Propulsion & Future Fuels Conference 2023 Handbook by Mercator Media

21 NOV Hamburg 23 2023 Germany

2023

Powering shipping’s emissions-cutting ambitions

HANDBOOK Empire Riverside Hotel, Hamburg, Germany Powering shipping’s emissions-cutting ambitions Propulsion stream | Alternative fuels stream | Technical visit Two days of conference streams commencing with a keynote panel focused on the cost of financing decarbonisation and who is going to pay, followed by sessions that will explore the Fuels for 2030, Safety challenges with new technology and the shortlisted nominations for the Motorship Awards. Within the streamed sessions on day 2 you can expect to learn about the specific challenges with LNG / bio methane, ammonia, methanol, liquefied hydrogen, retrofit solutions, advances in lubrications, and carbon capture. Chairmen: Lars Robert Pedersen, Deputy Secretary General, BIMCO Dr. Markus Münz, Managing Director, VDMA Large Engines Sponsored by:

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2023

Welcome Letter

NICK EDSTROM Editor, The Motorship

Dear delegate, Welcome to The Motorship’s latest Propulsion & Future Fuels Conference. This year’s conference promises to be the most interesting since we began covering innovations in the marine fuels and propulsive technologies field in 1979. The evolving regulatory environment, both at the IMO and at the EU level, is playing a significant role. Few of you will need to be reminded that the regulatory background has evolved once again since we last met together in November 2022, following the agreement to increase the IMO’s decarbonisation ambitions this summer. We have also seen rapid changes in the alternative fuels engine space. Wärtsilä announced on 15 August that it was introducing a dual-fuel 25 engine capable of operating on ammonia into its product portfolio, and was hoping to conclude a first commercial contract for an ammonia-fuelled coastal vessel in early 2024, with the engine delivery expected to be delivered by the beginning of 2025. Both WinGD and MAN ES have continued to make rapid progress with their own ammonia combustion projects, while HiMSEN has also recently announced its intention to develop a dual-fuel ammonia-burning 4-stroke engine. In this context, this year’s ammonia session, which will feature presentations by WinGD and MAN ES, promises to be fascinating. However, the changes in the ammonia market pale in comparison with the astonishing growth in commercial orders in the methanol market. MAN ES’ forecasts that the proportion of DF engines contracted with methanol engines (by engine capacity) would soar from 10% in 2022 to 35% in 2023 have proven accurate. As we teeter on the brink of entering into a multi-fuel present, rather than future, questions have been asked about alt fuel fuel availability – particularly for greener biofuel variants. Against the backdrop of a steady stream of announcements regarding collaborations between shipping companies and renewable fuel suppliers, this year’s methanol session promises to offer interesting insights from a fuel supplier perspective. The drive train is also developing at some pace. Efficiency gains in mechanical engineering are hard won, but we are fortunate enough to include two dramatic improvements in combustion technology during our Motorship Award: Wärtsilä’s ultra-low emission gas engine technology, and WinGD’s Variable Compression Ratio (VCR) technology. Janne Pohjalainen of ABB Marine & Ports will introduce the new ABB Dynafin propulsion concept, which is attracting significant interest from ship owners and operators in the shortsea segment. It is our privilege to provide a forum in which technical issues and solutions to some of these challenges can be discussed. As usual, our thanks go to our dedicated and knowledgeable advisory committee members and our kind sponsors, without whom this event could not have taken place. I hope you have a productive, inspiring and thought-provoking few days and I look forward to witnessing, as always, a generous exchange of ideas. Yours sincerely,

