintenance. Features: • Optimized for high temperature • Flow optimized disc • Easy maintenance • Slim body design and low weight • Bi-directional Looking forward to see you at: SMM, booth A1.519 In the shipping and shipbuilding industry a reliable valve is required to ensure that media stored in different tanks are not mixed. Somas triple excentric butterfly valve is an excellent choice for pipelines used for both on and off-loading of media. The valve is reliable due to minimal wear on the valve shaft and seat. visit motorship.com email subscriptions@motorship.com or call +44 1329 825 335 motorship.com marine professionals Informing over 199,,6000to receive your three month free trial SUBSCRIBE NOW The Motorship magazine is a vital resource for ship owners, ship builders and all who are connected with shipping and the sea. • Instant access to industry news • Expert opinion • Monthly features • Weekly eNewsletter TO SIGN UP FOR YOUR THREE MONTH FREE TRIAL TMS Subs Had HP 1.1 25.10.18.indd 1 08/05/2019 09:14 MOTORSHIP MARINE TECHNOLOGY THE MS Subs Ad HP.indd 1 20/01/2022 16:06
The City Line entrants keep faith with the Pielstick mediumspeed marque. Each shipset of two 12PC2.6B engines renders a combined output of 18,000kW, transmitted through a twininput/single-output reduction gearbox to a single, controllable pitch propeller for a service speed of 23 knots. The powerful trunk engines were manufactured under licence from MAN Energy Solutions by JFE Engineering Corporation. As innovatively employed in City Line’s preceding ro-pax generation, Ferry Kyoto and Ferry Fukuoka have a pair of azimuthing thrusters, one on each side of the stern, augmenting propulsive force exerted by the single main propeller, enhancing course stability and increasing manoeuvrability. The azimuthing propulsion-assist concept adds to the efficiency gains realised through the adoption of Mitsubishi’s under-hull air lubrication technology.
Although continual renewal of the fleet is a longstanding characteristic of the Japanese coastal ferry sector, the accelerated investment drive of recent years is an expression of the national bid to foster a modal shift in domestic transport, writes David Tinsley
The ships are close in size to the limit set by the slipway at Mitsubishi’s Shimonoseki works, located at the westernmost end of Honshu on the Kanmon Strait. The yard is a prolific producer of large Japanese ferries, and it is once again showing its mettle with a seminal contract involving the construction of two 199m ro-pax vessels for the Ferry Sunflower arm of the MOL Group. Sunflower Kurenai and Sunflower Murasaki will rank as Japan’s first LNG-fuelled ferries, and are due to be commissioned in 2023 on the Osaka/Beppu(northern Kyushu) route. Main machinery selection for the newbuilds not only provides a further reference in the Japanese market for 8 A product of ofsailsFerryShimonosekiMitsubishi’syard,KyotonightlythefulllengththeInlandSea
Moreover, rising interest among the population in using ferries not simply for necessary travel purposes but as a leisure activity in its own right is stimulating passenger traffic in certain areas and in turn leading to an elevation of onboard standards above the traditionally utilitarian levels that long pertained. The industrial significance of the sustained, and recently increased, flow of newbuild work is the wholesale execution of construction contracts at domestic yards. At a time when China’s shipbuilding sector has come to dominate the international market for ro-pax and ro-ro ferries, the buoyancy in the Japanese ferry sector has ensured that Japanese shipbuilding has maintained a stake in a field that generates higher-value, often bespoke, design, production, engineering and outfitting work and which stimulates technological development. Mitsubishi-built tonnage has this year revitalised one of the busiest overnight routes stretching the full length of the Seto Inland Sea. The 195m ro-pax sisters Ferry Kyoto and Ferry Fukuoka entered service between metropolitan Osaka and Kitakyushu(Shinmoji) on the western island of Kyushu, boosting sailing capacity and markedly improving efficiency and environmental impact compared to the operation with their 20 year-old predecessors. Ordered to the joint account of Japan Railway Construction, Transport & Technology Agency(JRTT) and the Mitsui OSK Lines(MOL) subsidiary Meimon Taiyo Ferry Co, the new vessels are run by the latter under its City Line brand. The higher payload capability relative to the previous ships amounts to a freight intake corresponding to 162 trucks of the 12m Japanese size on two decks, plus 140 cars on separate, dedicated decks, together with 675 passengers.
JAPAN LOOKS TO ITS OWN FOR COASTAL FERRIES
This provides a viable and more environmentally-beneficial alternative to long-distance trucking, and has been given greater emphasis not only by increasing road congestion but also by a shortage of truck drivers and no likelihood of such problems being resolved in the foreseeable future.
REGIONAL FOCUS 8 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
The Ferry Kyoto type also opens a new chapter in Japanese coastal ferry development by incorporating two-tier ro-ro access, using a new, double-level linkspan at Shinmoji.
Drive is via reduction gearboxes to twin controllable pitch propellers turning at a maximum 134.6rpm. The arrangements demonstrate the shipbuilder’s prowess in formulating a hull design sized and faired for optimum efficiency, achieving a low block coefficient and satisfying the owner’s requirement for a service speed just in excess of 23 knots. At a time when Wartsila is making inroads into the sector, Miyazaki’s project reaffirms trust in the Pielstick line which previously dominated the Japanese long-distance ferry market. Ferry Takachiho has two freight decks for a maximum of 163 trucks or units of 12m, plus two lower levels specifically for up to 81 cars. Such is the level of customisation to the assigned service that the ro-ro access is offset rather than axial, by way of bow and stern quarter ramps on the port side at the main deck threshold. Manoeuvring is facilitated by two bow tunnel thrusters and, instead of stern thrusters, by two reaction-type Schilling rudders.
Naikai Zosen is an established name in the field of small and medium-size ferries, and is steadily making inroads into the market for the larger types of coastal ferry. The company’s rising profile has been brought into sharp relief this year, through recent deliveries and a production programme augmented by an order for two 199m, LNG-fuelled ferries.
Tests have indicated that vessels equipped with STEP achieve a fuel efficiency gain of about 2% under actual operating conditions. The Naikai pair will replace two 25-knot vessels delivered from Shimonoseki in 2001 by Mitsubishi, and equipped with twin Pielstick 12PC4-2V power.
This year’s output from Naikai’s Setoda yard is also illustrative of the company’s push into the long-haul ferry construction domain. Introduced to Miyazaki Car Ferry’s overnight route between Kobe and Miyazaki, on the southern coast of Kyushu, the 194m Ferry Takachiho encapsulates important design advances relative to the previous ro-pax generation, better ensuring long-term economic viability under rapidly evolving market and regulatory conditions. Ferry Takachiho and soon-to-be-delivered sister Ferry Rokko were ordered from Naikai Zosen to supersede two 170m vessels built in 1996/1997. Whereas the older ships were fitted with two Pielstick main engines of a combined 29,000kW output, the latest tonnage has been optimised to maintain the schedule using twin Pielstick propulsion yielding just 17,140kW. The 40% reduction in power, on top of the gains achieved in main engine technology and performance over the intervening period, translates into a radical lowering of fuel consumption. This has proved a timely investment, given the current and forecast trajectories for bunker prices. For the earlier ferries, Miyazaki Express and Osaka Express, the primary power installation comprised two Pielstick 12PC4-2V engines, giving a total 29,125kW, and rendering a 25-knot service capability. The incoming Ferry Takachiho class, by contrast, has been specified with a pair of smaller Pielstick medium-speed diesels, whereby 12PC2-6B models producing 8,570kW at 600rpm deliver a combined 17,140kW.
Naikai is also undertaking Jumbo Ferry’s first newbuild contract in more than 30 years. The 132m ro-pax Aoi is being readied at Setoda for introduction to the Kobe/Shodoshima/Takamatsu route on the eastern section of the Inland Sea. Equipped with a small-bore, two-stroke MAN diesel of 6,600kW, the new vessel is significantly more energy-efficient than her predecessor, and will thereby better ensure the future viability of a service that provides a competitive alternative to road transport between Shikoku and metropolitan Kobe. Aoi offers a significantly greater freight capacity of 1,100 lanemetres in relation to the previous generation, and is suited to flows of trailer-borne containers and other cargo connecting with deep-sea shipping at Kobe. The direct-drive propulsion system is based on an eight-cylinder model of the S35ME-C9.7 engine, promising a service speed of about 18.5 knots. Two-stroke, low-speed machinery is also central to A-Line Ferry Company’s ro-ro newbuild entrusted to Naikai. Sent down the ways on July 28, the 191m Ryukyu Express 7 is a multi-deck ro-ro equipped to carry trailers, chassis, trucks and passenger cars, and specified with a nine-cylinder model of the MAN S50ME-C8.5 engine rated at 15,930kW. The unerring pursuit of cost efficiencies, higher standards, and technical measures that build resilience to intensifying environmental pressures, reflects in Japanese ferry design and buoyant production. Pielstick mediumspeed power has been retained for the FerryNaikai-builtTakachiho
Wartsila, but is also further endorses the Finnish company’s 31-series platform, widely considered to have raised the bar in medium-speed marine engine performance and fuel efficiency. Each vessel is equipped with two engines in the 31DF dual-fuel version, providing the power to ensure schedule-keeping carrying 763 passengers, 136 trucks and 100 cars at speeds up to 22.5 knots. Four 14V31 diesel engines were supplied to each of the SHK Group’s two 2021 ro-pax deliveries from Mitsubishi’s Tategami works at Nagasaki, while two such diesels apiece power two 2020 completions by the Shimonoseki yard for Hankyu Ferry.
Constituting further investment by MOL in its Ferry Sunflower business and network, the ships will serve one of the longest routes, the northern connection between Tomakomai, on Hokkaido, and Oarai, north of the Tokyo metropolis. Deliveries from the Setoda(Innoshima) yard are planned for 2025. The vessels’ primary role will be as freight carriers, with capacity for some 155 trucks, moving fresh produce southbound from Hokkaido to the densely populated Tokyo/ Yokohama region and returning with multifarious goods, while a modest 157-passenger capacity is expected to be used mainly by lorry drivers and business travellers. Rather than taking the conventional approach in opting for powerful medium-speed machinery, MOL has specified a single, two-stroke dual-fuel engine for each vessel, the choice having fallen to an ME-GI series model from the MAN range. As well as virtually eliminating SOx emissions, the regular usage of LNG will contribute 25% to the vessels’ overall 35% reduction in CO2 release compared to the existing mainstays of the service. Other efficiency-promoting measures will include a streamlined shape featuring an aerodynamically-rounded bow form, and a rectangular device known as the spray tearing plate(STEP) attached on both port and starboard sides of the upper bow to reduce wave-induced resistance.
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REGIONAL FOCUS For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 9
The vessel design is based on the currently proven 18,700 m3 capacity vessel. The propulsion system includes twin azimuth propulsors and dual-fuel electric power for the 141 metres vessel, leading to a service speed of 14 knots.
The ballast-free Shear-Water design eliminates the risk of invasive species transfer and also reduces the CO2 footprint of the vessel by negating the need for operating a ballast water treatment system. Typically, LNG carriers have standard square shaped midship sections. The V shape of the Shear-Water reduces the vessel’s block-coefficient and that leads to an increased design draft (loaded draft) compared to a conventional vessel. The aim is to keep a sufficient draft when the ship is empty to maintain propeller immersion and to ensure sufficient forward draft for safe navigation.
The vessel is available for order already. GTT says that capex can be expected to be around 5%, lower than a conventional vessel. There are also substantial opex saving: 10-15% lower fuel costs, less maintenance, less paint and less corrosion due to the lack of ballast water tanks. The amount of steel used can also be reduced as the void spaces are no longer ballast tanks. The boil off rate is guaranteed to be low, and the vessel is designed for worldwide service without any filling limits.
Philippe Berterottière, Chairman and CEO of GTT, said: “We are proud to have developed Shear-Water, an innovative ballast-free design for LNG bunker and feeder vessels. This new technological solution allows a reduction in investment and operating costs, simpler operations as well as a reduction in corrosion supporting a longer service life. Obtaining this approval by Bureau Veritas constitutes recognition of the ecological relevance and performance of our technological solution.”
The design features two identical Mark III Flex membrane tanks and takes full advantage of the membrane tank shape with its 45-degree chamfers. The lower chamfers are significantly increased compared to a standard design and perfectly matched to the vessel’s V shape hull. An exhaustive testing campaign has been carried out at the HSVA Hamburg tank test facility to ensure manoeuvrability and sea keeping. The model used was 7.75 metres in length and weighed 2.75 tonnes. A sloshing test campaign was also carried out by GTT to ensure the technical feasibility of the project: the excellent results obtained helped prove the concept. In total, more than 150 tests were carried out, including seakeeping tests in sea state 7 conditions. There is no loading limit for the two tanks, in any navigation condition. Sloshing motions within the tanks are not specifically different from other vessels, as the tests proved that the large lower chamfers of the tank shape are efficient at mitigating sloshing motion. One rule to be respected is the visibility line, meaning the trim has to be within acceptable limits, says a spokesperson for GTT. A trim-water system is provided to assist the operator with this, and a roll damping tank forward of the LNG tanks has been central to ensuring the performance of the design. Its performance was confirmed during testing even in transverse waves at zero speed and at most severe wave period. A roll reduction of up to 60% was achieved. The vessel will be able to bunker in the same conditions as any other bunker vessel, i.e. calm conditions, with low relative motions between both ships. “Operators will gain experience over time and may admit somewhat higher conditions in accordance with all involved participants in such operations.”
8 The new ballastfree designbunkerShear-Watervesselisexpected to offer significant capex and opex savings compared with vesselsconventional
BALLAST-FREE LNG BUNKER VESSEL DESIGN LOWERS CapEx
GTT has developed a new ballast-free LNG bunker and feeder vessel which reduces both Capex and Opex compared to traditional designs.
8 A sloshing test campaign was also carried out by GTT to ensure the technical feasibility of the project
DESIGN FOR PERFORMANCE 10 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
Following Approval in Principle from China Classification Society and DNV last year, GTT has now been awarded AiP for the design from Bureau Veritas (BV). Mathieu De Tugny, Vice-president of BV, said: “Bureau Veritas has given approval in principle to this new design, which has clear performance and environmental benefits: elimination of the need for ballast water treatment systems and equipment; easier maintenance of the void spaces surrounding the cargo, and reduced propulsion power requirements. Bureau Veritas has monitored and reviewed all the test results performed to support its Approval in Principle.”
The design is highly flexible and can be built in various sizes (including 7,500m3, 12,000m3, 17,500m3 and 25,000m3) and used on regional trades as a feeder vessel. GTT says operation is simple, with a lower environmental footprint than traditional vessels leading to a better company image for shipowners.
Ballast Water Management Systems The wait is over... Filterless & Hybrid EcoOne® BWMS IMO and USCG Type Approved Reliable and Simple to Operate No TRO Sensors Gravity Ballasting Low Power and Maintenance Reduced OPEX and CAPEX www.ecochlor.comExpenses
The emergence of a new trade in carbon transportation is likely to depend upon regulatory developments to support investments, Lloyd’s Register’s Sean van der Post tells The Motorship in an exclusive interview
“We’ve set ourselves [timescales] trying to find standardised solutions and build on them and have optimised solutions when we actually haven’t even got enough pilots in the ground yet.” “It’s like trying to run before you can walk, because there are things that are going to come out in operation that are going to be different – we need to learn from operational experience to optimise the solutions.”
However, leaving aside potential CII compliance advantages, Van der Post noted that the very term “transition
LR’s gas specialists in Korea also had experience working on the technical requirements of transporting Liquid CO₂ (LCO₂) on a vessel. Van der Post noted that creating multidisciplinary teams drawing on the skills of various experts within LR was a key part of the knowledge sharing within the various projects LR is involved in. However, LR expected commercial LCO₂ transportation to have very different operational requirements, partly reflecting operations at a much greater scale, as well as the very different level of expertise and understanding of managing CO₂ that commercial marine crew typically have, compared with oilfield engineers and technicians. That said, the marine industry is becoming increasingly aware of the specific technical challenges posed by the transportation of carbon dioxide. “People and the industry as a whole are starting to understand better that [CO₂] is different, and that it needs to be managed differently.”
Van der Post noted that the development of tailored solutions designed to manage specific issues, rather than applying established gaseous handling solutions, was likely to impact the speed of developments.
8 Sean van der Post, LR’s Global Offshore Business Director news and analysis go to
LCO₂’s specific properties include a higher density than other liquefied gases, with a density of 800-900kg/m3, compared with 500kg/m3 for LNG or LPG. Meanwhile, other challenges including the need to minimise pressure variations within containment vessels, specific sloshing related effects, as well as the need to prevent the formation of hydrates (dry ice). The Motorship notes that while some CCS solutions are seeking to minimise variations in pressure, temperature and state between capture and final injection, others are employing compressors between different stages.
Commercial considerations Van der Post noted that technical obstacles would not prevent the introduction of carbon capture into the industry. “I think the challenge for the shipping industry is not the technology, but the cost.” Assessing the commercial outlook for the carbon capture was not a simple matter of assessing returns on investment – “this technological transition is the first that is not being driven by the adoption of a superior technology, but by moving to cleaner technologies”.
Sean van der Post, LR’s Global Offshore Business Director, opened the interview by refusing to accept arbitrary distinctions between on-board and stationary carbon capture schemes. A recurring theme was the importance of joined up thinking – both with LR’s project teams, within the maritime industry as a whole, and among regulators who need to create supportive conditions for the introduction of carbon capture at scale. “We’re trying to do something at scale quickly, with many developments happening concurrently. Creating an [arbitrary] separation between the subsea storage of carbon dioxide and how its captured at source or transported is a gap we do not need in the industry.” Van der Post noted that drawing on the experience of both the marine and [oil and gas] teams would help with the challenge of developing cost effective standardised solutions that would bring new innovations to market at scale, while meeting challenging timescales. Technical challenges Van der Post noted that while the development of CO₂ handling solutions for offshore marine storage was interesting from a technical perspective, the basics of managing CO₂, are well understood. “LR has been managing CO₂ for decades in its oil and gas team injecting it into wells for enhanced oil recovery. We have a lot of expertise within the process side around CO₂ [extraction] from whatever the waste stream is, and the chemical process most often associated.”