Nick Edström Editor, The Motorship

Welcome Letter

LARS ROBERT PEDERSEN Deputy Secretary General, BIMCO

Dear delegate, 2024 is fast approaching and with it changes to the way shipping is regulated. I am thinking of the EU Emissions Trading System which will for the first time place a price on not only carbon but a range of greenhouse gasses emitted from large ships in Europe. Somewhat of a game changer some will say. Question remain if it will accelerate shipping’s decarbonisation. This year has also brought us the IMO strategy on GHG emissions reductions from ships. A landmark agreement at the international level which turned out far more ambitious than most had anticipated. The message to the industry is clear; get used to it and get one with it. The 2040 indicative checkpoint of at least 70% lower total emissions compared to 2008 translates into something like a 90% more efficient operation at the ship level by 2040 compared to what was done in 2008. 2040 is only 17 years away and many of the recently built ships will likely still be around by 2040. So, the signal from IMO is not only about building new zero-emission ships. It is as much about ensuring existing ships will be improved over their lifetime, as without retrofitting and operational improvements the trajectory laid out in the strategy cannot be met. We are thus looking at a 2 days conference about the favourite subject of all times – decarbonisation. This time though with a much more clear and present backdrop – a pathway towards net zero GHG emissions requiring actions already now and continuously into the future. FueEUMaritime, the EU implementation of a fuel GHG emissions intensity standard, will enter into force by 2025. This regulation is likely to be precursor for an IMO GHG fuel standard a few years later. The pathway is thus already enacted and shipping’s decarbonisation not anymore something we just talk about, but are being realised as we speak. I encourage everyone to pay close attention to the next 2 days as it will all matter for each of you, one way or another. Enjoy, and Godspeed everyone. Best Robert

Welcome Letter

DR. MARKUS MÜNZ Managing Director, VDMA Large Engines

Dear fellow delegates, we are looking back on an exciting year for the shipping industry, one in which it once again became clear that the defossilization of shipping is one of the most urgent and important tasks for our industry. The inclusion of shipping in the EU Emissions Trading Scheme and new greenhouse gas guidelines from the IMO again remind us that we need to speed up and get the job done. This year’s conference on propulsion and future fuels is a great opportunity for us to come together, share our knowledge and experience and continue to find the right way forward. We will surely learn about many different approaches to achieve our common goal of eliminating additional greenhouse gas emissions and achieving the maritime energy transition. I am convinced that combustion engines will continue to play an important role in shipping. But they will probably not remain the only option for all the different applications. Our industry will face many different challenges of varying complexity. We will discuss many different options for future propulsion systems, such as combustion engines or fuel cells. Retrofitting will be a topic, as well as future fuels and different energy sources, such as ammonia, methanol and hydrogen. Customized and fuel-specific lubrication and much more will also be on the agenda. I encourage everyone to participate openly and honestly in all discussions to come. All options should be open for consideration, regardless of individual preferences, judgements or biases. Ultimately, we are all the experts and it is important that we are keep in mind the challenges we face as an industry. We should, by the way, always be aware of the long innovation cycles in shipping: the decisions and forecasts made today will still have a direct impact on how our industry operates and how it is judged in 2050. The shipping industry has a long history of innovation that has made efficient and cost-effective global trade possible in the first place. We should maintain this spirit as we move forward. Together, we will be able to identify the best solutions. I am looking forward to two exciting conference days with many fascinating presentations and even more outstanding discussions. Best regards Dr. Markus Münz

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Contents

Welcome Address..............................................................................................................................................3 Nick Edstrom, The Motorship Editor

Chairman’s Welcome.......................................................................................................................................4 Lars Robert Pedersen, Deputy Secretary General, BIMCO

DAY 1 TUESDAY, 21 NOVEMBER 2023 Keynote Panel: The cost of decarbonisation & who is going to pay?................................................................................ 10 Session 1

The Solutions for 2030.............................................................................18

Session 2

Safety challenges for new technology............................................ 53

Session 3

The Motorship Awards............................................................................ 64

DAY 2 WEDNESDAY, 22 NOVEMBER 2023 Session 4

Panel discussion: LNG beyond transition...................................... 89

Session 5.1

Ammonia.....................................................................................................106

Session 5.2

Methonol..................................................................................................... 126

Session 6.1

Hydrogen..................................................................................................... 149

Session 6.2

Carbon Capture........................................................................................166

Session 7.1

Retrofit..........................................................................................................201

Session 7.2

Advances in Lubrication.......................................................................243

Energy Transition Outlook 2023

MARITIME FORECAST TO 2050

Exploring all options to reach shipping’s decarbonization goals The 2020s has emerged as the decisive decade for the decarbonization of shipping. The action we take now will determine our future success. This year’s Maritime Forecast to 2050 explores selected energy efficiency technologies that support the industry to meet IMO’s 2030 targets and others that can help alleviate future carbon-neutral fuel demands. It also provides guidance and a stepwise approach for establishing green shipping corridors.

Download your free copy now dnv.com/maritime-forecast

Chairman

LARS ROBERT PEDERSEN Deputy Secretary General, BIMCO

BIOGRAPHY Deputy Secretary General Lars Robert Pedersen is responsible for BIMCO’s technical and operational activities involving all technical and nautical issues within the area of marine environment, ship safety and maritime security. Lars Robert is furthermore responsible BIMCO’s activity related to regulatory developments relevant for shipping at international, regional and national levels. He joined BIMCO In early 2010 after a long career at A.P. Moller-Maersk. For more than 25 years he was involved in regulatory affairs at IMO level, technical management of the Maersk fleet of container ships and prior to that as seagoing engineer officer. Lars Robert holds an unlimited Chief Engineers license.

KEYNOTE PANEL

The cost of Decarbonisation & who is going to pay?

Moderator

LARS ROBERT PEDERSEN Deputy Secretary General, BIMCO

Speaker 1

DR. HARRY CONWAY Chair, The Marine Environment Protection Committee (MEPC), IMO

BIOGRAPHY Dr. Conway is the Chair of the Marine Environment Protection Committee (MEPC) of the International Maritime Organization. Prior to becoming Chair in December 2022, Dr Conway was Vice Chair for five years. He has also served as Chair of several steering committees of the MEPC, including that for the Comprehensive Impact Assessment on States of IMO GHG Short-Term Measures; the IMO 4th Greenhouse Gas Study, and the Review of compliant fuel oil availability as per Regulation 14.8 of MARPOL Annex VI. He has been part of the Liberia delegation to IMO Meetings since 2006, and participates actively in all Working, Drafting, Correspondence and Intersessional Groups of the Committees and Subcommittees of the IMO. He is also Member of the International Quality Assessment Review Body (IQARB), an industry led initiative to ensure safety of vessels. Dr. Conway has served as panelist/speaker at numerous international shipping and ocean related events, including the Africa Green Shipping Conference, Accra, Ghana and 13th Annual Greek Shipping Forum, Athens, Greece, 2023. Dr Conway holds a PhD from Cardiff University, United Kingdom. His research interest is in environmental politics with the 2015 UNFCCC Paris Agreement as focus. He also holds a Master of Art (with Distinction) in International Maritime Policy, University of Greenwich, United Kingdom; and Master of Business Administration from the Hanze University of Applied Sciences, Groningen, The Netherlands, respectively. Dr. Conway is a Contributor to the Book: The African Union and the Law of the Sea published in 2017 by the Juta Press of South Africa. He is one of the experts on the continent of Africa that drafted the 2050 Africa Integrated Maritime Strategy which was adopted in 2014 by the Assembly of Heads of States of the African Union.

Speaker 2

ANNIKA KROON Head of Unit D1 Maritime, Transports & Logistics, European Commission

BIOGRAPHY Annika Kroon is head of the Maritime Transport and Logistics Unit in the Directorate General for Mobility and Transport in the European Commission. The unit deals with sustainable maritime policies, maritime markets and international maritime agreements, but also with digital and sustainable intermodal freight transport and logistics. Annika is an economist with Master’s degrees in Cybernetics in Economy and International Finance, having devoted last 13 years to transport policy. In her earlier assignments in the European Commission, she was involved in setting up the impact assessment framework for new policies. Before joining the European Commission in 2008, she has worked as a financial and business analyst in banking and telecommunication sectors in Estonia.

Speaker 3

SIMON BENNETT Deputy Secretary General, International Chamber of Shipping

BIOGRAPHY As secretary to the Board of Directors, Simon is responsible for coordinating overall development and representation of ICS positions on a wide range of issues, from environmental performance to the maintenance of free trade principles, and helping the Board to determine and deliver on ICS priorities. This includes the promotion of global regulation for a global industry, which is sound and carefully considered, and ensuring that shipping’s regulators fully understand the implications of their important decisions. “I like to think of myself as an ICS stalwart, proud to be associated with an organisation that enjoys genuine influence among the bodies and regulators that are shaping the future of our fantastic industry.“ A history graduate from Oxford University, during a 30 year career with ICS, Simon has represented the industry at, among others, IMO, ILO, the UN in New York, UNFCCC, UNCTAD, OECD, WCO and WTO, as well as APEC and the EU. A particular current focus for Simon is leading the industry’s response to the challenge of reducing greenhouse gas emissions.