LEADER BRIEFING 12 | SEPTEMBER 2022 For the latest
www.motorship.com ALL EYES TURN TO CCUS: LR’s VAN DER POST
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The passage of the London Protocol amendment had eliminated the regulatory impediments to the marine transportation of CO₂, even if the amendment was yet to be fullyVanratified.derPost noted that while significant attention was focusing on the potential introduction of market-based measures such as a carbon levy in the commercial shipping industry, other regulatory changes were also required. These included the broader introduction of carbon capture into land-based hard-to-abate industries, which would help to create a broader carbon capture market. When asked by The Motorship whether this meant the introduction of regionally-focused carbon border adjustment mechanisms, as are currently under discussion in the EU and in the UK, Van der Post responded that such a mechanism would create an environment in which the industry within the country would invest in CCUS, without fear of being undercut by competitors from locations with less stringent standards.
Carbon as a commodity Van der Post noted that interest was increasing in the development of market tools focused on the development of liquid carbon as a commodity to be transported and stored. Carbon will have a number of particularities, beyond the simple fact that negative pricing will introduce complications for pricing mechanisms, although carbon will not be the first material to have a negative price. Van der Post was more sceptical about the emergence of global carbon commodity networks. Liquid carbon transportation requirements were likely to remain local, which will lead to smaller capacity cargo vessels designed to serve local routes. With the planned network of CO₂ storage sites, “There should not be any need for 20,000 cbm capacity LCO₂ carriers, as carriers will not need move carbon from Asia to the Americas before injection… ideally you [just] want [the carrier] to be the right size so you can dispose of [the carbon] quickly and easily via the shortest journey possible.”
This is turn meant that carbon capture would not become commercially viable without the creation of a regulatory environment that encouraged its implementation.
A solution for hard-to-abate industries
As far as spot price predictions are concerned, van der Post noted that without long distance transportation, carbon would remain a largely local material, if carbon could even be described as a commodity at all. and the industry as a whole are starting to understand better that [CO2] is different, and that it needs to be managed differently
fuel” was unhelpful for potential investors examining the business case for carbon capture. “Uncertainty about the duration of that transition is one of the things that have been holding [investment in CCUS] back.” These considerations affect investment because carbon capture is going to be expensive. The longer the payback period, the longer the amortisation period, Van der Post said simply, which will “make it easier to implement CCUS at its various scales, and across various industries.”
This in turn depends upon society recognising that we are likely to continue to choose to use fossil fuels over the longer term while incorporating clean fuels into the mix. “Which is where carbon capture comes in, as part of that sustainable integrated energy system of the future.”
A second closely related issue related to the economics of carbon capture. Taking on board carbon capture as an example, van der Post noted that aside from the cost of installing such a system aboard a vessel, a ship operator faced increase fuel consumption, arising from both the additional weight from the system, as well as the additional power consumption required by the system itself. This might equate to a 25%+ potential increase in fuel consumption. “Your net benefit is unlikely to exceed a 40-50% reduction in CO2 emissions, even if you’re utilising a very efficient system that can capture over 80% of a vessel’s CO₂ exhaust.”
LEADER BRIEFING For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 13 People
8 The Motorship has reported on plans by European shippers to Antwerpaswithtoconnectingtransportationcarbonbarge-baseddevelopdioxidelinkshardabateindustriesportssuchRotterdamor
The development of reverse supply chains at ports and in the hinterlands around ports has also been identified as a potential barrier to the wider adoption of on-board carbon capture by sceptics. While recognising that safety risks around the discharge of carbon dioxide from vessels at scale would need to be carefully managed, van der Post noted “the industry has extensive experience of offloading other materials from vessels. “The main focus will need to be on updating regulations rather than practical material handling. And that is not just a carbon capture problem, this is an entire energy transition challenge.”
While the maritime sector was focusing on the emergence of CCUS within the marine segment, van der Post added that it represented a potential solution for hard to abate industries, such as steelmaking, cement manufacturing or other energy intensive manufacturers. This was also contributing to demand for onshore CCUS projects, an area in which LR is also active.
Regulatory environment
Reverse supply chains
Returning to the offshore market, van der Post noted that the lack of cost-effective alternatives for hard to abate industries was likely to create a market of a certain size globally for carbon capture and storage.
GulfSea Cylcare XP 5040X has an innovative dispersant technology that’s combined with non-alkaline detergents, anti-oxidant and wear-protection chemistries. Gulf Oil Marine says these technologies underpin its superior depositcontrol performance, leading to significant cleanliness and wear-rate improvements versus regular BN40 products (circa 40% improvement, based on data collected on customer vessels in real time operating conditions) and hence helping to extend engine component life.
MarineOilGulfSource:
Serge Dal Farra, Lubmarine Marketing Manager, reminds: “All OEM guidelines recommend careful engine monitoring and a sophisticated intelligence-led approach allowing for the most prudent management of two stroke marine engines.”
TWO-STROKE ENGINES 14 | SEPTEMBER 2022 For the latest news
www.motorship.com 40 BN
8 All of the major lube oil suppliers now offer approved MAN ES Category II 40BN solutions and analysis go to LUBRICANTS NOW MEET MAN’S CAT II REQUIREMENTS
MAN’s May 2020 Service Letter SL2020-694 defined a new category of higher performance cylinder oils (Cat II) for MAN B&W Mark 9 engines and subsequent generations that set a special focus on piston cleaning ability. MAN indicated that improvements in engine design meant that their highly fuel-efficient engines operating with higher pressures and higher temperatures required lubricants with matching performance. Cat II cylinder oils are applicable for all engines (e.g. Mark 8 and lower) and recommended for MAN B&W two-stroke engines Mark 9 and higher. Cat II status automatically gives a Cat I status. The first cylinder oils to go through the Cat II process were 100 BN and 140 BN oils, with 40 BN oils now following and largely available globally. The result is 40 BN products that have the cleaning performance of a 100 BN, so that it is no longer necessary for engines operating on very low sulphur fuel oil (VLSFO) to switch between the two. MAN recommended the practice before the introduction of the new Cat II standard. Castrol’s new cylinder oil, Cyltech 40 XDC (eXtra Deposit Control), has successfully attained a Category II No Objection Letter (NOL) from MAN. The Cyltech range has been formulated to protect liners in engines operating under corrosive conditions by keeping liners, pistons and piston rings clean while reducing wear. The range includes options tailored to reduce deposits and prevent hard ash build-up for a variety of steaming conditions and specific fuel sulphur levels. Testing on Castrol Cyltech 40 XDC included over 2,000 hours running on a MAN BW 7G80ME-C9.2-TII engine burning < 0.5% sulphur VLSFO. Shell Marine has received an NOL for Shell Alexia 40 XC, a 40BN cylinder oil. Shell Marine notes that the new Alexia 40 XC lube oil uses a proprietary and unique formulation, developed by Shell Marine’s in-house Research & Development team. Dr Luis Garcia, Technology Manager for Marine and Engine Lubricants, Shell Marine, said: “With the industry focused on reducing emissions, engine technology is continuously evolving to deliver higher efficiencies when operating with very low to zero sulphur fuels. Latest engine designs operate with challenging conditions in terms of pressure and temperature, demanding for higher performing lubrication, particularly in terms of engine cleanliness, making the development of a Cat II 40 BN cylinder oil essential.”
All the major lubricant manufacturers have now ensured the 40 BN formulations are compliant with MAN Energy Solution’s Cat II requirements for cylinder oil detergency
ExxonMobil’s 40 BN Mobilgard™ 540 AC has attained an NOL. ExxonMobil says its balanced formulation methodology ensures that Mobilgard 540 AC helps vessel operators wishing to simplify lubricant management through use of a single, low BN Category II cylinder oil. Operators can gain further confidence in the level of their engine’s reliability through implementation of an onboard scrape down oil analysis programme, such as MobilServ Cylinder Condition Monitoring. Infineum’s M7095, an approved 20 BN marine diesel cylinder oil additive package, can now be combined with Infineum’s performance booster additive package to meet 40 BN requirements. The combination has a comparable piston cleanliness of a 100BN Cat II cylinder oil at the same feed rate. This helps optimization of lubricant consumption while lowering emissions. Infineum’s testing involved 3,200 running hours on a vessel operating on VLSFO fitted with a 6G60ME-C9.5 engine, and a field test of 1,500 running hours on a vessel running on distillate fuel fitted with a 6S35ME-B9.5 engine. Lubmarine has gained a NOL for its Talusia HD 40 lubricant.
Gulf Oil Marine’s NOL for its Cat II 40 BN cylinder oil, GulfSea Cylcare XP 5040X, was extended by three years in May 2022. The extension follows from the successful completion of more than 2,000 hours of confirmation tests. The performance of the oil has been affirmed on two different engine models – MAN Mark 9.2 and Mark 9.5 – both running on low-sulphur fuels.
ONE CALL +31 343 432 509 SERVICE&STERNQUALIFIEDSEALPROPULSION The Netherlands | USA Namibia | UAE | China Singapore | Panama MEET US AT SMM HAMBURG 6 - 9 aegirmarine.comSTANDSEPTEMBERA1.430 SERVICE&STERNQUALIFIEDSEALPROPULSION
After last year’s Danish sojourn, The Motorship’s Propulsion & Future Fuels Conference returns to its traditional home in Hamburg on 22-24 November 2022. The event continues to focus on energy efficiency, and advances in propulsion technologies, while the event’s in-depth coverage of LNG and other alternative fuel advances remains highly topical.
The second nominee for the award is MAN Energy Solutions for its involvement in the first vessels ordered in connection with a groundbreaking new trade associated with liquid carbon transport and storage. MAN Energy Solutions will provide four ME-GI engines to power two new liquid-CO2 carriers under construction for the Northern Lights Carbon Capture and Storage (CCS) project in the North Sea. The dual-fuel vessels will make use 8 The first of our nominees is Höegh Autoliners for the world’s first carrier,purebattery-hybridammonia-readycarandtruckAurora. latest news analysis go to
INNOVATIVE SOLUTIONS PACK SHORTLIST FOR 2022 MS AWARD
Hybridisation and future fuels are the dominant themes behind this year’s shortlist of MS Award nominees, which encompass a wide range of innovative projects.
The first of our nominees is Höegh Autoliners for the world's first ammonia-ready battery-hybrid pure car and truck carrier, Aurora. The vessel will be the largest and most environmentally sustainable PCTC in operation when it enters service.
The vessel will have DNV’s ammonia-ready notation and will be powered by dual-fuel 2-stroke engines that can run on marine gas oil and LNG. Designed to carry up to 9,100 cars, the multi-fuel and zero carbon ready Aurora Class vessels will be the first in the PCTC segment to be able to operate on zero carbon ammonia.
This year’s shortlist of five nominees have been selected with a focus on innovative projects that will be on the water, or close to commercial production, by November 2022. As ever, the winning project will be selected by delegates attending The Motorship’s Propulsion & Future Fuels Conference in person. The shortlisted nominees will present their projects in a special session held during the event, while the winner will be determined by a vote from conference delegates.
www.motorship.com
Northern Lights LCO2 project
The MS Editor’s Award covers collaborative projects that address industry-wide challenges, and are also selected for their potential wider applicability. There is a bias towards commercial projects, and on technologies that may interest operators and ship owners preparing for the introduction of CII. This year almost every shortlisted project offers significant reductions in GHG emissions, with most offering lower fuel consumption, and lower capital and operating expenditure.
MS AWARDS 16 | SEPTEMBER 2022 For the
AutolinersHöeghSource:
and
Höegh Autoliners’ Aurora Class of PCTCs
The vessel also features strengthened decks and enhanced internal ramp systems will enable electric vehicles to be carried on all decks and provide more flexibility for heavier project cargo. The new class of vessels – Höegh Autoliners has placed an order for a series of 4+8 vessels with China Merchants Heavy Industry – will represent a breakthrough in reaching Höegh Autoliners’ ambitious net zero emissions target by 2040. The first two vessels from CMHI will be delivered in late 2024 followed by two more vessels in the first half of 2025.
2-Stroke Future Fuels Conversion platform
NYK Line’s first battery-hybrid LNG-fuelled PCTCs The fifth nominee is WinGD for its role in the development of NYK Line’s first LNG battery hybrid pure car and truck carriers (PCTCs). The series of four vessels are under construction at China Merchants JinLing Shipyard (Nanjing) and are scheduled for delivery in 2023. The project is noteworthy as WinGD will be responsible for the system integration and system-level energy management, through WinGD’s new Hybrid Control System. This will act as both a supervisory and control system for the overall production and consumption of energy onboard the vessels, ensuring flexibility and optimal operations at sea, in port and during manoeuvring. The LNG-fuelled PCTCs will be equipped with WinGD 620mm-bore XDF two-stroke engines, combined with shaft generators, DC-links and battery systems. The vessels’ design mean that the vessels will exceed the IMO’s 2030 target of 40% reduction in carbon intensity upon entry into service. They will also meet the Tier 3 IMO NOx emission limitations coming into force for the Baltic and the North Sea for newbuildings with keel laid on or after 1 January 2021. The vessels are expected to be assigned to transport vehicles mainly between Europe and the Middle East. 8
of other technologies, such as a wind-assisted propulsion system and air lubrication, to reduce carbon intensity by around 34%, compared to conventional systems. The ships are the first of their kind and have the potential to set a new standard for CO2 shipping on coastal trading routes.
NYK Line’s first LNG battery hybrid pure car and truck carriers (PCTCs) are also noteworthy as WinGD will be responsible for the managementsystem-levelintegrationsystemandenergy
Our third nominee for the award is Lloyd’s Register for its involvement in Norwegian ship owner Egil Ulvan Rederi’s zero-emission self-discharging hydrogen-fuelled bulk carrier, With Orca. The 5,500 dwt self-discharging bulk carrier design features a hydrogen-burning engine as well as a fuel cell system. With Orca is intended to be fully zero-emission in all operations. The vessel will also have a fuel cell system for energy production in low load conditions, while the vessel is intended to generate much of its energy directly from the wind through two large rotor sails. The vessel also features a specially designed hull, with an optimised keel and custom rudder solution, which will make it possible to increase the amount of energy generated from the wind. The vessel also has the ability to store excess energy in batteries. The vessel, designed by Norwegian Ship Design, is planned to enter into a long-term transport contract with cargo owners Felleskjøpet Agri and Heidelberg Cement. It is scheduled to enter operation in early 2024. The innovative design is expected to offer particular advantages for short-sea operations.
MS AWARDS For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 17
The two 7,500 cubic-metre, liquid CO2 carriers are under construction at Dalian Shipbuilding Industry on behalf of Northern Lights, the joint venture between Equinor, Shell and TotalEnergies. The delivery of the 130-metre carriers is scheduled for mid-2024. Northern Lights will create the first ever, cross-border, open-source, CO2 transport-and-storage infrastructure network, offering European companies the opportunity to store their CO2 safely and permanently underground. The newbuilding carriers will be used in the first phase of Northern Lights’ transport-and-storage-infrastructure development and are designed to transport liquid CO2 in purpose-built, pressurised cargo tanks.
H2-fuelled zero emission bulker
NYKSource:
The fourth nominee is a Wärtsilä retrofit-optimised solution to convert existing 2-stroke electronically-controlled engines to run on either LNG, methanol or ammonia. The groundbreaking technology will be applied on a 13,000 teu MSC containership to convert it first (2023) to LNG and later (2024) to ammonia. The platform’s medium-pressure combustion technology combines the high compression ratio of a Diesel cycle engine without the bulky, expensive fuel supply components, and the simplicity and low energy demand of Otto cycle, without the methane slip (≤0.3 g/kWh). The concept includes an innovative cryogenic fuel supply system. Cryogenic LNG is supplied directly to the engine at around -150oC and at low pressure, rather than heating it to around 40oC as is done for other engine technologies. This eliminates the need for expensive, energy-demanding and high-maintenance compressors, pumps and heat exchangers and means the footprint of the fuel supply system is minimal, maximising installation flexibility for retrofitting vessels in service. The multifuel supply system also offers redundancy and operational flexibility and reliability, with the capability of switching to use conventional liquid fuels such as HFO, MDO or VLSFO.
NH3 ENGINE AND LUBRICANT SOLUTIONS ON TRACK: MAN ES
Safety Jacobsen briefly noted that the safety had been one of the key focuses of the project from the beginning. This ranged from safety protocols for MAN ES’ engineers at the test centre, through to engine licensees and shipowners. Fortunately, MAN ES was able to build on previous experience gained working with methanol, which is also a toxic fuel. The design of the engine and associated fuel supply systems drew on previous gas-safe developments – “with double wall piping and so on” – as well as the methanol engine. The safety focus had broadened, moving from a focus on equipment towards a wider focus on how safety would be maintained in service, and maintenance-related tasks. This would inevitably require changes to operational procedures and would require training for on-board crew. “The crew will need to be trained to a higher level to ensure that very structured processes are followed correctly,” Jacobsen said.
Dorthe Jacobsen, MAN Energy Solutions’ principal research engineer within emissions, emission reduction, fuel and lubricants, in its two-stroke business discussed the progress of the ammonia engine project and associated lubricant research developments with The Motorship
Characteristically forthright, Dorthe Jacobsen provided an update on MAN ES’ ammonia research project in an exclusive July interview with The Motorship The project remains on track, with the delivery of the first commercial engine still expected in 2024.
FUELS & LUBRICATION 18 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
Jacobsen noted that the first real engine testing was expected to provide a significant amount of real-life data for MAN ES’ research engineers, who have until now amended MAN’s proprietary two-stroke combustion models supplemented by laboratory test data. Despite the rapid advances in combustion modelling seen in recent years, the absence of ammonia-based data sets means that some of the chemical processes remain uncertain.“Alotof things are going to be much clearer once we have completed the first initial engine testing,” Jacobsen said cheerfully, noting that this included the interaction between ammonia with system oils and lubricant oils in a highpressure engine system.