Speaker 5

DR. MARKUS MÜNZ Managing Director, VDMA Large Engines

BIOGRAPHY Dr. Markus Münz has studied Mechanical and Process engineering at TU Darmstadt in Germany. He holds a Master of Science and a Bachelor of Science in Mechanical and Process Engineering, a Bachelor of Science in Applied Mechanics, as well as a Ph.D. in Mechanical Engineering. He started his professional career at Isuzu Motors Germany where he particularly looked at engine application, drivability, problem solving and alternative fuels. In July 2022, he joined VDMA as a project manager engines and systems with special emphasis on Power-to-X. Additionally, he is Managing Director of VDMA Large Engines – CIMAC Germany.

Speaker 6

WOLFRAM GUNTERMANN Director Regulatory Affairs, Hapag-Lloyd AG

BIOGRAPHY Captain Wolfram Guntermann graduated with his Masters Licence at the Marine Polytechnic Elfleth/Germany in combination with a scholarship at the Plymouth Polytechnic of Marine Science. He also received his Engineers Licence at the Hamburg Polytechnic in order to serve as Ship Operation Officer holding a dual licence. After having set his feet for the first time on deck a vessel in 1979 he went through the ranks receiving his first command as Master in 1996. He also took various assignments ashore as Trio Tonnage Center London and Director Marine Operations in the Hapag-Lloyd America Office in Piscataway/New Jersey for almost nine years. After repatriation to the Hamburg based Headquarters the current function as Director Regulatory Affairs was taken with a lot of challenging opportunities emerging in light of new environmental legislation and initiatives.

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SESSION 1

The Solutions for 2030

Moderator

SEBASTIAN EBBING Technical Advisor, German Shipowners’ Association

BIOGRAPHY As Technical Advisor at German Shipowners’ Association, Sebastian Ebbing provides technical expertise to the ongoing regulatory developments on EU and IMO-Level. With his background in nautical science, marine engineering and international maritime management he is dedicated on regulatory climate-protection affairs, the maritime energy transition incl. the development of alternative climate-neutral fuel strategies, digitalization and innovation projects in shipping. Sebastian Ebbing´s technical expertise is accompanied by experience in fleet performance management within a globally operating shipping company. The German Shipowners’ Association (VDR) is a leading professional association within the German business community. It was founded in 1907 by the regional shipowners’ associations in order to enable them to have common and uniform representation of their interests. Today, the VDR represents the German maritime shipping segment not only in Berlin and Bonn, but also in Brussels, London, Geneva and at global level. With its over 150 member companies from different shipping sectors, the association represents the German shipping industry, which currently boasts the world’s fifthlargest merchant fleet. As an employers’ association, it conducts collective bargaining and social partner negotiations. Sebastian Ebbing is founding- and board member of the “Research Institute for Innovation and Sustainable Logistics” situated at Jade University of Applied Science, where he is lecturing on Maritime Technologies with special focus on climate neutral shipping and alternative propulsion technologies.

Speaker

ANTONY VOURDACHAS Principal Engineer, Global Sustainability, ABS

BIOGRAPHY Antony Vourdachas joined ABS in April 2014 and is currently working for Global Sustainability as a Principal Engineer working on environmental and performance issues, such as performance analysis and technical and economic evaluations of systems related to GHG emissions. Additional studies related to EEXI and CII Regulatory Framework. He has also spoken at multiple conferences and seminars. He started his career as a Design and Production Engineer at the Devonport Dockyard in Plymouth and moved on to become a Research Associate at the School of Marine Science and Technology at Newcastle University involved in a European Ballast Water project (MARTOB). Prior to joining ABS, he worked for shipping company OSG in a number of technical positions in project engineering and planned maintenance and for a small craft manufacturer as a design engineer. Antony holds a B.Eng. in Small Craft Engineering and an M.Res. in Marine Engineering from the School of Marine Science and Technology at Newcastle University, England.

Conference Paper

Reaching 2030: the continuous marathon of change – regulatory, technological and financial challenges 1 Introduction 2030 has become a checkpoint for the effectiveness of the various decarbonization strategies that have been adopted in the last few years. This global push for decarbonization, and the continuous changes it entails, will bring many challenges to an industry traditionally resistant to change. Business as usual, or minor operational changes will no longer suffice, technological improvements are required to achieve the targets set by the regulations. The associated financial burden will challenge even the biggest players in the market.

2 Background Climate change or global warming, is primarily caused by humans burning fossil fuels, increasing greenhouse gases like carbon dioxide and methane. Greenhouse gases absorb some of the heat that the Earth radiates after it warms from sunlight. Larger amounts of these gases trap more heat in Earth’s lower atmosphere, causing global warming. The 2016 Paris Climate Agreement was an historic point in global environmental policy. With nearly 200 nations ratifying it, the world has collectively pledged to address the growing risk of climate change by reducing anthropogenic greenhouse gas (GHG) emissions. The agreement established a specific target: limit the rise in world average temperatures to below 2° C above pre-industrial levels, with an aspirational goal of 1.5° C. The ways to achieve this goal, however, were open to interpretation and change. The International Maritime Organization (IMO) estimates that emissions from shipping in 2050 will range from 1,200 Mt CO2/year in a low emission scenario to 1,700 Mt CO2/year in the high emission scenario and have set a target to reduce this.

IMO emission estimates and 2050 target.

Conference Paper

The IMO took an important step in this direction in 2018 when it introduced the Initial IMO Strategy on Reduction of GHG Emissions from Ships (Initial IMO GHG Strategy). This strategy reaffirmed the maritime industry’s commitment to significantly lowering GHG emissions during the 21st century. This step not only indicated increased regulatory ambition but also emphasized the need to improve the efficiency of global transport services, which are essential for modern commerce and trade. In the following years, the IMO has developed and put into effect a number of new regulatory measures by working with other regulatory bodies. These policies were aimed to reduce GHG emissions from maritime activities while promoting the development of advanced fuels and technologies that could further reduce these emissions. The 2023 IMO Strategy on Reduction of GHG Emissions from Ships (the 2023 IMO GHG Strategy) reaffirmed the IMO’s commitment to accelerating the reduction of GHG emissions from maritime activities and established the ambitious goal of achieving “net-zero” GHG emissions by or around 2050. Not to be outdone, the EU has created its own regulatory package, called Fit for 55, aiming for a 2030 reduction of at least 55% in net greenhouse gas emissions. To achieve this, Market-BasedMeasures (MBMs) are included in the regulation, two of the most important being the EU ETS application to shipping and the FuelEU Maritime Initiative. The 2023 IMO GHG Strategy, as revised at the IMO’s 80th meeting of the Marine Environment Protection Committee (MEPC 80) and the Fit for 55 package, will lead to significant changes for marine vessels. Vessels will need to switch from traditional fuels to greener alternatives, which might involve engine upgrades and the development of new fueling infrastructure. Improved energy efficiency measures, such as improved hull designs and operational changes like optimized routing, will be essential. Additionally, vessels may need to be equipped with realtime emission monitoring and reporting systems, which will require crew training for effective implementation and compliance. Older ships may also see challenges with retrofitting, thus rendering them commercially unviable.

3 Regulatory Pressure The regulations are the main driver in pushing for the decarbonization of shipping, with both the IMO and EU regulations aiming to force the ship managers to reduce the vessel emissions.

3.1 IMO GHG Regulations The Initial IMO Strategy includes short-, mid- and long-term measures aiming to support the decarbonization trajectory. The short-term measures include: n EEDI, EEXI, SEEMP and CII n Methane emissions and volatile organic compounds n Develop GHG Guidelines Undertake additional GHG emission study n Initiate research and development for innovative technologies The mid-term measures include: n Implement measures to incentivize uptake of low-carbon or zero-carbon fuels n Operational energy efficiency measures n Innovative mechanism such as MBMs n Develop a feedback mechanism via a lessons learned program

Conference Paper And the long-term measures include: n Pursue development and provision of low-carbon and zero-carbon fuels n Encourage and facilitate other possible new/innovative emissions reduction mechanisms The Revised IMO Strategy raises the bar of the decarbonization goal. The levels of ambition towards 2030, remains the same with respect to the reduction of CO2 emissions per transport work compared to 2008 levels but adds a new requirement, the update of zero or nearzero GHG technologies and fuels shall be at least 5% striving for 10% of the energy used by international shipping. Towards 2050, the goal of Initial IMO Strategy is revised, and the level of ambition is raised considerably: Instead of reduction of total annual GHG emissions by at least 50% compared to 2008, to reach net-zero GHG emissions by or around Mid-century.