“We will have the first combustion this year on one cylinder on our test engine here in Copenhagen. Next year, we will have a full combustion on a full engine (4-cylinders) here.”
Owing to the absence of ammonia data sets in large bore two-stroke engines, and the complexity of the chemical reactions, this was an area of particular interest for researchers (see also Ammonia lubrication requirements). By contrast, Jacobsen was more sanguine about ammonia’s combustion characteristics and toxicity. Although ammonia’s weak ignitability and toxicity are not ideal fuel from an engine designer’s perspective, MAN has experience with developing commercial solutions for fuels with similar characteristics, such as the water-methanol solution (ME-LGIM-W). “I think we learnt how to handle a very toxic fuel during the methanol engine development project.”
8 The Q3completedexpectedconversionengine.ammonia-fuelledofsupportbeinginES’150-borefour-cylinderTestEngine(pictured)atMANresearchcentreCopenhagenisrebuilttothetestingMANES’newThiswastobeby2022
Single-cylinder testing was due to begin on the 4T50MX Test Engine 1 at the Research Centre Copenhagen later this year.
Ammonia lubrication requirements
“I think the development of the methanol engine was equally pressured. Luckily, we have experienced people here, and most of them have been part of the journey from LNG to methanol to Ethane to LPG. And now, ammonia.”
While the timeframe for the project was “a little tight”, MAN ES’ two-stroke development team had gained experience meeting challenging deadlines during the development of the company’s ME-LGIM dual-fuel methanol engine.
“The delay in the combustion chamber before it starts combusting is the concern from a lubrication point of view –in case it will stay in the cylinder for too long.” “However, we are expecting/hoping that it will burn as nicely as the other fuels that we have tested. Methanol is also an excellent degreaser, but it works perfectly well.” The Motorship notes that the analysis of the combustion from the single cylinder process will also provide invaluable data about the emissions profile of ammonia combustion in a 2-cylinder engine. Components Jacobsen noted that previous concerns about the potential interaction between ammonia and individual components in the fuel injection system and combustion chamber were not that challenging. Jacobsen noted that preliminary laboratory tests had provided reassuring results. “We've tested, as far as you can in a lab, to see how the NH3’s corrosion behaviour affects the components that we're using. And it looks like this should be okay for most components and for some we have found other materials. But of course, we need longer time and the real temperatures and things like that. But the initial lab testing seems to be fine.”
LGI concept Jacobsen noted that the refinement of the ignition concept was likely to occur during the engine testing. At the moment, MAN ES expects to use the same high-pressure LGI injection system used in its LPG engines.
While final decisions on the engine’s aftertreatment solutions has to wait until more accurate data on the engine’s emissions profile had been gathered, Jacobsen noted that preliminary combustion modelling had already given an indication of the likely“Fromemissions.theemission side, we know there will be NOx, there will be ammonia and there will maybe be some N2O [nitrous oxide]. The ammonia will most likely be consumed by the SCR catalysts that we will use to reduce the NOx. And if there is more ammonia, then we will know how to handle that.”
Jacobsen noted that ammonia presented certain development challenges for two-stroke engine designers and lube oil suppliers. MAN ES has been working on developing lubrication oil and system oil solutions together with industry partners for dual-fuel ammonia engines for at least two years, Jacobsen noted. However one of the challenging aspects about the ammonia engine development project was that the project required the development of lubrication solutions for an engine that is still under development, to meet the lubrication requirements for a fuel that has not yet been usedHowever,commercially.Jacobsen noted that MAN ES was continuing to model the interaction between system oils and ammonia. While MAN ES and some of the lube oil companies has been conducting research into the interaction between ammonia and lube oil in high pressure systems, more data would become available once full engine testing begins. This was likely to lead to significant improvements in the development that MAN ES and the partners were able to do. “We are involved in a development project with industry partners looking into this subject.”
“As this is an R&D play, we are looking into multiple ways, but our first approach will focus on you know, building on the same system as we have for LPG.”
The “working assumption” for the pilot fuel ratio is 5%, with a preference for VLSFO or potentially distillate. Given the likely influence that the pilot fuel consumption was expected to have on the engine’s environmental emissions profile, optimising pilot fuel consumption was likely to be another area of focus. Emissions abatement
Some of the characteristics of ammonia are weaker ignitability and slower burning, which means that the combustion process will be an area of focus.
The use of NH3 as fuel is also likely to have an effect on the system oil lubrication around the fuel injection system, given the active properties of the NH3-fuel.
Ammonia combustion
FUELS & LUBRICATION For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 19
There were also likely to be requirements for adequate Personal Protection Equipment (PPE). Experienced project team
By contrast, one of the key development tasks was ensuring that N2O emissions were eliminated. “It is a really harsh greenhouse gas, with a global warming potential of around 300 over CO2.” “And as such, MAN will start by using engine measures to tune the engine differently to lower such emissions, and another of the handles will be the pilot fuel amount.”
8 Dorthe Jacobsen, MAN businessinfuelemissionwithinresearchSolutions’Energyprincipalengineeremissions,reduction,andlubricants,itstwo-stroke
Jacobsen concluded bullishly, noting that there was little doubt that a solution would be found for the ammonia engine’s lubrication requirements – as the interest and focus is there from the entire industry.
When asked about potential collaboration with engine licensees, Jacobsen noted that the development of the ammonia engine was likely to remain located “in one line” at MAN ES’ Research Centre Copenhagen until MAN ES research engineers had a clearer idea how challenging the combustion process for ammonia would be. But because of the compressed timeframe, Jacobsen noted that some of the developments connected with the ammonia engine were going to take place in parallel together with licensees, rather than consecutively in one line.
We make global shipping safe and sustainable. Always one step ahead for a greener www.bergpropulsion.comfuture.With the industry shift towards electrification, we offer dependable integrated electric solutions incorporating propulsion, power system, and controls. Visit us at SMM 2022, 6-9 Sep.
Le Meridien Hotel, Hamburg, Germany Conference Programme Powering shipping’s emissions-cutting ambitions Propulsion stream | Alternative fuels stream | Technical visit Two days of conference streams exploring compliant technology & fuel solutions to meet the IMO’s 2050 milestone and EU’s Fit for 55 proposed tandem regulation, specifically the journey to 2030 with Shorepower. This year the programme will also feature sessions on eFuels & Bio Fuels, Ammonia, Methanol and Multifuel engines. While providing industry leaders a space to network and knowledge share. Chairmen: Lars Robert Pedersen, Deputy Secretary General, BIMCO Reinhard Lüken, Managing Director, VSM German Shipbuilding and Ocean Industries Association visit: propulsionconference.com contact: +44 1329 825335 email: conferences@propulsionconference.com#MotorshipPFF Headline Sponsor : Organised by: MOTORSHIP INSIGHT FOR TECHNOLOGYMARINEPROFESSIONALS THE 2422 GermanyHamburg2022NOV 202243RD Supported by: Sponsored by: Headline Sponsor Silver Sponsors
KEYNOTE PANEL: THE JOURNEY TO 2030 WITH SHOREPOWER
Ricardo Batista, Policy Officer, Directorate-General for Mobility and Transport European Commission
Kai-Dieter Classen, Deputy Director External Affairs, Hamburg Port Authority Wolfram Guntermann, Director Regulatory Affairs Fleet, Hapag-Lloyd AG
10:30-10:50 Coffee break
The marine market is in a move. The decarbonization targets are changing the way we look at a ship propulsion system, that have been like this for decades now. What is the future operational profile? What is the future power source? Will there be more than one? What fuels do we burn? All or these uncertainties you can address already today with a alternative propulsion systems, which will in most cases be hybrid. The presentation explains several hybrid systems we are building at the moment and summarizes our experience of 70 hybrid vessels from Wartsila.
Moderator: Lars Robert Pedersen, Deputy Secretary General, BIMCO Under the Fitfor55 legislative package shore-side electricity has been given particular attention.
Dr. Torsten Büssow, Managing Director, Electrical & Power Systems Business, Wärtsilä
Chairmen’s welcome
09:00
Book online at motorship.com/PFFBOOK or fax form to +44 1329 550192 For further information please call +44 1329 825335 or email conferences@propulsionconference.comBook online at motorship.com/PFFBOOK or fax form to +44 1329 550192 DAY ONE - TUESDAY 22 NOVEMBER 2022
Isabelle Ryckbost, Secretary General, ESPO Martin Kröger, Chief Executive Officer, VDR German Shipowners’ Association
Moderator: Reinhard Lüken, Managing Director, VSM German Shipbuilding And Ocean Industries Association
09:15-09:25
Gold Sponsor Welcome – DNV
10:50 Charging for the future: The rise of hybrid propulsion systems
SESSION 1 ELECTRIFICATION FOR BIG SHIPS
Lars Robert Pedersen, Deputy Secretary General, BIMCO Reinhard Lüken, Managing Director, VSM German Shipbuilding And Ocean Industries Association
11:50-12:10 Q&A 12:10-13:40 Lunch & Networking
Requirements for shore-power infrastructure development under the Alternative Fuels Infrastructure Regulation (AFIR), and for zero-emissions from ships at berth under FuelEU Maritime, will give shape to a new ecosystem in Europe aimed at improving the air quality in EU ports and supporting the Energy Transition/ decarbonisation in shipping.
08:00 Coffee & Registration
11:05 Enhancing energy efficiency of merchant ships through system-wide control Stefan Goranov – General Manager, Sustainability Solutions, WinGD The presentation discusses the importance of integrating all the components of the hybrid ship’s energy system on control level, so it functions as a coordinated whole. Particular attention is dawn on the two-stroke engine integration as a crucial factor for maximising the energy efficiency onboard.
11:20 Turbocharging solutions to support the decarbonization journey Simone Bernasconi, Head of Global Product Line Upgrades, Accelleron To support shipping’s journey towards decarbonization, easy-to-implement turbocharger technology can play an important role in reducing the CO2 footprint of existing installations. But to achieve any significant impact, wide market adoption is key. Combining greater efficiency with a sound business case will be vital to maintaining a competitive edge in a low carbon world.
15:00-15:30 Coffee break
14:40-15:00 Q&A
The Digital Wave
Shipping decarbonization and digital thread Mia Elg, R&D Manager, Deltamarin
Book online at motorship.com/PFFBOOK or fax form to +44 1329 550192 For further information please call +44 1329 825335 or email conferences@propulsionconference.comBook online at motorship.com/PFFBOOK or fax form to +44 1329 550192
Moderator: Sebastian Ebbing, Technical Advisor, Climate, Marine fuels, Innovation, Funding, German Shipowners’ Association (VDR)
Matthias Winkler, Managing Director, CM Technologies Digitalisation for engine performance measurement including automated data transfer between ships and ashore. Important is the possibility to have all data at one place allowing access from everywhere at any time for anyone. Useful assistance for ship and shore personnel.
SESSION 3: THE MOTORSHIP AWARD
13:55
AND
15:45 The Aurora Class - the future of deep sea shipping Henrik Andersson, Head of Sustainability, Hoegh Designed to carry up to 9100 cars, the multi-fuel and zero carbon ready Aurora Class vessels will be the first in the PCTC segment to be able to operate on zero carbon ammonia, signifying a breakthrough in reaching Höegh Autoliners’ ambitious net zero emissions target by 2040.
14:10 Digital
Moderator: Lars Robert Pedersen, Deputy Secretary General, BIMCO 15:30 With Orca; Norwegian zero-emission bulk carrier project Michael North, Sales & Marketing Manager for Norway & Iceland, Lloyd’s register Earlier this year, Lloyd’s Register awarded Approval in Principle to Norwegian ship owner Egil Ulvan Rederi AS for its zero-emission self-discharging hydrogen-fuelled bulk carrier, With Orca. The innovative vessel will be fitted with two large rotor sails and is planned to enter into a long-term transport contract with cargo owners Felleskjøpet Agri SA and HeidelbergCement. It was designed by Norwegian Ship Design.
16:00 Solutions for groundbreaking carbon-transport-and-storage project Peter H. Kirkeby, Principal specialist, Promotion manager & business development Dual-fuel engines, MAN Energy Solutions
This presentation focuses on showcasing a realistic pathway to decarbonized shipping with practical examples from our ongoing projects. We discuss about the related digital modelling and optimization methods and about their application and validation.
13:40
14:25 The significance of data in achieving sustainable performance Pascal Reolon, Head of Digital Product Management, Digital Customer Solutions, Accelleron A closer look at the analytics layer sitting on top of the electronic logbook and continuous operational data. How enhanced data provides deeper insights into key performance indicators and supports proactive decision making for managing decarbonization.
SESSION 2: DIGITALIZATION, DIGITAL EFFICIENCY THE FUTURE TECHNOLOGY OF THE MARITIME SECTOR
Gregory Puckett, Head of Group Digital, MAN Energy Solutions In his presentation, Mr. Puckett describes the “digital wave” within MAN-ES. From connectivity, to cloud, from data to artificial intelligence. The digital wave is continuous, it is variable, it can be calm one moment, and stormy the next. Most interesting it will never not turn back. tool to ensure engine efficiency
Book online at motorship.com/PFFBOOK or fax form to +44 1329 550192 For further information please call +44 1329 825335 or email conferences@propulsionconference.comBook online at motorship.com/PFFBOOK or fax form to +44 1329 550192 16:15 Wärtsilä Two-Stroke Future Fuels Conversion platform Stam Achillas, Head of Business Development & Sales, 2-Stroke Fuel Conversions, Wärtsilä A retrofit-optimised solution to convert existing 2-stroke electronically controlled engines to run on either LNG, methanol or ammonia. The ground-breaking technology will be applied on a 13’000 TEU MSC containership to convert it first (2023) to LNG and later (2024) to ammonia. 16:30 NYK Line newbuilds set for net zero with WinGD system integration Andreas Schmid - General Manager Technology Development, WinGD Four PCTC vessels for NYK Line will meet IMO’s 2030 target seven years early – and be ready to reach net-zero by 2050 – when they enter service next year. WinGD is integrating battery-hybrid technology, energy management and LNG-fuelled X-DF2.0 engines. 16:45-17:00 Q&A 17:00 Conference close 17:00 Pre Dinner Drinks Reception 18:30
Moderator: Lars Robert Pedersen, Deputy Secretary General, BIMCO 09:15
09:30 Sebastian Ebbing, Technical Advisor, Climate, Marine fuels, Innovation, Funding, German Shipowners’ Association (VDR)
10:15-10:35 10:35-10:55 Coffee Q&A
Jon Buckingham, Chief Mechanical Engineer, BMT
Break
SESSION 4 MARKET BASED MEASURES
09:45 Chris Waddington, Technical Director, International Chamber of Shipping
09:15-09:30 Recap of day 1 by Chairmen Lars Robert Pedersen, Deputy Secretary General, BIMCO Reinhard Lüken, Managing Director,VSM German Shipbuilding And Ocean Industries Association
08:30 Coffee & Registration
The Future of Bunker Fuels for world’s Shipping Fleet
DAY TWO - Wednesday 23 November 2022
Conference Dinner Announcement of the Motorship Award winner, Presented by Nick Edström, Editor, The Motorship
The various fuels in gaseous or liquid forms have impacts on fulfilling rules and regulations. In the presentation pathways to decarbonization are highlighted and the value of having options to adapt vessels to fuel supply developments.
Moderator: Reinhard Lüken, Managing Director, VSM German Shipbuilding And Ocean Industries Association
Philip Chaabane, CEO of I-Tech
Book online at motorship.com/PFFBOOK or fax form to +44 1329 550192 For further information please call +44 1329 825335 or email conferences@propulsionconference.comBook online at motorship.com/PFFBOOK or fax form to +44 1329 550192 SESSION 5 FUTURE APPROACHES SESSION 5.1 EFUELS & BIO FUELS SESSION 5.2 SUSTAINABLE APPROACHES FOR THE FUTURE Moderator: Lars Robert Pedersen, Deputy Secretary General, BIMCO 10.55 On the Way to Zero Emissions: Considerations for the Design and Operation of Fuel Treatment Systems Franciska Kjellström, Global Application Manager, Marine Fuels, Alfa Laval There is currently a high interest in biofuels including FAME and HVO as well as methanol. Ships can already bunker these fuels and engine combustion technology is available. We will discuss the impact of various new fuel types on the ship’s fuel cleaning and fuel supply systems. 11.10 Power-to-X - Decarbonisation with Future Maritime Fuels Daniel Chatterjee, Director Technology Management & Regulatory Affairs Head of the Green-and High-Tech and NetZero @ PowerSystems Program, Rolls-Royce 11.25 Avoiding stranded assets Lex Nijsen, Senior Vice President and Head of Sales, 4-Stroke engines, Man ES
11:40 Moving biofuels into the mainstream Monique Vermeire, Fuels Technologist, Chevron Biofuels can offer a carbon-free alternative to other non-fossil fuels, if considered on a lifecycle basis. Monique Vermeire will discuss the impact of biofuels on NOx emissions and consider their operational and technical implications alongside the regulatory approach to their use.
11:25 Wärtsilä 2-Stroke Radical Derating Stam Achillas, Head of Business Development & Sales, 2-Stroke Fuel Conversions, Wärtsilä A solution to significantly reduce an existing 2-stroke engine’s emissions by modernising its combustion while preparing it for future fuels.
11:55-12.15 Q&A
11:40 Hydrocat the world’s first dual-fuel CTV Benjamin Weinacht, Managing Director, Compagnie Maritime Belge (CMB)
10.55 Carbon Levy – Why Advanced Coatings will be Essential to Success in the Age of the Carbon Levy
also
11:55-12:15 Q&A
12:15-13:45 Lunch & Networking
11.10 Who can improve energy efficiency in ship operations and bring down emissions? Rene Taudal Poulsen, PhD, programme director for BSc Program in international shipping and trade, Copenhagen Business School, Denmark We study how a large network of decisionsmakers, including cargo-owners, commercial managers, ship operators, port stakeholders and public actors influence voyage planning and execution. We find that they often pusue commercial objectives, which undermine energy efficiency in ship operations.