IMO GHG Reduction Targets To ensure that the sector remains on track to achieve its decarbonization goals, two indicative checkpoints are introduced: n By 2030, to reduce total annual GHG emissions from international shipping by 20%, striving for 30%, compared to 2008 levels. n By 2040, to reduce total annual GHG emissions from international shipping by at least 70%, striving for 80%, compared to 2008 levels. The MBMs which form part of the mid-term measures are currently under development, with the aim to be finalized in 2025/2026 and implemented in 2027, they are split into economic and technical measures.

Conference Paper

IMRB

IMSF &R

IMSF &F

GFS

ZESIS

GHG Levy

F&R

ECTS

Potential IMO GHG Market Based Measures More specifically: n A Goal-based marine fuel/energy standard regulating the reduction of the marine fuel’s GHG intensity (GHG Fuel Standard – GFS) is under development as the technical measure. This will mandate phased reductions in the GHG intensity of marine fuels in use on vessels. n The maritime GHG emissions pricing mechanisms or economic measures are split into the following proposals: - IMO Maritime Sustainability Fund and Reward (F&R) by the International Chamber of Shipping (ICS); - Zero-Emission Shipping Incentive Scheme (ZESIS) by Japan; - International Maritime Sustainability Funding and Reward (IMSF&R) by Argentina et al; - International Maritime Sustainable Fuels and Fund (IMSF&F) by China; - GHG Levy (GHGL) by Marshall and Solomon Islands. n The International Maritime Research and Development Board (IMRB) and Emission Cap and Trading System (ECTS) have been withdrawn due to lack of support. n Both types of measures are intended to consider the Well-to-Wake (WtW) GHG emissions of marine fuels as per the LCA Guidelines In order to support the implementation of these measures, Resolution MEPC.376(80) on Marine Fuel life Cycle GHG Guidelines (LCA Guidelines) was adopted at MEPC.80.

Conference Paper 3.2 EU GHG Regulations For the EU, the Fit for 55 package of measures updates the EU Climate Law with the following targets: 2050 economy-wide climate neutrality and a 2030 target of at least 55% net greenhouse gas emissions reduction. The tool used to achieve these targets, is the creation of multiple measures aimed to incentivize and facilitate the reduction of greenhouse gas emissions: n European Trading System (EU ETS) n Fuel EU Maritime Regulation n Renewable Energy Directive (RED II); n Alternative Fuels Infrastructure Regulation (AFIR); n Energy Taxation Directive (ETD) RED II, which requires that 32% of the energy consumed in the EU to be renewable by 2030 and the AFIR, which sets out minimum requirements for the building-up of alternative fuels infrastructure in the EU may not directly affect the ship operator. For the ETD, which aims to remove subsidies from fossil fuels and instead tax them to provide subsidies for low carbon fuels, the effects are currently unknown, as it may not be applied to shipping due to the application of EU ETS. The application of the EU ETS to shipping follows the same key principle as the other ETS sectors - shipping companies monitor their emissions and purchase and surrender ETS emission allowances (EUAs) for each tonne of reported greenhouse gas emissions. In order to achieve a smooth transition, the phased-in approach is followed (40%, 70% and 100% of verified emissions in 2024, 2025 and 2026 respectively) and to ensure a fair integration with other regional ETS, only 50% of the emissions from voyages starting or ending at EU ports (100% when ships are at berth in EU ports, and all emissions from voyages within the EU). The ship operator is responsible for the timely surrendering of allowances, but the regulation does allow for the reimbursement of the operator by the charterer. With EUAs at approximately €100/ tonne and penalties for not surrendering sufficient allowances, the EU ETS could potentially have a large impact on ship operators, as charterers will try to recoup costs of EUAs through charter rate adjustments and other measures. The FuelEU Maritime, is a more complex initiative, which deals with the GHG Intensity of Energy (GHGIE), rather than GHG emissions, to consider the full Well to Wake fuel lifecycle and whose purpose is to limit this GHGIE used on-board by a ship arriving at, staying within or departing from ports under jurisdiction of Member State (MS). It will also force certain ship types (container ships and passenger ships) to use on-shore power supply or zero-emission technology in ports under jurisdiction of MS from 2030 onwards. After the entry into force in 2025, the achieved GHGIE is compared to a GHG Intensity limit, which reduces every 5 years.