Book online at motorship.com/PFFBOOK or fax form to +44 1329 550192 For further information please call +44 1329 825335 or email conferences@propulsionconference.comBook online at motorship.com/PFFBOOK or fax form to +44 1329 550192 SESSION 6.1 AMMONIA SESSION 6.2 METHANOL SESSION 6 ALTERNATIVE FUELS Moderator: Lars Robert Pedersen, Deputy Secretary General, BIMCO 13.45 Technological considerations of ammonia as a marine fuel Peter Morsbach is Vice President Sales Operations at Høglund Marine Solutions This presentation will examine the technological considerations that must be overcome on board a ship before widespread adoption of green ammonia as a marine fuel can begin, looking at the technical, operational, commercial, regulatory and environmental aspects such as health and safety (toxicity), materials elections (corrosiveness), engine requirements (combustibility), and emission prevention (engines and fuel system). 14.00 René Sejer Laursen, Director Fuels & Technology, Global Sustainability Copenhagen, ABS 14.15 Andreas Schmid, General Manager Technology Development, WinGD 14.30 Engineering the ammonia engine of the future Peter H. Kirkeby, Principal specialist, Promotion manager & business development – Dual-fuel engines, MAN Energy Solutions The development of MAN Energy Solutions’ first two-stroke ammonia engine is well underway. We share our learnings from designing and commissioning an ammonia fuel supply for our test engine facility, along with experiences from initial testing. 14:45-15.05 Q&A Moderator: Sebastian Ebbing, Technical Advisor, Climate, Marine fuels, Innovation, Funding, German Shipowners’ Association (VDR) 13.45 Methanol: A Future Proof Marine Fuel Gregory Dolan, CEO, Methanol Institute 14.00 Development of worlds 1st methanol engine for very large container ships Dr Gwang-Hyeon Yu, Senior Researcher Green Oiwer & engine Systems research, Hyundai Heavy Industries 14:45-15.05 Q&A 15:05-15:35 Coffee Break
meet
Conference Close DAY THREE - THURSDAY 24 NOVEMBER 2022 - TECHNICAL VISIT
Moderator: Sebastian Ebbing, Technical Brice, new challenges for the entire maritime ecosystem. To overcome them and lead the energy transition, advanced solutions will be needed to society’s needs.
16:55-17:10 Conference Wrap up with Moderators and Chairmen
15.35 Combining efficiency technologies with wind to deliver results beyond compliance Tuomas Riski, CEO, Norsepower Norsepower’s Rotor Sails improve environmental performance and reduce fuel consumption, especially alongside other clean technology solutions such as hydrodynamic hull optimisation or hybrid electric propulsion systems Regulation, including EU ETS, is driving shipowners to choose proven solutions, demonstrated by Scandlines’ M/V Copenhagen.
The use of hydrogen & methanol retrofit echnology can help shipowners to meet IMO Tier III standards. An alternative to urea or ammonia, these solutions achieve substantial emission reductions and cost savings, whilst curbing OPEX.
16:35-16:55 Q&A
Lars Robert Pedersen, Deputy Secretary General, BIMCO Reinhard Lüken, Managing Director, VSM German Shipbuilding And Ocean Industries Association Sebastian Ebbing, Technical Advisor, Climate, Marine fuels, Innovation, Funding, German Shipowners’ Association (VDR)
Jan P. Brugger - Co-Founder& COO, FuelSave
16.05 Retrofitting to Methanol DF operation – an Owners experience Per Westling, Managing Director, Stena RoRo AB 16:20 Economic and Ecological Considerations for Wind-Assisted Ship Propulsion Systems Karsten Hochkirch, Head of Ship Performance Center, DNV SE Wind propulsion is well known and has propelled ships for millennia. However, with the advent of fossil-fuel powered ships, wind energy lost its importance for cargo transport almost 100 years ago. Rising fuel prices and a society being more aware of the consequences of CO2 emissions fuels the revitalization this energy source and a variety of wind assisted propulsion systems are on the market today. Key factors for success of wind assisted propulsion are discussed and a case study for a multipurpose vessel is used as illustration.
15.50 The role of retrofitting in the Clean Fuel Transition
Moderator: Reinhard Lüken, Managing Director, VSM German Shipbuilding And Ocean Industries Association
Advisor, Climate, Marine fuels, Innovation, Funding, German Shipowners’ Association (VDR) 15.35 Will “multi-fuel” propulsion engines be the solution to solve the “future fuel” uncertainty? Rolf Stiefel, Regional Chief Executive, Bureau Veritas Marine & Offshore 15:50 Maikel Arts, General Manager, Market Innovation, Wärtsilä Marine Power 16.05 Alternative Fuels – Preparing for the impact on marine lubricants Harriet
Book online at motorship.com/PFFBOOK or fax form to +44 1329 550192 For further information please call +44 1329 825335 or email conferences@propulsionconference.comBook online at motorship.com/PFFBOOK or fax form to +44 1329 550192 SESSION 7.2 RETROFIT SOLUTIONSSESSION 7.1 MULTIFUEL ENGINES
Technology Manager Marine Engine Oils, Lubrizol This presentation will discuss approaches to formulating effective marine cylinder lubricants for use with new alternative fuels. This requires gaining the best possible understanding of new engine designs, fuel and combustion characteristics and the challenges they may present. 16.20 What will a multi-fuel, low carbon future look like? Eddie Fish, Market Development Advisor, ExxonMobil Marine & Aviation Fuels The IMO’s ambition to reduce international shipping’s carbon footprint creates
16:35-16:55 Q&A
17:10
Book online at motorship.com/PFFBOOK or fax form to +44 1329 550192 For further information please call +44 1329 825335 or email conferences@propulsionconference.com BOOK ONLINE OR COMPLETE THIS FORM AND FAX TO +44 1329 550192 (Please copy this form for additional delegates) Family Name First Name Title JCompaMr/Mrs/Ms/Dr/OthernyobTitle SignETCountryelephoneFaxmailature Company Address Company VAT No. Please tick all that apply : Please register me for the Propulsion and Future Fuels Conference 2022. I will attend the following: Conference Dinner (22nd November 2022) No additional cost Technical Visit (24 November 2022) No additional cost Members of supporting associations will receive up to 50% off your delegate booking. I am a member of SPACE AT THE CONFERENCE IS LIMITED – RESERVE YOUR PLACE TODAY! Book online at propulsionconference.com or fax booking form to +44 1329 550192 Registered in England. Company Number 2427909. Mercator Media Ltd reserve the right to alter the timing, content or speeches of this conference at any time. Full terms & conditions are available at https://www.mercatormedia.com/terms-conditions-1 HOW TO PAY *UK registered companies will be charged the standard rate UK VAT SignatureCreditCard Billing AddressSecurity Code Name on CardExpiry Date CardPleaseNumbercharge my card (delete as appropriate) Mastercard/Visa/Amex I have paid by bank transfer Credit/Debit Card: Complete the form with your card details (3 Numbers on the reverse/ AMEX 4 numbers on front) Please fax form. Do not send by email as we cannot guarantee the security of card information. Venue Le Méridien Hotel, Hamburg An d. Alster 52, 20099 Hamburg, Germany Visit propulsionconference.com Conference Fee Booking Online propulsionconference.com or complete and fax the booking form below to +44 1329 550192. On receipt of your registration, you will be sent Contact Us For further information on exhibiting, sponsoring, or attending the conference, contact the Events team on +44: 1329 825335 or conferences@propulsionconference.com BOOKING FORM Bank Transfer: Mercator Media Ltd, HSBC Bank plc, EURaccount, Sort Code: 40 12 76, Account number: 70235247 SWIFT/BIC8: HBUKGB4B BRANCH BIC11: HBUKGB41CM1 IBAN: GB35HBUK40127670235247 Further information call +44 1329 825335 or email conferences@propulsionconference.com. Book online at propulsionconference.com Prepayment is required in full for entry to the conference. Full terms & conditions are available at mercatormedia.com/our-business/terms-and-conditions Cost per delegate Premium rate: €2354/ £1979 Premium fee includes: • Conference Attendance with lunch and refreshments on both days Full documentation in electronic format Place at drinks reception (22 November) • Place at conference dinner (22 November) • Place at technical visit (24 November) Cost per delegate Standard rate: €2259/ £1899 • Group booking discounts available Special rate available for recognised educational establishments & ship Pleaseoperatorscontact us for details 202243RD 2422 GermanyHamburg2022NOV
Serge Dal Farra, Lubmarine Marketing Manager, outlines 3 steps towards an effective engine lubrication strategy including selecting the right engine oil, proper monitoring, and engineer support
Talusia Universal has been approved by WinGD as a “Dual Fuel validated” product, one of the few cylinder oils on the market to have obtained this achievement.
For the latest news and analysis go to www.motorship.com
8 Serge Dal Farra
smart engine monitoring and drain oil analysis and interpretation - something that can only be achieved with the support of a lubricant specialist. By carefully and regularly monitoring lubricant and vessel machinery condition, ship owners together with their oil supplier can proactively detect and react to any abnormalities.
SEPTEMBER 2022 | 21
The development of low sulfur fuels through the introduction of IMO2020 has been the most significant change to the way in which the global fleet has been powered since the introduction of the diesel engines in the maritime industry a little over 100 years ago.
While the use of low sulfur fuels offers clear benefits in emissions reductions, there have also been challenges around fuel quality - especially early in 2020 - which brought real issues for modern 2-stroke marine engines.
All OEM guidelines recommend careful engine monitoring and a sophisticated intelligence-led approach allowing for the most prudent management of two stroke marine engines.
The third layer in achieving optimum engine performance including its cleanliness profile is to enlist the support of highly experienced engineers to assist with lubrication optimization and any lubrication issues vessel operators might be experiencing. This level of support can include: 5 Ship engine inspections and trouble-shooting 5 Lubrication survey and technical investigations 5 Shipyard and switchover support 5 Crew and onshore teams trainings from lubrication basics to high level lubrication strategies Conclusion There is no single solution to achieving the benefits that LOFR optimization can deliver. It takes a multilayered approach, utilizing the tools and knowledge with the support of a technical team and the infrastructure of a specialist lubricant manufacturer with the range of services available to support vessel operators.
The latest entry in the Lubmarine Talusia range of cylinder lubricant is Talusia HD 40. MAN ES has granted a NOL Category II to this product, based on its excellent overall performance with a special focus on cleaning ability. It is applicable for all engines types and recommended for MAN B&W two-stroke engines Mark 9 and higher, providing operators with increased safety margins for very demanding engines.“Weare delighted with this latest recognition from MAN ES and we believe this new generation of cylinder lubricant will provide added safety margin for the ship operators,” said Stuart Fuller, Lubmarine’s Market Liaison & Product Manager responsible for MAN ES. Taking a Multi-Layered Approach to Engine Cleanliness Using the right lubricant in the right amount to deliver optimum performance and effective engine cleanliness is just one piece in the puzzle. Rising to the challenge requires an understanding of the multiple operating parameters of the engine, combined with
Implementing an effective Drain Oil Analysis Programme is a simple, reliable and a proven way of helping optimize operations through lubricant consumption and component wear analysis.
For not only are these engines sensitive to corrosion but they also face an increased risk of engine deposit build up –potentially leading to problems including notably ring pack damage.Whatis without question is that selecting the right cylinder oil in tandem with a properly managed Monitoring Programme in the post IMO2020 landscape has never been more important than it is today.
Implementing A Robust Monitoring Programme
The Human Element - Specialist Knowledge and Interpretation
FUELS & LUBRICATIONS
KEY STEPS TO DELIVERING EFFECTIVE ENGINE LUBRICATION
LubInsight Neo: Tapping into the Benefits of A New Range of Inter-connected Onboard Digital Analysis Services
We are now taking this approach to new and data-focused levels, with the launch of a new range of fully digitalized, interconnected global on-board lubricant sampling and testingOperatorsservices.on board are guided through easy to follow, step-by-step on screen instructions when carrying out drain oil analysis without the need for specialist training, with the highly accurate test results uploaded onto the customers’ dedicated Lubmarine portal. Not only do the new services - LubInsight Neo - enable vessel operators and owners to upgrade their onboard testing laboratory facilities, but they also deliver real-time interconnectivity between crews on the vessel, all on shore operations, owners, operators and global teams involved in the running and maintenance of the vessel.
Selecting the Right Lubricant Here at Lubmarine we have developed a range of tailored lubrication formulations designed specifically to manage today’s modern marine engines, for all IMO2020 compliant fuels including LNG. Our premium product Talusia Universal is a fully OEM approved cylinder oil with a patented chemistry, proven with over 125,000,000 successful operating hours. Tests show that Talusia Universal demonstrates a significant cleaning ability (detergency) and provides higher residual BN, enabling ship operators to optimize their feed rate and maintain the lube oil into the safe limits determined by the Additionally,OEM’s.
ABB
TheAccelleronnewfaceof
ABB Turbocharging.
FUELS & LUBRICATIONS 24 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
The EU decision could lead to a similar one being made in relation to biofuels for shipping, which would also face supply pressures from the automotive industry which has already taken up ethanol, HVO and FAME. Unlike the aviation industry, though, shipping is fighting for biofuels, not against them, and one regulatory hurdle has now been removed.
Regulation 18.3 of Annex VI Meeting IMO sulphur limits is normally not a challenge for biofuels, but the NOx Technical Code has slowed adoption. It has been necessary for ship operators to demonstrate that biofuels do not cause an engine to exceed the applicable NOx emission limit, something that needs to be verified for specific engines and biofuels. This has typically been achieved through laborious onboard emissions monitoring.
The shipping industry is eliminating the barriers to the adoption of biofuels, despite the counter forces at play
THE BATTLE FOR BIOFUELS HEATS UP
However, MEPC 78 approved a unified interpretation of Regulation 18.3 of MARPOL Annex VI in June 2022 that clarifies that fuels with a biofuel content up to 30% fall under the definition of marine fuel oil derived from petroleum refining (Regulation 18.3.1) and no further NOx testing is required. For higher biofuels proportions, it still needs to be verified that the engine is not altered beyond the approved parts and settings of the NOx Technical File (Regulation 18.3.2) or NOx testing is required. Added to this relaxation of regulation is the success that engine and fuel line equipment manufacturers have had with biofuels. Kai Juoperi, chief expert, engine fluids, Wärtsilä Marine Power, says: “For biodiesel or HVO use, Wärtsilä doesn’t make any changes to engine settings. Thus, shipowners don’t need to worry about this matter at all. Biodiesel and HVO are drop-in-fuels which can be used as such or as a blend with fossil fuels in the existing engines without modifications.” Biodiesel and HVO are currently the main biofuel types used by the company’s customers, and Wärtsilä is referring 8 Spliethoff Group first trialled a blend of 50% FAME and GoodFuelsbiofuelbeforeconventional50%HFOtesting100%suppliedby
Biofuels are considered to be one of the most technologically ready new bunker fuels. Hyydrotreated vegetable oil (HVO) and fatty acid methyl ester (FAME) are currently available and being successfully used on a dropin basis by a growing number of ship operators. These fuels are commonly perceived to be a way of reducing carbon intensity in the short to medium term on the way to transitioning towards future fuels such as hydrogen. However, there is a regulatory and beyond-industry battle going on that could cut their useability in shipping short. In July, the European Parliament barred the use of biofuel feedstocks, including intermediate crops and palm oil byproducts, from Europe’s aviation green fuel mandate (ReFuelEU). This impacts FAME (biodiesel) which can be made from vegetable oils, such as palm oil, soybean oil, and rapeseed oil, and from animal fats and used cooking oil. HVO can be produced from the same feedstocks as FAME as well as residual crops and forestry waste. On the table at the EU was a proposal that would have expanded the definition of sustainable fuels to include these products, but airlines and green groups pushed back against it. Animal fats, however, still remain included in the definition of what constitutes a green fuel in Europe. Green group Transport & Environment (T&E) points out that animal fats, a by-product of the animal slaughter process, are used in other industries, which are already experiencing shortages. Palm oil is often the chosen substitute for animal fats, potentially leading to negative impacts on global land use and emissions, as well biodiversity. Aviation policy officer at T&E, Matteo Mirolo, takes the position that: “Sustainable aviation fuels should have no link whatsoever to deforestation, loss of biodiversity and increasing food prices.”
“Microbial contamination is normally a result of poor maintenance. It’s important to keep the fuel system clean and also regularly drain water from the fuel tanks since the interface between fuel and water is an excellent environment for microbial growth. “Biofuels have very good ignition and combustion characteristics resulting in no issues in the engine performance. A flash point of HVO can, according to the EN 15940 standard, be min. 55oC which doesn’t fulfil SOLAS and Classification society requirements. Therefore, a fuel purchaser has to require that flash point of the delivered HVO batches is a minimum of 60oC which is a requirement HVO manufacturers are expected to be able to fulfil. Whereas for biodiesel the flash point is not an issue.”
FUELS & LUBRICATIONS For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 25
“Cold flow properties are not causing issues, since the engines are preheated and even a heater can be installed to fuel system, if so desired. However, it’s important to ensure that the fuel injection viscosity doesn’t become too low.
Fresh out of Singapore It's an issue that is at the heart of the US$18 million project led by the Global Centre for Maritime Decarbonisation (GCMD). The project’s 18 industry partners will establish an assurance framework for ensuring the supply chain integrity of current and future green marine fuels. The pilot project began in August 2022 and is expected to take 12 to 18 months to complete. The shipowners, charterers and operators participating represent approximately 2,300 vessels across 8 Kai Juoperi, Chief Expert, Engine Fluids, R&D Business,Engineering,andMarineWärtsilä
GoodFuels focuses on sampling, testing and quality control. “If we do blend biofuel with fossil fuels, we will always test for compatibility of these blends before we make them, and again before we supply them to the client,” says Hellings. “Both our 100% biofuel products as well as our blends will 8 NYK has begun testing tugboatEnexsuppliedRenewableNesteDieselbyItochuonboarda never perform less well than fossil fuels and will often even perform better because we have strict feedstock and product selection criteria and a strict quality control approach.” Maintaining trust is paramount. “This is an embryonic market, and regulations and standards are not fully in place yet. We need to build and rely on mutual trust, and successfully executing this approach is what has let us move from working with environmentally minded pioneers to a wider subset of progressive owners and operators.” Biofuels can enable an 80-90% reduction in CO2 when measured on a well-to-wake basis, and strict environmental criteria are set. The feedstocks sourced to produce GoodFuels’ marine biofuels cannot compete with food production or cause deforestation. “GoodFuels only works with renewable feedstocks that are labelled as pure waste and residue and cannot be used for any higher quality application or recycling. This means that they are regarded as truly sustainable and approved by GoodFuels' independent sustainability board.”
Spliethoff Group first trialled a blend of 50% FAME and 50% conventional HFO before testing 100% biofuel supplied by GoodFuels. Bart Hellings - Chief Operating Officer / Chief Technology Officer, GoodFuels, says the company is seeing an increase in the general volume of biofuels being delivered and an increase in the number of shipowners who are gaining experience using biofuels on their vessels. “This is significant, because it means the fuel has moved from being the preserve of pioneers, to a solution for owners and operators who want to get ahead of the curve for when regulations come into force.” More vessel types are using biofuels, and there has been an emerging geographical expansion over the last two years as well, he says. It’s not just a European phenomenon. “We see demand growing around the world, which helped to justify our strategic decision to open an office in Singapore.”
to the existing fuel standards, i.e. EN 14214 for biodiesel and EN 15940 for HVO. “All specified fuel properties mentioned in those standards are considered important, but since the quality of those fuel types is good, we don’t normally see issues in the marine or power plant engines being operated on those biofuels,” he says.
Beware poor oxidation stability Testing house VPS says that while tested biofuels have shown fuel quality characteristics to be generally of good standard so far, one of the key challenges is poor oxidation stability which causes the biofuel to biodegrade over time, potentially causing sludging of engines, fuel injectors and filters. VPS has seen differences in the performance of marine biofuels relating to this important characteristic, which can be measured by testing specific parameters. VPS advises testing all biofuels for ISO8217 parameters and an additional test slate to measure other parameters, to confirm the fuel quality prior to use. In the case of FAME blends, VPS recommends confirming prior to blending that the FAME meets ISO14214. With the good performance shown in tests to date, shipowners and fuel suppliers are now expanding their onboard testing to 100% biofuels. For example, NYK and Shin-Nippon Kaiyosha have started testing Neste Renewable Diesel supplied by Itochu Enex in tugboats. The fuel is a 100% renewable fuel product manufactured from waste cooking oil and animal oil that would not be used by the food industry.
The obvious alternative is to use electric powertrains instead, an option unlikely to be suitable for much of the shipping industry in that time frame. It looks likely then that the future of shipping will remain tied to combustion engines and most likely a mix of biofuels.
Track and Trace A first-of-its-kind in extent and complexity, the pilot aims to build on the experience gained from past biofuel trials. Participants will start with fuel blends involving existing biofuels, such as HVO and FAME blended with either very low sulphur fuel oil (VLSFO), high-sulphur fuel oil (HSFO) or marine gas oil (MGO). The blends will contain up to 30% biofuels.Using BunkerTrace’s digital and synthetic DNA tracing products to track marine fuels from production to vessel propulsion, the pilot will validate the authenticity of sustainable biofuels through molecular verification tests conducted on fuel samples that are collected at numerous identified points along the supply chain. Hence, the pilot will address traceability of drop-in biofuels from production, distribution, transportation, storage, and bunkering to shipboard application, providing end-to-end supply chain transparency.“Avarietyof biofuels and biofuel blends have already been successfully tested, but this comprehensive pilot can help address remaining uncertainties about how these fuels work in practice by getting extensive end-user operational experiences,” said Unni Einemo, Director of the International Bunker Industry Association (IBIA). “Biofuels have the potential to help the existing fleet meet IMO’s GHG reduction targets by taking lifecycle emissions into account, but one of the challenges will be certification of product origin as the sustainability of biofuels can vary significantly depending on production pathways. “Biofuels can be blends coming from feedstock with different sustainability profiles, so it will be interesting to see if the DNA tracing will show mainly single-source origin products or biofuels of multiple origins. This could give us some really useful insights into the complexities of documenting the full supply chain of fuels, which will become increasingly important.”
Testing laboratories will evaluate the biofuels and biofuel blends, and this understanding will be shared, as GCMD also participates in the work of the Singapore Standards Council’s Chemical Standards Committee in developing national standards for the bunkering industry. Testing these fuel blends across the container, tanker and bulker segments travelling on fixed and tramp routes and bunkering at the ports of Singapore, Rotterdam, and Houston under business-as-usual conditions will demonstrate the compatibility and stability of biofuels in actual operating environments, thereby strengthening the overall robustness of the assurance framework. GCMD will use the project to trial the use of crude algae oil (CAO) as a marine fuel. CAO is a third-generation biofuel that promises substantially reduced carbon footprint, but unlike HVO and FAME, its utility has not been tested nor its supply chain established.
Pyrolysis and hydrothermal liquefaction Shipping’s range of biofuels may end up being diverse, and the industry could also develop its own dedicated biofuels using processes such as pyrolysis and hydrothermal liquefaction, said Frederic Meyer, Strategy & Projects Director at TotalEnergies Marine Fuels at a recent conference. This would protect costs and ensure the most sustainable feedstock is used. And competition from other industries for the supply of biofuels may not be as fierce as expected given EU, UK, China and Japan are considering banning the sale of passenger vehicles running on petrol and diesel next decade.
FUELS & LUBRICATIONS 26 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com the container, tanker and bulker segments, and are responsible for transporting 8.4 million TEUs or 80.6 million dwt globally. The vessels involved are all equipped with MAN ES’s two-stroke engines. With 12 vessels bunkering at three ports across three continents, the learnings from the route-based pilots will support the green corridors framework that was put forth by the Clydebank Declaration at COP26 in October 2021, of which 24 states are signatories including Singapore, the Netherlands and the US where bunkering ports will participate.
8 Bart Hellings - COO/CTO, GoodFuels, says the company is seeing an increase in the number of shipowners who are gaining experience using biofuels on their vessels 8 Unni DirectorEinemo,atIBIA
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“It is likely that the initial lubrication of ammonia engines will be based on current lubricant technology”, he predicted, with ‘optimisation opportunities’ being identified as engine technology evolves and operational experience is gained.
For example, ammonia is corrosive to metals such as copper and some nickel alloys. It also has a much lower flame temperature, and its heat of vaporisation is much higher, than hydrocarbon-based fuels and hydrogen. Because of this, he believes “it is a reasonable assumption that corrosion and emulsification could be factors to consider in addressing lubrication needs” but he expects that engine OEMs will address these issues when designing their fuel handling systems. He also expects that four-stroke and two-stroke ammonia engines will require different lubrication regimes, as at present. “The key difference of viscosity (SAE 30/40 for 4T and SAE 50 for 2T cylinder oil) is expected to persist even when ammonia is the propulsion fuel”, he said. But even here, experience-building is still needed to “confirm how different the lubricant requirements will be”.
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ExxonMobil has initiated laboratory studies to explore the effects of ammonia/oil blends on lubricant characteristics and performance, he said. And although ammonia’s effect on engine lubrication is not yet clear, ammonia itself “is a very mature industrial chemical and its chemical and physical characteristics are well understood”.
The
Asked whether lube oils that have been granted Category II status by MAN Energy Solutions for use with low-sulphur fuels would therefore be suitable for sulphur-free ammonia, he said that this had not yet been evaluated, for the same reason.
One potential challenge is ammonia’s high pH of 11.6, making it a strong alkaline. Lubes are also alkaline and “it is not yet clear what impact prolonged operation with highly alkaline fuel and lube will have on pistons and liners”, Mr Givens said.
ExxonMobil’s Mobilgard 540 AC is such a fuel but since ammonia as a marine fuel is in the early stages of development, “this new lubricant technology has not yet been evaluated in an ammonia-powered engine”, he said.
“Unlike other hydrocarbon-based fuels, such as LNG and methanol, where there are years of field experience, the impact of ammonia on lubrication is relatively unknown”, he commented to The Motorship. This uncertainty is linked to a lack of operational experience, he said, because the technology needed for engines to burn ammonia for marine vessel propulsion is still evolving. Because of this, it is even too early “to determine what, if any, lubrication challenges exist due to the combustion of ammonia”, he added. As a result, “the impact of ammonia and its combustion by-products on the lubrication of pistons and liners is not yet very well understood”.
A bigger challenge, however, arises because ammonia is more difficult to ignite than hydrocarbon fuels so its pH “is not necessarily the feature that determines its combustion characteristics”, he suggested. Like sulphur in traditional fuels, the nitrogen in ammonia will lead to acidic emission compounds, but it is “too early to tell if new chemistries will be needed” to neutralise these, Mt Givens said. “The kinetics [of the acid formation] are not yet fully understood and if countermeasures are needed, such as lubricant reformulations, they will have to be developed subsequently”.
8 ExxonMobil has initiated laboratory studies to explore the effects ammonia/oilof blends on atSolutionsMarineWillieandcharacteristicslubricantperformance,Givens,TechnologyPrincipalExxonMobiltold Motorship the latest news and analysis go to
LNG & ALTERNATIVE FUELS 28 | SEPTEMBER 2022 For
OPERATING EXPERIENCE IS VITAL, SAYS EXXONMOBIL
Lube oil developers face many unknown factors as they develop suitable oils for ammonia-fuelled engines, according to Willie Givens, Marine Technology Solutions Principal at ExxonMobil
“The first thing we need to know is whether current types of lubricants are suitable for ammonia engines” – either for running engine tests or for long-term use – or whether new lubricants will be needed, he said. “Nobody can yet answer that.”
Lube oil is an engine component, says WinGD. How an engine will be lubricated is just as important as any other design detail, Paul Gunton hears 8 WinGD collaboratingis with lubricant suppliers to gain a lubricantwilltounderstandingbetterashowammoniainteractwithadditives
Ammonia presents novel challenges because “it is more corrosive than any fuel ever used” in marine engines. It is a reactive gas that forms a base solution with water, giving it “unique properties that might endanger the engine”, he explained.Because of these uncertainties, “we don’t know how ammonia will interact with lubricant additives”, he went on. “We hope that current formulations are suitable and there will be no bad interactions, but we do not know that,” Mr Rozmyslowicz said. In particular, he is keen to understand whether any interactions will be temperature-related and whether they will affect piston running. Although ammonia is a base when in contact with water, it burns to form acidic compounds that will need neutralising by the lube oil, in much the same way as sulphurous emissions. So one consideration is whether the initial basic phase of the injection process lasts long enough to influence the lubrication regime. “It will get burned; hopefully fully, so there will not be much left”, Mr Rozmyslowicz said, in which case its initial presentation as a base should not cause any problems. If it is not all burned, then there will be safety concerns to consider he added. To understand these potential impacts, WinGD is cooperating with oil companies that are developing suitable oils, he said. “We are trying to find common ground for development because we need to be sure that our engines will run and not be scuffed and they need to know that their lubricants will perform and not cause issues.” And these details need to be explored early enough “to be sure that, when the day comes, these engines will perform properly”. But he stressed that WinGD is not involved in developing any oil formulations; “we only specify the minimum criteria for the oil to be operated in our engines”. What matters to its customers is that “when the engine has been built, we will be Expert,WinGD’sRozmyslowicz,SeniorFuelsand
Two-stroke engine builder WinGD has set itself a goal of delivering its first engine running on ammonia in 2025.
It has long experience of validating lube oils for use with engines running on such fuels as LNG, methanol and other potential future marine fuels, since engines are already available that use these fuels and can be used for tests with potential new lube formulations. But ammonia is not widely used in any sector and “there is no marine engine that you can use to test this fuel”, he said, so when it comes to selecting a suitable lubricant, “we start from zero”.
Just weeks after it declared that ambition in November last year, it opened a new global test centre in Shanghai in cooperation with China Shipbuilding Power Engineering Institute to focus, among other things, new fuels including methanol and ammonia. Then in June this year it announced it is collaborating with Hyundai Heavy Industries’ Engine Machinery Division to deliver the first WinGD engine able to run on ammonia and reaching that landmark will involve “developing relevant safety, emissions abatement and fuel supply solutions for ammonia engines”, a WinGD statement said at the time. It will also need to address lubrication. “We always treat the lubricant as a component of our engine”, Dr Bartosz Rozmyslowicz, WinGD’s Senior Expert, Fuels and Lubricants, told The Motorship. But when it comes to selecting lubes for ammonia-fuelled engines, “where to start?”
BASIC ISSUES: WinGD EYES NH3 REACTIONS WITH ADDITIVES
LNG & ALTERNATIVE FUELS For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 29
That’s the view of Andrew Marshall, CEO of Ecochlor. “We have already started to see some consolidation in the market with some of the larger maritime companies buying out smaller manufacturers and other makers leaving altogether. At issue with the UV and electro-chlorination units are that they have a lot of competition using the same treatment technology for a small market share.” Ecochlor differentiates itself from these competitors by being the only company to offer chlorine dioxide treatment technology. “In the past, shipowners never questioned the shipyard on their choices of BWMS that they were installing on their newbuildings. Upon use, many of these systems were very problematic for the crew to run, and some of them, whilst installed for considerably less money, were not offering the reliability the shipowner needed to ensure compliance. Now we are seeing, at least from some of Ecochlor’s clients, that the owner is becoming more demanding in choosing which system they want installed on their vessel.”
BIO-SEA by BIO-UV is now providing customers with full turnkey solutions, offering everything from front end engineering and design, and 3D scanning, through to pre8 Shipowners are taking an ever closer interest in which system is being installed on their Optimarin&PresidentExecutivenotesnewbuildings,ToreAndersen,ViceSalesMarketingat
MARKET CONTINUES TO EVOLVE
BALLAST WATER MANAGEMENT SYSTEMS 30 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
After 2025, the ballast water management system (BWMS) installation market will primarily be BWMS retrofit re-installations and newbuilds, and the industry will shrink down to a little more than a dozen equipment manufacturers that are still improving, maintaining and selling their systems
Ecochlor introduces filterless system In 2021, Ecochlor introduced its filterless EcoOne® BWMS with hybrid variants. Marshall says the benefits of Ecochlor’s systems include no TRO sensors, no electrodes or complex power supplies, no need to treat or neutralise at discharge, an option to gravity ballast as well as very low power and maintenance costs. The filterless EcoOne® system uses even less power, requires less maintenance and requires 40% less piping and 30% less cabling, as well as taking less time in drydock to install.
BIO-UV advances performance Maxime Dedeurwaerder, Business Unit Director, Ballast Water Treatment Solutions, BIO-SEA by BIO-UV Group, believes the ballast water system market will peak this year, 2022. Last year, the company launched its most advanced BIO-SEA system to date. “The BIO-SEA M-Series is a compact and powerful ballast water treatment system that incorporates a multi-lamp reactor for flowrates from 450 m3/h. It has been developed to meet market demand for reduced operational costs, small footprint and simplified maintenance and installation.”
BALLAST WATER MANAGEMENT
8 Tore Andersen, Executive Vice President Sales & Marketing at Optimarin
SPECIALIST IN BALLAST WATER TREATMENT SYSTEMS www.ballast-water-treatment.com biosea@bio-uv.comMoreinfo From 30 to 2100 m3/h flowrate WorldwideShortCost-effectiveleadtimeservice BIO-SEA M - UV range Group Short Worldwideleadtimeservice Motorship_BIO-SEA_Janv.indd 1 31/01/2022 12:43For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 31 installation pipework, installation, commissioning and through life service and maintenance. This offering covers the company’s range consisting of flow rates of between <100m3/h and >2000m3/h.
ERMA FIRST flexible on components Panagiotis Galanakos, Operations Director at ERMA FIRST, says the quest for reducing overall equipment costs needs to be bound by performance and endurance requirements. “The initial savings from the purchase and installation of a BWTS can be easily spent to cover operation delay charges or fines. The correct process design and engineering combined with a proper material selection are the primary cornerstones for high performance and durability of a BWTS in the demanding marine environment. Performing compliance testing during commissioning will ensure that the shipowners’ investment is successful and hopefully will act as a screen to keep the nonsound but approved systems out of the market.”
ERMA FIRST has certified its system with three different filters and with two or three options for each main component. “Such a strategic decision is allowing us to overcome any obstacle regarding global supply chain issues,” says Galanakos. Filtersafe targets UV systems Filtersafe recently launched its new MANTA series filter which is specifically engineered for UV-based BWMS. The filter has a small footprint and is able to provides high removal rates, covering 99.6% of organisms over 50μm. The new filter is one of the first complete filter
BWMS
Optimarin improves dashboard Tore Andersen, Executive Vice President Sales & Marketing at Optimarin, is also seeing shipowners taking more interest in which system is being installed on their newbuildings. Additionally, he says the retrofit wave is not over. The company has increased sales by more than 25% compared to last year even though some owners are trying to defer installation to continue to take advantage of the strong shipping market at present. He therefore believes that the retrofit wave is flatter than expected three years ago and will last well into 2025. Optimarin launched OptiLink™ 2.0 at Norshipping, with improved functionality and dashboard solutions for fleet performance management. OptiLink™ has subsequently been made available on Kongsberg Digital's Kognifai platform, and a project has been launched with One Ocean for integration of OptiLink™ with their applications. A new Ex solution has been developed for the Optimarin Ballastwater System (OBS) which is a substantial improvement on the current solution and is market ready. In 3Q, the company will provide customers with an option to reduce the footprint of the system (particularly larger capacity systems), with a new power supply.
BALLAST WATER MANAGEMENT SYSTEMS 32 | SEPTEMBER 2022 For the latest news and
8 Filtersafe recently launched its new MANTA series filter which is specifically engineered for UV-based BWMS analysis and endurance requirements impact overall costs, notes Panagiotis Galanakos, Operations Director at ERMA FIRST
redesigns to be approved under the USCG’s Policy Letter (CG-OES 03-20) Guidance on Testing Alternate Components for a Type Approved BWMS and to be given this equivalent series type approval by DNV.