18.23

10 0 2015

Conference Paper 2020

2025

2030

2035

2040

2045

2050

2055

GHG Intensity Limit (2020 Reference 91.16 grCO2eq/MJ) 100 90

91.16

89.34

85.69 77.94

70 60

62.90

50 40 30

34.64

18.23

10 0 2015

2020

2025

2030

2035

2040

2045

2050

2055

GHG Intensity Limit Evolution If the achieved GHGIE is higher than the target, a compliance deficit is obtained, otherwise a compliance surplus. The compliance deficit is converted to a penalty and must be paid to the EU. The FuelEU Initiative allows for pooling of vessel’s compliance, with the surplus offsetting the deficit, to assist the progressive investment in alternative fueled vessels, as one LNG fueled vessel could potentially offset the penalties of multiple conventionally fueled vessels.

4 Technological Challenges The 2023 IMO GHG Strategy, and the Fit for 55 package, will require significant changes for marine vessels to achieve compliance. Potential solutions are shown below:

Potential Solutions on Pathway to Decarbonization Operational improvements are usually the easiest and cheapest to implement but provide lower potential gains. To enable compliance by 2030 and onwards, technology improvements are required or the change to alternative fuel and energy sources, which increases the level of challenge to the vessel operator. Additionally, some of the solutions offering the highest gains may not be mature yet, such as Ammonia fueled main machinery, ship-based Onboard Carbon Capture (OCC) and Wind Assisted Propulsion (WASP).

Conference Paper

Potential Gains and Technology Readiness Level for common decarbonization solutions. Fitting simple technology improvements such as Energy Saving Devices (ESDs) can be accomplished for existing vessels, through retrofits, as well as new-build vessels, and will provide similar gains for regardless (5-10%). For more complex solutions such as OCC, Hull Air Lubrication and WASP a retrofit may not be economically viable or technically possible, meaning that these will be applied to new-build vessels initially. Changing to alternative fuels such as LNG, Methanol and Ammonia will require upgrading the existing propulsion machinery (if possible) or replacing it with new dual fuel machinery. In addition, fuel gas supply systems, fuel gas storage, bunkering and other equipment must be installed as well. As the push for decarbonization intensifies and compliance with the regulations becomes more difficult, the number of vessels being built is expected to increase. As the worldwide ship building capacity is fixed, once this capacity is used up, ship owners will have to look to retrofits and conversions of existing vessels, with the associated technical difficulties and increased costs.

5 Financial Impact 5.1 IMO GHG Regulations As the MBMs which form part of the mid-term measures are currently under development, with the aim to be finalized in 2025/2026, there is still no clarity on the cost implications of the IMO GHG regulations. Nevertheless, a comparison of the range of costs for the economic measures for vessels with different daily consumption is shown below. For the technical measure (GFS), costs are not yet available, although the FuelEU provides an insight into the potential costs and the type of fuels needed to comply.

Conference Paper 80000

72456

70000 60000

54342

50000 40000

36228

32060

30000

24045 16030

20000 10000

3006 802 1202 2004

4008

3366 898 1347 2244

ICS

4488

ZESIS 20 t/day

30 t/day

6412

21737 14491

9618

GHG Levy 50 t/day

75 t/day

ECTS

100 t/day

Indicative daily IMO MBM costs for a range of daily fuel consumptions:

5.2 EU GHG Regulations For the EU, the EU ETS application to shipping has been finalized and the costs can be calculated simply and reliably as shown below. LSFO

30% BioFuel

30% BioLNG

30% e-Methanol

€ 6,000

€ 5,000

€ 4,000

€ 3,000

€ 2,000

€ 1,000

€0

Supra

Panamax

Kamsarmax

EU ETS daily cost for a range of ship types.