Alfa Laval simplifies aft peak tank treatment Alfa Laval has released a new configuration of its PureBallast system that enables the use of the main system to fully treat the ballast water in a vessel’s aft peak tank (APT). The system is targeted at the retrofit market and has received approval in principle from DNV. There is no need to install a separate PureBallast system in the safe zone. Untreated seawater is pumped into the APT using a pump located in the safe zone - the ballast water in the APT must always be considered as untreated. When the APT is to be emptied, the water is pumped into the main ballast tanks located in the hazardous area via the PureBallast system. During this first treatment of the ballast water, the ballast mode is used on the PureBallast system. Backflush water from the filter cannot be discharged overboard as in a normal ballast operation, as the vessel most likely moved to another location since the APT was filled. Instead, the backflush water must be led to a dedicated tank. The ballast water in the main ballast tank must be treated a second time with a normal deballast operation before discharging overboard.
early 2023. The first installed system has been in continuous operation since June 2021. USCG approval for the system is expected to be received during autumn 2022.
Shoreside potential Freedom Ballast believes that the most cost-effective method for ballast water management providing the most reliable biological efficacy is using ballast water reception facilities. Freedom Ballast has a patent pending that it says combines the best BWMS technologies, best ballast water management practices and lessons learned though decades of BWMS experience. Its reception facilities will be manned by operators with continuous training focused on proper maintenance and operation of the ballast water treatment equipment which includes the best commercially available UV-based BWMS and the exclusive addition of the Bawat BWMS pasteurization (heat based) technology to provide the best biological efficacy with excellent energy efficiency. The technology includes silt and sediment capture, separation, and disposal. “Most shipboard BWMS can, at best, pass the silt and sediment through the BWMS filter and through the treatment process,” says William Burroughs, CEO Freedom Ballast, LLC. “Those systems end up discharging the silt and sediment to the receiving port waters. Some BWMS developers have given up the use of BWMS filters mostly due to difficulties encountered using the tight mesh filtration ratios.”
Freedom Ballast has a Louisiana pollutant discharge elimination system permit for the reception, treatment, and discharge of ballast water and is working on obtaining permits in Texas, New York, and New Jersey.
Langh Tech obtains type approval Langh Tech has received type approval in cooperation with DNV for its LanghBW BWMS. The company says the system is unique in its ability to use one way treatment when ballasting in sea water and therefore conserve significant amounts of time and energy during deballasting operations. This is achieved with a highly efficient UV-reactor design and sufficient power reserve which also allows operation in extremely turbid and challenging waters. Another unique feature is the design of the reactor unit, which allows the user to manually clean all the internal parts of the reactor in few minutes time, without any tools required.
go to www.motorship.com 8 Performance
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Maintenance and training Jad Mouawad, CEO of Mouawad Consulting, believes that maintenance and crew training are the two most important areas that can improve the reliability of BWMS and their performance. He is also concerned about the pace of retrofits and the fast and incorrect installations that are being done, including lack of training of the crew and later maintenance follow up. “The remedy is simple, proper engineering and supervision of the retrofit, including crew training during commissioning, and also after a few weeks or months have passed to see if all is still working fine and what questions crew may have.”
KEY BALLAST WATER ISSUES NOT RESOLVED AFTER MEPC 78
He sees crews who are not aware of the limitations of the BWMS installed even though the system design limitations are clearly defined on the type approval certificate. Important training topics include flow rates allowed, salinity limitations, holding time, total residual oxidants (TRO) levels expected and the minimum maintenance expected, including any requirements for fresh water flushing. “Those are details that are easy to fix with a one-day training onboard and that will the latest news and analysis go to
BALLAST WATER MANAGEMENT SYSTEMS 34 | SEPTEMBER 2022 For
In June 2022, the IMO’s Marine Environment Protection Committee (MEPC) 78th session agreed in principle to develop a Ballast Water Management Convention Review Plan after a review of the experience-building phase. The Motorship spoke to key stakeholders to get their views on where the issues lie 8 The introduction of mandatory commissioningBWMS testing requirements on 1 June 2022 will demonstrate the importance of installation oversight by the equipment believesAndrewEcochlormanufacturer,CEOMarshall
www.motorship.com
In 2017, MEPC 71 established the experience building phase to carry out a systematic and evidence-based review of the Convention. The World Maritime University was engaged to prepare a data analysis report (MEPC 78/4/1), and 21 flag states submitted data on 16,199 ships. Other data sources included 38 administrations, two Port State Control Memorandums of Understanding and nine additional stakeholders. 758 accidents and defects were reported, along with seven additional safety incidents related to ballast water management. Of the 123 detailed sampling events and analyses reported by administrations, 68% were compliant with the D-2 standard which specifies the maximum number of viable organisms allowed to be discharged. Failures were most common for the ≥ 50μm organism size class. In discharges compliant with the D-2 standard submitted by Administrations, concentrations of organisms were found to be significantly below the discharge standard, with averages below one organism/m3 for the ≥ 50μm size class and two organisms/mL for the 10 – 50μm size class. Conversely, 61% of failures in the ≥ 50μm size class were failures greater than 10 times the discharge limit. Approximately two-thirds of systems (BWMS) using active substances met the maximum allowable discharge concentration requirement for residual oxidants during compliance testing. 12.5% of ships' crews reported difficulty with operation or maintenance.
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The IMO said at MEPC 78 that only about 15,000 vessels submitted their experiences regarding ballasting operations for this report. We need more data on which systems are truly the most reliable and easy-to-use so that owners can make the best-informed decisions on their purchases.”
Ecochlor CEO Andrew Marshall would like to see the IMO get more input from vessels regarding their ballasting operation experiences from beginning to end – not just the bad, but the good experiences too. “This information is critical to shipowners that are still seeking systems for their vessels.
save a lot of downtime and Port State Control trouble for the crew.”Mouawad notes that TRO, flow meter, pressure, temperature, and salinity sensors must be checked at least once a year. Although minor, a fault in any of these sensors will lead to incorrect operation of the BWMS, alarms, and contaminations - situations that can have severe consequences for the ship, against a cost that is almost non-existent. “In other words, this is the definition of low hanging fruit. Fix those small things, and we will see a huge increase in effectiveness and uptime of BWMS worldwide.”
Ed Wroe, Technical Manager, INTERCARGO, says: “Although there has been some improvement over the last couple of years, with some systems performing better than 8 Jed Mouawad of thatConsultingMouawadnotedthecurrent pace of retrofits was leading to inadequate crew training with potential subsequent implicationsmaintenance
BALLAST WATER MANAGEMENT SYSTEMS 36 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
Commissioning testing BWMS commissioning testing became mandatory from 1 June 2022, and Marshall believes they will demonstrate the importance of installation oversight by the equipment manufacturer and much more emphasis on crew training, particularly when ballasting operations are undertaken in waters that are not in the range of the optimal conditions for that particular treatment technology. Mark Riggio, head of Marine at Filtersafe, says the main takeaway from the experience building phase is that systems work. “The submitted data indicated that in nearly 99% of all vessel inspections, no deficiencies were issued and most of the issued deficiencies (more than 70%) were because of the Ballast Water Record Book. For vessels where ballast was tested, it was found that exchange (D-1) was not equivalent to treatment (D-2) so when systems are bypassed, ships face a significant risk of contamination and failing a discharge test. This data continues to drive the conversation on challenging waters.” Riggio believes that the most valuable experience being gained from commissioning testing is in diagnosing BWMS issues and understanding how crews can be trained to prevent them. “It has provided real-world proof of what we have long been arguing – that today’s technology works reliably if install it correctly and you know how to use it. We are also learning about the significant risks posed by the larger (>50 um) organisms, which account for most of the testing failures. Using a high-quality filter and not bypassing the BWMS are critical to ensuring that a vessel is able to pass a D-2 discharge test.” He believes that there are a few areas of the Convention where review is appropriate. The Convention needs to be clearer about where the responsibility for selecting an appropriate system lies. Allowing the bypass of a system in challenging water creates a huge responsibility gap that allows for the selection of a system with low system design limitations. “The convention needs to reinforce that operators must treat the water in sediment-rich areas to the best of their BWMS and/or filter’s ability. Therefore, those with lowperforming systems – with low system design limitations –will have to spend longer treating ballast water in these challenging conditions or may have to leave the port all together. When a system’s limitations can define challenging water conditions rather than the water itself, there is no incentive to use systems appropriate for where the ship trades. We expect the Convention to clamp down on BWMS bypassing, leaving it only as a last resort, as it’s contrary to the environmental aims of the Ballast Water Management Convention. “There also ought to be a change to BWMS certification. There needs to be a cleaner mechanism by which you can test improvements to your system so that we can continue to evolve. The way ballast water treatment works today, you have to completely design your system before you test it, and then once you start testing it, you can’t change it anymore. There is a significant financial burden to innovation that is stalling the progress of improving BWMS.”
Marshall says the latest feedback in the industry has been, in general, fairly optimistic. There has been an increase in systems that are installed and working and better training and service programs offered by the top-tiered manufacturers still in the marketplace. “It is not surprising to me that there continue to be issues with filers as well as some of the more problematic components, such as TRO sensors, but I think we are all moving forward in the right direction.”
He says shipowners need to pay attention to a system’s record of reliability, ease of use and if the equipment manufacturer has a global and responsive service team in place. This is key to compliance, he says, and an inexpensive system is no bargain in the long run if the vessel is facing Port State Control fines or delays every time they enter a port.
BALLAST WATER MANAGEMENT SYSTEMS For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 37
8 W. Burroughs (ABS WebDam)
The practical challenges associated with the temporary storage of grey water and treated sewage in the ballast water tanks was considered at MEPC 78, and after consideration, there was only implicit acceptance that this practice was acceptable. The issue will now be considered at MEPC 79 where a decision will need to be made by the Committee before it can proceed to issue any guidance on how the procedure should be undertaken.
The risks of biofouling William Burroughs, CEO of Freedom Ballast, says that commissioning testing for BWMS retrofits on mid-life vessels can uncover non-compliance threats based on the conditions of the vessel’s pumps, piping, valves, and tank cleanliness.
Another issue is that while the vessels are classed and certified for worldwide trade, some of the systems aren’t designed for this, and many bulk carrier and other ship type operators experience problems in areas with challenging water quality. However, this issue is currently being discussed at the IMO, and Wroe is optimistic that a suitable solution will beWroefound.says the experience building phase was necessary for all stakeholders. From a shipowner’s point of view, taking into account disruption caused by the pandemic and ongoing issues with the systems, it’s also good that it will most likely be extended, he says. Whether or not to extend it will be further considered by the IMO.
Extensive biofilm and biofouling inside the vessel’s water ballast system, including established colonisation, can put the vessel at risk of non-compliance even though the BWMS has been installed properly and is capable of properly treating the uptake ballast water. Additionally, continued use following commissioning can allow extensive biofouling and colonisation inside the wetted ballast water filter components that can lead to continuous cross contamination at other discharge ports. Heavy biofouling and colonization in the filter and untreated piping systems could lead to inadvertent aquatic invasive species transfer by cross-contamination due to the use of the biofouled BWMS between different ports. Burroughs says numerous unsolved challenges remain. Among them: 5 BWM.2/Circ.42/Rev.2 - Sampling guidance and methodologies remain incomplete. The state-of-the-art for ballast water indicative analysis devices (i.e., portable kits or tools) cannot reliably distinguish between viable and nonviable organisms. 5 Ports with challenging water quality. A proposed draft Circular remains unpublished. There is uncertainty about discharging unmanaged (i.e., potentially non-compliant) ballast water to the open ocean as part of the ballast water exchange (BWE) plus treatment remedy. Additionally, when ships are at sea, stripping the ballast tanks may not be practical, leading to comingling treated ballast loaded after BWE with unpumpable water. Circular guidance for ports with challenging water quality should be published and experience “Commissioninggained.testing following BWMS installation is just the start of a life-cycle examination of the effectiveness of the ballast water treatment system that can help a vessel achieve reliable regulation D-2 compliant discharges,” he says.
8 Mark Riggio from Filtersafe
others, there is a significant number of owners that are still experiencing problems, and the systems not performing as they should. It’s probably fair to say the support from the manufacturers has generally improved. However, this isn’t the case for all manufacturers with service support in some cases being reported as poor.
Water quality concerns INTERTANKO was disappointed that MEPC 78 was unable to reach consensus on how to deal with situations where ports have challenging water quality. Instead, the Committee focused on identification of what constitutes challenging water quality and the locations where ballast water exchange could take place. The Committee has asked for submissions to MEPC 79, and INTERTANKO members will continue to report on cases of ports with challenging water quality. To date, INTERTANKO Members have reported nearly 500 cases in the past 18 months.
MEPC has requested submissions for concrete proposals on additional aspects for guidance on the temporary storage of treated sewage and grey water in ballast tanks under the Ballast Water Management Convention. This is becoming an increasingly important issue as IMO Member States unilaterally establish no-discharge zones for sewage and greywater, meaning vessels need to find ways of storing sewage and greywater for prolonged periods.
“Additionally, spare parts availability is still poor. Some BWTS manufacturers continue to be ill-prepared to support vessels engaged in worldwide trading, such as bulk carriers.”
Wroe also believes that it’s very important for regulators to take a holistic approach to regulations. “On one hand shipping is trying to decarbonise which in the short term to mid-term (or at least until carbon free fuels are available) will mean owner/operators finding efficiencies and ultimately using less power, but on the other hand regulations such as the Ballast Water Management Convention effectively require vessels to use more power and thus produce more emissions. We now have the paradox of one environmental regulation potentially having a negative effect on another environmental regulation. For larger vessels and systems, the extra electrical power needed is not insignificant and therefore CO2 emissions are not negligible.”
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The IMO’s short-term decarbonization regulations are yet to consider onboard carbon capture and storage (CCS), but the industry is pushing ahead anyway
The OGCI study used data made available by Stena Bulk on a medium range oil/chemical tanker, a Suezmax crude oil tanker (both running on HFO) and an LNG carrier running on LNG. The case for installing onboard CCS this vessel was considered for a chemical absorption system using monoethanolamine as solvent due to this technology’s high maturity level. The first stage of such a system uses water quenching to lower the temperature of the exhaust gas to approximately 40oC. A blower compensates for any back pressure that could reduce engine performance. The cooled exhaust gas is then directed to the absorber chamber. Any volatile components of the solvent are removed from the exhaust by wash water and then returned to the column. The carbon-enriched absorber is pumped into a heat 8 Ionada GmbH has completed a detailed onboard carbon feasibilitycapturestudy for LNG carriers for a patented system using hollow fibre membrane contactors
CARBON CAPTURE 40 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
FUTURE FUEL PATHWAYS POINT TO ONBOARD CARBON CAPTURE
GmbHIonadaCredit:
“At the moment we can only see the outline of a solution to get us to 2050. But it is clear already that net zero cannot realistically be delivered without efficient carbon capture and storage technology.” That was the message from Christopher J. Wiernicki, ABS Chairman, President and CEO, speaking at Posidonia. This view was amplified in Setting the Course to Low Carbon Shipping: Zero Carbon Outlook, the fourth in a series of outlooks by ABS which highlighted that well-to-wake analysis is key to understanding a fuel’s total carbon footprint, especially with grey fuels, where the estimated emissions might be greater than those of conventional fuels in use today. Currently grey methanol has relatively high carbon intensity, as it is mainly produced from coal or natural gas without the use of carbon capture technology. Even many of shipping’s most promising low-carbon fuels would require CCS to achieve low-carbon status. For example, blue hydrogen is manufactured by steam methane reforming with carbonThesecapture.considerations are a key driver for the development of onboard CCS as shipowners need to reduce emissions to meet IMO and EU regulatory timetables despite being uncertain about the availability of zero or net zero fuels. Design feasibility Landside CCS have existed for many years, and adapting them to be used on vessels is, in principle, technically feasible. Practicality is another issue. A study by researchers from SINTEF and Brevik Engineering concluded that, based on their models and assumptions, the thermal energy coming from the ship engine exhaust gas is not sufficient alone to meet the demands of an absorption-based CO2 capture unit operating above 50% capture rate using monoethanolamine as solvent. The added fuel consumption required to use an after-burner as a heat source was estimated to increase fuel consumption by 6–9% when operating on LNG and 8–12% when operating on diesel. The engine used in the study was the two-stroke, dual-fuel MAN B&W S40ME-C9.5-GI, 5-cylinder L1. 5675 kW, and it was noted in a separate study by the Oil and Gas Climate Initiative (OGCI) that there is a lack of available waste heat energy available to be scavenged from efficient, slow-speed, twostroke engines. In the OGCI study, the energy from a twostroke 15.7MW MAN B&W 6S70ME-C8 engine would only enable approximately 8% of the CO2 emissions to be captured.
exchanger to scavenge energy from the absorber that has returned from the stripper. At the bottom of the stripper, the solution is heated to about 120oC to enable the CO2 to be stripped from the vapour where it exits from the top. It is quenched, any remaining impurities are removed, and then it is compressed, liquified and pumped into holding tanks at a pressure of 16 to 20 bar. To evaluate the potential integration of the system onto the ship, a system design for a capture rate of 50% and a 21day length of voyage was considered. The quench, absorber and stripper columns would be mounted on the stern near the engine exhaust stack and the liquefaction system and liquid carbon dioxide storage tanks located on deck forward of the bridge but aft of midship. The columns ranged in diameter from one to four metres and were placed near the centre line of the ship. Their height was kept under 18 metres to avoid causing blind spots. The mass of the system was estimated to be just over 2,500t when fully loaded with CO2. The metacentric height difference was deemed insignificant as it only decreased from 5.2m to 5.0m. The combined volume of the tanks was estimated to be 1,500m3 and space was easily found on deck. For other vessel types, such as container ships, the study notes that the size and location of the storage tanks would be of much greater importance due to more limited deck space. Industry pioneers K Line demonstrated the successful capture of CO2 on the coal carrier Corona Utility back in 2021, claiming a first for successfully separating and capturing CO2 from exhaust gas on a ship. The CO2 captured was demonstrated to be pure enough for subsequent use in the production of fertilizer, methanol and dry ice or for enhanced oil recovery. ClassNK reviewed the safety of the CO2 capture system and identified risk reduction measures including the need to wear protective equipment when handling the CO2 absorbing liquid, and the need to run the exhaust fan before entering the plant room. Also in 2021, the 809 TEU Nordica, operated by operated by X-Press Feeders, was installed with a CCS system by Value Maritime. The container line has since placed more orders for systems, s two more vessels are expected to reduce CO2 emissions by 20% while trading in North-West Europe. Value Maritime’s system captures carbon from the exhaust and uses it to charge a CO2 “battery” capable of charging and discharging CO2 indefinitely. The batteries can be offloaded and discharged at greenhouses in Europe where the CO2 will be re-used to grow crops or flowers. In another deal, six of JR Shipping’s container feeders will be fitted with Value Maritime’s sulphur and particulate matter scrubbing Filtree system, CCS module and CO2 battery. The company has also received an order for systems for two MR tankers operated by Eastern Pacific Shipping. The systems will allow the vessels to capture up to 40% of CO2 emissions today, with the potential of exceeding 90% in the future. Other projects underway currently include Aqualung Carbon Capture and shipping company Victrol, Carbon Ridge and Scorpio Tankers, Samsung Heavy Industries and Panasia, DSME and Gaslog, Carbotreat and VDL AEC Maritime.
CARBON CAPTURE For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 41
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Regulatory development Carlos Guerrero, Global Market Leader Oil tankers and Gas Carriers, Bureau Veritas Marine & Offshore, says there are regulatory issues that are yet to be solved to support the wide adoption of onboard CCS systems. “The IMO has been developing EEXI and CII guidelines, however these regulations do not yet consider onboard CCS systems as valid solutions for reducing a ship’s emissions. Even though countries like South Korea have put forward propositions on this topic, the maturity of the systems and the very limited number of projects to this day have made it difficult for IMO to consider CCS as part of any correction factor for GHG emissions. “That being said, discussions are set to continue at IMO’s intersessional working groups on GHG. Depending on the status of projects and technology maturity, the amount of 8 The ContractorsHeeremaTotalEnergiesprojectandships,LNG-fuelledonCCSwillproject,EverLoNGledbyTNO,demonstratetechnologyboardtwoownedoperatedbypartnersandMarine
8 Carlos Guerrero, Global BureauandLeaderMarketOiltankersGasCarriers,Veritas Marine & Offshore, says there are regulatory issues that are yet to be solved to support the wide adoption of onboard CCS systems
“CCS installations will have to demonstrate that they can be safely operated alongside the main engine and any auxiliary systems, to prevent any malfunction of the vessel’s propulsion, for instance,” says Guerrero, but he is optimistic. “In our view, CCS may be a promising avenue to reduce a vessel’s CO2 emissions in combination with other technologies on board and the use of cleaner fuels. CCS systems could be a particularly interesting option for LNGfuelled vessels, because these vessels already have the cryogenic capacity required for CO2 liquefaction on board.”
Ionada's hollow fibre membrane technology is ideally suited to these ships, he says, as their exhaust is relatively 'clean'. In most cases they have some spare space on deck to install the capturing module and the needed additional CO2 storage tanks. Most importantly, the low temperature of the LNG can be used to liquify the CO2 for storage on board which dramatically reduces the energy demand per ton of captured CO2. Nevertheless, energy and space are needed, deadweight is slightly reduced, stability might be affected, and CO2 discharge has to be organised.
MaritimeValueCredit: ABSCredit:
carbon captured by onboard CCS systems could be considered in the calculation guidelines. In our view, a similar approach will possibly happen at the EU level. “The amount of CO2 captured through on-board CCS systems could be easily measured. A potential idea would be that the amount of CO2 discharged to a shore facility or collecting barge could be measured and a formal note on the volume of liquified CO2 (LCO2) provided, just like a bunkering delivery note is issued for fuel bunkering.”
While most current technology trials involve absorption technologies, Ionada GmbH has completed a detailed onboard carbon capture feasibility study for LNG carriers for a patented system using hollow fibre membrane contactors. The study shows how Ionada’s technology requires as little as 50% of the space, and 30% of the power of other solutions. The system has received Approval in Principle from Bureau Veritas, and Ionada has concluded that for the vessels it investigated, the system would meet EEXI compliance with a carbon capture rate of approximately on third, the design case. Dr.-Ing. Ulrich Malchow, Advisor at Ionada, says it will be a challenge for steam-driven LNG carriers to be EEXI and CII compliant. “Like diesel engines, steam turbines can be of course derated. However, almost nothing would have been gained as on the contrary the specific fuel consumption (and the related emissions) would increase drastically. Alternative fuels are not an option either as the boil-off gas has to be consumed. The only way to reduce carbon emissions from LNG transport is capturing the carbon caused by propulsion.”
Headway Technology Group claims small size and lower power consumption for its system which obtained AiP from DNV recently. Headway has a number of patents and software copyrights related to energy-saving solutions for ships, and the company’s CCS system can autonomously calculate and adjust the CO2 collection ratio to meet EEXI and CII requirements. Looking ahead At Posidonia, ABS’s Wiernicki urged regulators to look again at SOLAS and deliver clarity on the requirements and details of the CII. “We are in the early innings of a decade of change. CII is going to start to bring the industry together and then the introduction of market-based measures is going to redefine commercial relationships. Meanwhile, regulators have some homework to do. The industry needs consistency, and the challenge now is to lock down the CII code. Is it tankto-wake or well-to-wake? We need to know.”
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The logistics around on-board carbon capture and storage systems is a key element to consider, says Guerrero. The CO2 collected on board will have to be offloaded, as a liquid or in another phase, and sent for storage or utilisation, and the infrastructure supporting this process is yet to be created. Questions remain around how best to handle the CO2 once the reservoirs have been filled up. The idea of storing CO2 in ISO containers that can be offloaded when full and replaced with empty units could be a viable option for short-sea shipping. However, for longrange voyages, the large volume of CO2-storing liquid involved could be a significant hurdle. Guerrero says there are questions yet to be answered about the proportion of CO2 emissions that can actually be captured and stored on board, knowing that one tonne of HFO produces approximately 3.2 tonnes of CO2.
8 Christopher J. deliveredrealistically“…netPresidentABSWiernicki,Chairman,andCEO:zerocannotbewithout efficient carbon capture and storage technology.”
The potential for onboard CCS onboard dedicated CO2 carriers has also been raised as part of the EverLoNG project which involves 16 partners from five countries and including classification societies Bureau Veritas, Lloyd’s Register and DNV. The project, led by TNO, will demonstrate CCS technology on board two LNG-fuelled ships, owned and operated by project partners TotalEnergies and Heerema Marine Contractors. The project partners also aim to develop full CCS networks, connecting onboard CCS systems with CO2 transport links, geological CO2 storage and markets for CO2 use.
8 Value Maritime’s system captures carbon from the exhaust and uses it to charge a CO2 “battery” capable of charging and discharging CO2 indefinitely
CARBON CAPTURE 42 | SEPTEMBER 2022
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Optimising a propulsion system for electric propulsion eliminates the traditional boundary condition of engine torque limits that impact the propeller design criteria. From a hydrodynamic point of view, the propeller is not fully optimised when using mechanical propulsion”, Dr. Boletis added. Most of the current design procedures are based on the extensive field experience with the diesel mechanic concept. The required sea margins added to cover operations at rough seas need to be revisited together with the class and flag authorities. Even the application of energy-saving technologies is easier and results in higher savings at the hybrid electric concept. It does not work the same on the diesel mechanic layouts, explained Dr Elias Boletis, Director of Propulsion R&D. For a ship fitted with wind assist units, for example, a propeller which is directly driven from the main engine will operate at non-optimal conditions. “If you have excessive wind, you further lose efficiency at the propeller”, he said. This can be a significant amount as industry studies have indicated. “The advantage [of wind power] can be offset by having a shaftline concept which is not well matched”, he said. “The best way to fully exploit the wind-assist propulsion benefits is by having hybrid electric propulsion, because the generating sets can be switched on and off, always delivering optimal power levels at the highest efficiency.”
In addition, vessel and propeller hydrodynamics are considered together. The optimisation of the aft hull lines is under work and the inflow to the propeller is taken into account. At the time of our conversation in late July, CFD work to achieve the ideal arrangement was in its early stages. “We will know the results better in November”, Mr Gassner said.
Speaking during the briefing at Posidonia, Grant Gassner, Director, Integrated Systems & Solutions at Wärtsilä, said that with electric propulsion there is additional freedom to further optimize the vessel propulsive efficiency. The main propeller characteristics (propeller diameter, rotational speed) are selected based on the unique combination of the electric motor and the propeller. “There is no engine power and torque limitation curve and this can result in a larger and lower nominal rotational speed”. Electric propulsion effectively separates the power distribution and thrust generation from the power supply. The addition of a battery package within the multi-engine hybridelectric propulsion arrangement creates a useful energy storage that can also provide instant power on demand. This arrangement enables the multi-unit power generating assets to operate with optimal efficiency independent of the power demand while being able to provide effectively instant power to support dynamic loading events. This separation of power production and power consumption with an energy buffer in between is the fundamental feature of a hybrid electric system which enables a wide range of optimizations, including the need to rethink the FPP design in accordance to the new and more flexible boundary conditions.
Other energy-saving devices, such as air lubrication systems – which the LNG carriers at the heart of this project are likely to have – or fuel cells, can have similar effect on twostroke performance, he added, so for ships that combine various such technologies, “hybrid electrical propulsion is the most optimal option”.
DESIGN FOR PERFORMANCE 44 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
An important parameter that is yet to be specified is the size 8 Dr Elias Boletis, Director Propulsionof R&D at Wärtsilä told The Motorship that an increase in the propulsive efficiency can be reached by using applicationsdieselconventionalcomparedrotatinglargersomewhatandslowerpropellerswithmechanical
Higher propulsive efficiency In an exclusive interview for this publication, Mr Gassner and Dr Elias Boletis, Director of Propulsion R&D at Wärtsilä, provided more detail about this aspect of the ship’s design, which is still in development. The propeller design and the electric motor are designed as integrated components of the shaftline, which in turn allows higher propulsive efficiency.
WÄRTSILÄ REFINES ITS HYBRID FPP CONCEPT FOR LNGCs
Mechanical vs Electric Propulsion Propeller Optimisation
Treating the propeller design and electric motor as integrated components of the shaftline allows higher propulsive efficiency
Wärtsilä is collaborating with Hudong-Zhonghua and ABS to co-develop a next LNG carrier design with Hybrid Electric propulsion, as previously reported by The Motorship in October 2021. Wärtsilä unveiled further details of the design concept for LNG carriers during June’s Posidonia Exhibition, and one of the novel features included in the concept’s propulsion arrangements was a pair of large fixed-pitch propellers (FPPs) with a hybrid electric power train. The Motorship reported on the project on 7 July, highlighting a number of design and management innovations, which include one of the first ‘’Performance Based’ service contract concepts in the LNG sector and a plan for class society ABS to supply a full lifecycle Digital Twin for the ship.
Propeller will impact aft body shape
These factors make hybrid electric propulsion increasingly attractive for “any type of operating profile that has variability in speed and power, frequent low speed operation relative to the vessels design speed and a lot of electrical consumption relative to propulsion power”, he said. Furthermore, electric propulsion becomes increasingly recognized as the most flexible and future proof typology of propulsion for integration of new energy sources such as fuel cells and for future intentions to implement large scale energy saving devices such as wind assisted propulsion.
of the propellers. Dr Boletis pointed out that an increase in the propulsive efficiency can be reached by using somewhat larger and slower rotating propellers relative to the conventional diesel mechanical applications. As the propeller and the electrical machinery are designed in parallel, the propeller tip speed remains the same as for smaller and faster rotating alternatives, so there are no adverse noise and vibrations characteristics arising from this change in design approach, Dr Boletis said. He estimated that the propellers can be up to 10% larger than corresponding screws in a direct-drive diesel arrangement, yielding efficiency gains of up to 3-5%, which is “quite considerable for this type of application”, he said. The estimates above may change as the design is an iterative process. Mr Gassner added that all the hull and FPP hydrodynamic optimization activity is being done by Wärtsilä in cooperation with ABS. A typical direct-drive two-stroke arrangement rotates at around 70-80 rpm nominal speed, influenced by the selected engine type and rotational speed. The hybrid electric concept makes use of electric motors of the permanent-magnet (PM) type, allowing increased torque to facilitate lower speeds. Larger propellers become possible, resulting in an increase to the propeller efficiency. There is furthermore no need for additional transmission unit (gearbox). A PM motor can provide “low speed and high torque” in a compact arrangement. “So we see an increasingly large interest in this concept, which will become increasingly popular for these relatively high power shaft line applications”, he predicted.
Hybrid electric propulsion offers the flexibility to operate with high efficiency across a wide vessel speed and power range and offer complete flexibility to easily integrate new energy sources in the future such as fuel cells and to efficiently accommodate new energy saving devices such as wind assisted propulsion.
Addressing torque limitations Traditional mechanical propulsion suffers from torque limitations that are defined by the direct coupling to the engine. This is not the case at the hybrid electric propulsion with electric motors driving the propeller and being designed together. “So you’re able to optimise the propeller for hydrodynamic efficiency through its entire operating window,” he said. In additional many recent mechanical propulsion concepts incorporate shaft generators, which have the potential to improve the overall system efficiency but alter the characteristics of the shaftline. As the design is a compromise between the two power consumers (propeller and shaft generator), this creates an unfavourable constraint for the propulsive efficiency. There are also gains for PM installations when compared with typical diesel-electric propulsion arrangements that use asynchronous motors and gearboxes, since (a) there will be no transmission losses, (b) the size of the component is the smallest possible and (c) the overall system CAPEX in certain types of applications can be reduced, Mr Gassner said. The common design of the propeller with the electric motor does not only cover the thermodynamic characteristics but also extends to the mechanical part. The hollow design of the electric motor with the permanent magnet allows the propeller shaft to go through the motor. Note that each shaftline has its own motor providing about 10MW propulsive power. As the required power levels increase, there is a trend towards larger PM motor technology for electric propulsion due to smaller size and higher efficiency at low speed. This is valid for both shaftline and certain azimuth thruster applications.
Future opportunities For the LNG carriers, the propeller arrangement today is a ‘traditional’ twin-skeg Fixed Propeller layout integrated within the electric propulsion. “You can really think about outside the box in the future”, Mr Gassner said. Contra-rotating screws, CPPs, combination with innovative rudder designs, and azimuth propulsion are all possible with electric propulsion, opening up the potential for future propulsion innovations.
DESIGN FOR PERFORMANCE For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 45
It is a particularly suitable option for LNG carriers, he believes. In the past, many LNG ships were diesel electric and the industry’s journey towards decarbonisation combined with latest development of 4-stroke engines and hybrid electrical propulsion systems is once again making electrification attractive, not least because average vessel speeds have fallen in recent years to around 13-16kts, which is about 15% slower than a decade or more ago. This requires less engine power than in the past so if a typical mechanical propulsion layout (two stroke engines is installed, it might typically be operating at less than 50% power load, which leads to lower engine efficiency and higher emissions. When the vessel speed is further reduced, and more energy-saving devices are fitted in the future to comply with decarbonization requirements, it will further reduce the engine load factors making the mechanical propulsion even more challenging.
Final details of the ship’s hydrodynamics –particularly its aft arrangements – are yet to be finalised. “We are optimising the vessel aft body together with the propeller”, said Dr Elias Boletis, Director of Propulsion R&D at Wärtsilä.. “You need to [ensure] that you are directing the flow to the propeller correctly, taking into account the propeller characteristics”, he said. He described the process called ‘Opti-design’, through which “we are designing the vessel aft body together with the propeller”. This uses a CFD algorithm that Wärtsilä has been developing for nearly 20 years so “we have full confidence that the CFD can provide the correct integration of the hull aft lines with the propeller”, he said. This reduces the design iterations and avoids testing multiple designs at water basins. Note however that the water basins have still a significant role. The design configurations that emerge from the CFD will be still tested in a water tunnel, he said, predicting that CFD will not eliminate the physical testing. “You will always need to validate the CFD so [testing facilities] will continue to play a significant role in the industry and help understanding the physics.”
Completed in quick succession between the end of April and early June this year by China Merchants Jinling Shipyard(Jiangsu) on the Yangtze, the Finneco I, Finneco II and Finneco III realise a major part of the Grimaldi Group’s current EUR500m ($511m) investment in the fleet deployed by Helsinki-based subsidiary Finnlines. The new tonnage has boosted capacity on the company’s regular service linking ports in the Baltic, North Sea and northern Spain, and has introduced an environmentallyconsiderate design featuring hybrid powering arrangements, under-hull air lubrication, solar panels and a host of other energy-saving elements. The 238m Finneco I made her debut on the run in mid-June, followed during July by the second and third sisters. The Finneco vessels encapsulate a modified version of the Grimaldi Green 5th Generation (GG5G) series built by Jinling for the parent Italian organisation. While adopting the same, main hull dimensions and two-stroke, twin-screw power of the GG5G type, Finnlines’ troika has been adapted to the operator’s specific requirements and to the exacting demands of year-round Baltic trade. Tender and basic design emanates from Copenhagen consultancy Knud E.Hansen, which has a long track record in the ro-ro and ferry segments. Whereas each of the flotilla of nine Grimaldi vessels offers 7,800 lane-metres of ro-ro cargo space, the Finnish variant has a reduced trailer intake of 5,800 lane-metres but scope for a broader cargo mix including containers, new cars, and heavy sto-ro freight such as paper reels. Over 5,600m2 of dedicated deck space has been provided for cars, and 520TEU boxes can be accommodated. As the weatherdeck is primarily intended for the stowage of containers and portable tanks, the Finnlines ships have four decks for rolling freight, rather than the five fixed decks of the standard GG5G design. The tank top and main deck have been formed with strengthened bulkheads and free of pillars so as to accommodate and facilitate handling of paper consignments and the sto-ro concept. With the hoistable deck elevated to the stowed position, a 7m headroom is available. All ro-ro cargo handling is across the stern, using a triple ramp arrangement to promote faster loading and unloading. Hull reinforcement and other measures to attain 1A Super ice class certification also distinguish the Finnish vessels from Grimaldi’s Eco Valencia series of Italian-flag GG5G ships. All-in-all, the high-deadweight Finneco ro-ros offer an exceptional combination of load flexibility, load permutations and capacity. At the same time, the trio retains the comprehensive array of ‘green’ features which are the hallmark of the GG5G concept. The 5,800 linear ro-ro freight intake of the Finneco I type corresponds to a 400-trailer payload and represents a 38% 8 Hybrid power and cargo carrying scale and versatility are keypoints of the Finneco series built in China
European know-how in ro-ro vessel technology and advanced powering systems in combination with ever-more accomplished Chinese shipbuilding production has resulted in a new series of capacious, versatile freight carriers for the Baltic traffic, writes David Tinsley FinnlinesCredit:
SHIP DESCRIPTION 46 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com
ECO STANDARD RAISED IN BALTIC TRADE
progression in capacity relative to the largest ships hitherto assigned to Finnlines’ Biscayan service. The customisation reflected in the design ensures efficient working throughout an itinerary which can involve freight exchange on individual, shorter journey legs as well as between the extremes of the route on the nine-cylinder,twinmainHelsinki/Kotka—PaldiskiBilbao-Zeebrugge/Antwerp—Travemuende—(Estonia)itinerary.Thenewgenerationprovidesashowcasefortwo-strokemachineryinthero-rodomain,wherebydirectdrivetocontrollable-pitchpropellersiseffectedbyapairofS50ME-C9.6enginesmanufacturedunder
SHIP DESCRIPTION For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 47 PRINCIPAL PARTICULARS - Finneco 1 Length overall 238.00m Length bp 229.75m Breadth, moulded 34.00m Depth, to main deck 9.30m Draught,
licence from MAN by Hyundai Heavy Industries in South Korea. Each diesel is specified in this application for an output of 12,780kW, giving a power concentration of 25,560kW. The superlongstroke, two-cycle engines have a lower specific fuel consumption than four-stroke alternatives. Energy from the prime movers is also harnessed while under way for the vessel’s electrical power network by means of two shaft generators. Wartsila’s hybrid power conversion system, embracing a Corvus battery installation encapsulating over 5MWh of energy storage capacity, enables zero emission operation in port and renders a peak-shaving capability at sea. Battery recharging can be accomplished through the shaft generators, and with the aid of a 600m2 solar panel array on the uppermost deck. Wartsila’s scope of supply under the Finnlines project included the in-line shaft generators, power take-off/power take-in (PTO/PTI) converters, and transformers. Auxiliary power is otherwise derived from three 1,540kW aggregates. Hydrodynamic performance has been enhanced by adopting the Promas Lite system, wherein each propeller and rudder forms an integrated whole. A hub cap on the propeller streamlines the flow on to a bulb at the leading edge of the rudder, reducing flow separation immediately abaft the screw. The combination of power, underbody lines, and the specific nature of the propulsors ensures a service speed of 20.7 knots with a margin for schedule recovery. The GG5G class employs the air lubrication solution developed by London-based Silverstream Technologies. The system uses a series of air release units installed in the flat bottom to generate a thin layer micro bubbles, creating an air carpet under the hull, reducing frictional resistance and thereby improving hydrodynamic efficiency, saving energy with a corresponding environmental gain. Simplicity of maintenance and a lifespan commensurate with that of the vessel’s service lifetime are held as other attributes of air lubrication technology.
The extent of ‘sustainability’ measures incorporated has qualified the Finneco sisters for the Green Plus notation of classification authority Registro Italiano Navale (RINA). This signifies that the design and engineering solutions, onboard systems and operational procedures voluntarily put in place confer environmental standards in excess of the minimum levels required by legislation. All three vessels have been assigned registry under the Finnish flag, so endorsing employment of Finnish seafarers. The fleet development is also significant in a national context as a commitment to the Finnish traffic, given the foreign trade-dependent economy’s reliance on year-round shipping through the Baltic. Beyond the Finneco trio, Finnlines’ EUR500m ($511m) newbuild programme also entails the construction in China of two ro-pax ferries, destined to enter service between Finland and Sweden via the Aland Islands towards the end of 2023. Designated the Superstar class, each will have capacity for some 300 trucks, 200 cars and 1,100 passengers, and will incorporate a raft of emission reduction technologies similar to the Finneco generation. The contract has been entrusted to the Weihai division of China Merchants Jinling Shipyard, where keel-laying for the lead vessel, the 235m Finnsirius, took place on April 1 this year. 8 Finneco completesIIIa major new stage in Finnish ro-ro freight carrier fleet development scantling
7.20m Gross tonnage 60,515t Deadweight 17,359t Ro-ro decks(complete/partial) 4/1 Ro-ro laneage 5,800m Car deck capacity 150 cars Container capacity 530TEU Main engine power 2 x 12,780kW Speed, service 20.7kts Shaft generators 2 x 2,000kW Main generator sets 3 x 1,540kW Battery pack power 5,085kWh Bow thrusters 2 x 1,800kW Class RINA Ice class 1A Super Crew/passengers 26/12 Flag Finland
48 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com PRODUCTS & SERVICES DIRECTORY EQUIPMENTBRIDGE Tel: http://www.pilotchairs.cominfo@chair-systems.com+49-2938-98769-0 NAUTIC PRO THE COMFORTABLE 9 High quality upholstery with individual logo stitch (optional) 9 Adjustable armrests 9 Variable seat depth 9 Infinitive height adjustment of the seat top 9 Seat angle adjustment 9 Length adjustment of the seat top OILS&FUELS DAMPERSMONITORING&CONTROLBEARINGS MONITORING&CONTROLEMISSIONCONTROL Maintaining the highest possible standards for our customers. Service, upgrades and retrofits. ● Governors / Actuators ● Support for all Viking based products and our new simple to install Viking352G upgrade pack (below) ● Spare parts & Service ● OEM quality overhauls and service exchange units ● Propulsion Controls ● Generator Controls ● Power Management ● Turbocharger Condition Monitoring systems Regulateurs Europa Limited Port Lane, Colchester. CO1 2NX UK Phone +44 (0)1206 799556 Fax +44 (0)1206 sales@regulateurseuropa.comWeb792685Emailwww.regulateurseuropa.com Experts in •Bilge water monitors & filtration •Seals and bearings •Dry dock •Additives•Underwaterservicesrepairstoprevent leakage Stop putting your engine at risk. mostprotectingStartyourvaluableasset. www.totallubmarine.com Spares and services for hatch covers. –Rubber packing –Bearing pads –Hydraulics–Chain–Cleatswww.cargocaresolutions.com your engine at risk. mostprotectingStartyourvaluableasset. www.totallubmarine.com Maintaining the highest possible standards for our customers. Service, upgrades and retrofits. ● Governors / Actuators ● Support for all Viking based products and our new simple to install Viking352G upgrade pack (below) ● Spare parts & Service ● OEM quality overhauls and service exchange units ● Propulsion Controls ● Generator Controls ● Power Management ● Turbocharger Condition Monitoring systems Regulateurs Europa Limited Port Lane, Colchester. CO1 2NX UK Phone +44 (0)1206 799556 Fax +44 (0)1206 sales@regulateurseuropa.comWeb792685Emailwww.regulateurseuropa.com RIVERTRACE produces a range of products that meet and exceed the I.M.O. resolutions MEPC 107(49) and MEPC 108 (49) relating to water discharges from ships. Telephone: +44 (0) 1737 775500 Sales enquiries: www.rivertrace.com/en-gb/marinesales@rivertrace.com TorsionalDampersVibration Maintenance and Repair of Crankshaft Torsional Viscous Vibration Dampers Tel: +44 (0)1422 395106 Fax: +44 (0)1422 Formerlydavidwhitaker@metaldyne.com354432www.metaldyne.co.ukSimpsonInd-HolsetDampers Is your damper providing engine protection? To advertise here and online www.motorship.com/atdirectoryCalltheMotorshipTeamon+441329825335sales@motorship.comyourfirst info@rmpropulsion.com ManagementWater small atzmartec.comengineering Powering a clean www.corvusenergy.nofuture We are the leading supplier of Energy Storage Systems to the maritime industry. Tel: http://www.pilotchairs.cominfo@chair-systems.com+49-2938-98769-0 NAUTIC PRO THE COMFORTABLE 9 High quality upholstery with individual logo stitch (optional) 9 Adjustable armrests 9 Variable seat depth 9 Infinitive height adjustment of the seat top 9 Seat angle adjustment 9 Length adjustment of the seat top TorsionalDampersVibration Maintenance and Repair of Crankshaft Torsional Viscous Vibration Dampers Tel: +44 (0)1422 395106 Fax: +44 (0)1422 Formerlydavidwhitaker@metaldyne.com354432www.metaldyne.co.ukSimpsonInd-HolsetDampers Is your damper providing engine protection? LUBRICANTS Explore our range of innovative, high performance and Environmentally Acceptable Lubricants, delivered with an unparalleled level of personal service. For more information please contact us at Vickers Oils 6 Clarence Rd, Leeds, LS10 1ND, UK Tel: +44 (0)113 386 7654 Fax: +44 (0)113 386 7676 Email: inbox@vickers-oil.com Web: TRUSTEDwww.vickers-oil.comFORGENERATIONS MAINTENANCE 20 30 30 40 50 60 PROPULSION BUILTAEGIR-MARINE,ONSERVICE Call us at +31 343 432 509 or send us an info@aegirmarine.comemail: Reliable www.aquametro-oil-marine.cominfo@aquametro-oil-marine.commonitoringoptimizationmeasurement,andsolutionsforfueloils.
For the latest news and analysis go to www.motorship.com SEPTEMBER 2022 | 49 PRODUCTS & SERVICES DIRECTORY PARTSSPARE underwaterqualityHighrepairsHydrexoffersunder-waterrepairsolutionstoshipownersaroundtheglobe.Ourexpe-riencedteamsarequa-lifiedtoperformallclass-approvedrepairproceduresineventheharshestconditions. Hydrex headquarters Phone: +32 3 213 53 00 E-mail:hydrex@hydrex.be(24/7) www.hydrex.be Hermann-Blohm-Str. 1 · D-20457 Hamburg Phone +49 40 317710-0 · Fax +49 40 311598 E-mail Owww.nds-marine.cominfo@nds-marine.comurreliability.Yourmove. Big enough to handle it Small enough to care Your Ship Repair Yard in Lisbon Estaleiro da Rocha Conde de Óbidos 1399 –036 Lisboa –PORTUGAL Tel. Yard (+ 351) 213 915 900 navalrocha@navalrocha.ptwww.navalrocha.com ANALYSIS&TESTING SHIPREPAIR CONTROLTEMP TURBOCHARGERS WATERWASTE ENGINEERING CO. LTD. TEMPERATURE CONTROL VALVES Comprehensive range of 3-way Valves suitable for Fresh Water, Lubricating Oil and Sea Water Systems Wide choice of materials. Robust construction, low maintenance, simple to use and cost effective method of temperature control Tel: +44 (0) 1727 855616 Fax: +44 (0) 1727 841145 E-mail: Website:Sales@waltonengineering.co.ukwww.waltonengineering.co.uk DIRECT • PNEUMATIC • ELECTRIC • GAS PRESSURE OPERATED VALVES Start Systems for Two and Four-Stroke Engines Please visit: www.seitz.ch LABORATORY ANALYSIS FOR THE MARINE INDUSTRY Tel: +44 (0) 1256 704000 Web:Email:enquiries@spectro-oil.com spectro-oil.com For more information contact us Phone: +44 141 880 6939 www.mrhmarine.comOrmrhmarineoff@btconnect.comEmail:visit: Jets AS Vacuum Toilet Systems and STP’s, Jowa Water Handling Systems, Libraplast A60 Doors, Metizoft Green WetSolutions,PassportModularUnits,Vacuum Pipe De-Scale Solutions and all kinds of bathroom and accessoriesplumbingyou may require for any vessel 10 10 20 30 30 40 50 60 60 70 70 2950 SW 2nd Avenue Ft. Lauderdale, FL 33315 Toll free: Email:Telephone:877-887-2687954-767-8631Fax:954-767-8632info@turbo-usa.com www.turbo-usa.com Installing Turbocharger ConfidenceTURBOCHARGERS ABB Turbo MarineCare Predictability in a changing world ABB Directory Nov 2020.indd 1 03/11/2020 16:28 Full range of CP Propulsion Systems • Reduction Gearboxes 150 • 12000 kW • PTO PTI and 2 Speed solutions • 3 4 and 5 bladed CP Propellers Ø1 6m dia • Fifth Generation Electronic Remote Controls • Nozzles NACA 19A Finnøy High Speed Finnøyveien 195 6487 Harøy NORWAY (+47) 712 76 000 post@finnoygear.no Finnoy directory Dec20_Finnoy director PROPULSIONPUMPS
LARGE TANKERS AND CRUISE EXPANSION
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50 | SEPTEMBER 2022 For the latest news and analysis go to www.motorship.com 50 YEARS AGO
magazine
8 Three new cruise ships fitting out at the Wärtsilä yard in Helsinki
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The lead article in The Motor Ship, September 1972, concerned an order placed by Shell with Chantiers de l’Atlantique for a pair of tankers of around 540,000 dwt. There were still doubts about the practical viability of the increasing size of ships of this type; although our editorial predecessors considered ships of up to 1,000,000 dwt to be technically feasible. Unlike the undoubted advances made in fields such as engine output and container ship capacity since the early 1970s, it seems that we had indeed reached the practical limit of tanker size. At 414m long these were truly giants of their era, surpassed only by the 458m Seawise Giant, later Jahre Viking and Knock Nevis, although gross tonnage of the longer ship was less. Speed was an important characteristic for newbuilds of the time, never less than in the reefer trade where freshness of the cargo was a major consideration. The main ship description concerned Wild Avocet, one of a pair of P&O Group refrigerated vessels built at BMV in Norway. At 155m length and 10,790 dwt this was a small ship by modern containerised reefer standards, but the 22 knot service speed was achieved from a single Aker-B&W main engine rated at 15,900 bhp, thanks to a hull design featuring particularly fine lines. The glasswool insulated holds could be cooled down to -25 deg C, auxiliary power coming from no fewer than five BMV-engined gensets of varying sizes. Bulk carriers today seem to be regarded as rather unsophisticated and straightforward designs, but 50 years ago the type found something to excite the shipping writers. One such example was a class of small bulkers built at Luerssen in Germany for Kristian Jebsens group of Norway, which operated a substantial number of such vessels, carrying a variety of cargoes including timber, coal and grain. The Furunes, at 123.3m length and 7580 dwt, was of conventional external appearance but had been designed for both long and heavy cargoes. Perhaps the most interesting aspect was the choice of single screw twin engine medium speed propulsion, in this case a pair of 12-cylinder 250mm bore Normo engines, each rated 1700bhp, driving through a Renk gearbox to a CP propeller, enabling a fully-loaded speed of 13.2 knots. A heat recovery system kept trade mark of Mercator Ltd. No part this can reproduced without the written consent of Mercator Media Ltd. Registered in England Company Number 2427909. Registered office: Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK consumption of HFO to 13t/day, representing an endurance of 7100 miles. Another sector identified for potentially high growth was cruising. A forecast increase in passenger bookings encouraged operators to cash in with a new generation of ships. The sector was moving away from vessels sharing duties of passenger transport and luxury cruising to those dedicated to the year-round cruise market. Some, like the featured Royal Viking Star, were fixed firmly at the luxury end, with 500 passengers paying the significant average sum for the time of US$88 per day. Others, e.g. Song of Norway, were of higherdensity design, carrying 870 passengers on shorter cruises. 1972 saw an order book of 11 cruise newbuilds, all but one of which had been placed at European and Scandinavian yards. At least three new concerns were thought to be enquiring about major cruiseJusttonnage.asairtravel was replacing passenger liners for long-distance travel, air transport was expected to open up a new ‘fly/cruise’ market, enabling cruises to operate in more distant areas like the Caribbean, the Pacific Islands and Alaska. Larger vessels were being considered, including a 1000-passenger catamaran-hulled 22,000gt cruise ship, to operate in the Caribbean for Norwegian company Klosters.
8 Furunes, a versatile 7580dwt bulker powered by two 12-cylinder medium speed engines
The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick editor@mercatormedia.comEdstrom Correspondents Please contact our correspondents at TomBilleditor@motorship.comThomson,DavidTinsley,Todd,StevieKnight,Wendy Laursen Production David Blake, Paul production@mercatormedia.comDunnington SALES & MARKETING t +44 1329 825335 f +44 1329 550192 Brand manager: Sue Stevens sstevens@mercatormedia.com Marketing marketing@mercatormedia.com EXECUTIVE Chief Executive: Andrew www.mercatormedia.cominfo@mercatormedia.comftFareham,SpinnakerbyTMSawebster@mercatormedia.comWebstermagazineispublishedmonthlyMercatorMediaLimitedHouse,WatersideGardens,HampshirePO168SD,UK+441329825335+441329550192 Subscriptions Digital1TMSAlso,www.motorship.comorSubscriptions@motorship.comsubscribeonlineatsignuptotheweeklyE-Newsletteryear’smagazinesubscriptionEdition:£GBP177.00 © Mercator Media Limited 2022. ISSN 2633-4488 (online). Established 1920. The Motorship is a
Even long-established operators like Cunard and P&O seemed to be moving away from passenger liners to purpose-built cruise ships.
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