Capesize

Conference Paper The FuelEU initiative is in the final stages of development and thus the cost can also be estimated. As the FuelEU is based on the Well-to-Wake principle: emissions from the manufacture, storage and distribution of the fuel and the emissions from the use of the fuel onboard the vessel, the type of fuel becomes important. As shown in the figure below, apart from LNG, gray alternative fuels (generated from petrochemical sources) will generate more GHG emissions than conventional fuels. Blue fuels (gray fuels with carbon capture during production) and green fuels (biofuels or synthetic fuels) are needed to reduce the GHG Intensity of alternative fuels and therefore lessen the cost of FuelEU.

GHG Intensity [gCO2e/MJ] 2040 2035 203020252020 2045

2050 LPG LNG (HP 2S Diesel) 30% Bio-LNG (HP 2S Diesel)*** LNG (LP 2S Otto) LNG (LP 4S Otto) MDO/MGO LSFO 30% WCO & 70% LSFO** HFO Methanol (NG) 30% e-Methanol* Ammonia (NG) Hydrogen (NG)

-10

GHG WtT

65.9

7.8 18.5

57.6

4.3

57.3

18.5 18.5 14.4 13.2

65.3 72.5 76.2 7…

-7.2

76.9 13.5

78.1 31.3

71.6

4.3

71.6

121 132

100

110

120

130

140

GHG intensity of most common fuels compared to FuelEU GHG intensity annual limits

FuelEU daily costs for different GHG Intensity of Energy and 30MT daily consumption

Conference Paper To avoid these daily increased costs, the solution of a blue or green fuel will be attractive if the extra cost of the fuel can offset the FuelEU penalty (and potentially the IMO GFS cost). In addition, pooling the vessels to offset penalties may allow a form of monetization of the compliance surplus. Changing to a blue or green fuel will not affect the EU ETS (or other measures which currently only look at the emissions generated onboard the ship).

6 Conclusion The continuous push towards total decarbonization of shipping is supported by global and regional regulations which will become increasingly stringent from 2030 onwards. Current vessels will find it difficult to comply with the reductions required on the path to 2030 with operational changes and the simple retrofits available. New build vessels will have to adopt new fuels if they are to comply with the 2030-2050 targets and with the potential bottlenecks in new build availability, existing vessels may have to consider expensive and complex conversions. Availability of blue and green low and zero carbon fuels will be essential in the compliance with the regulations and the mitigation of the costs for the multiple MBMs currently in development. In addition, the uncertainty and lack of visibility of the incentives, rather than the monetary penalties from new regulations is a major hurdle to investment in new technologies. Will the revenue from the MBMs be used to subsidize the costs of green alternative fuels and new vessel designs? Currently the only solution which is both mature and to some degree compliant (provides compliance surplus for FuelEU) is LNG, but the complexity of retrofit and cost involved have limited the use to new vessels.

Speaker

OSKAR LEVANDER SVP Business Development, Business Development, Kongsberg Maritime Finland OY

BIOGRAPHY Oskar Levander, SVP Business Development at Kongsberg Maritime, joined the company with the acquisition of Rolls-Royce Commercial Marine in 2019, where he held a similar position as SVP Concepts & Innovation. He joined Rolls-Royce in 2012 from Wärtsilä, where he spent the earlier part of his career after graduating from Helsinki University of Technology in 2000, with an MSc in Naval Architecture. Oskar has been driving the development of novel ship and propulsion concepts and has pioneered many emerging marine technologies. Today he spearheads the development of decarbonization concepts and intelligent ship solutions, including remote & autonomous ships.

Conference Paper

Green ship strategy

▪

THE MOTORSHIP PROPULSION & FUTURE FUELS CONFERENCE

TAKING EFFICIENCY TO THE NEXT LEVEL FOR LARGE CARGO VESSELS November 21st, 2023

Oskar Levander VP Strategy & Business Development, I&E KONGSBERG PROPRIETARY: This document contains KONGSBERG information which is proprietary and confidential. Any disclosure, copying, distribution or use is prohibited if not otherwise explicitly agreed with KONGSBERG in writing. Any authorised reproduction in whole or in pa rt, must include this legend. © 2018 KONGSBERG – All rights reserved.

DECARBONISATION CHALLENGE

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Environmental ambitions/strategy reduction of Green House Gas (GHG) emissions

IMO strategy: Levels compared to 2008

The European Green Deal “Fit for 55 package” Levels compared to 1990 levels

-5%

Uptake of zero or near-zero GHG emissions technologies, fuels and/or energy sources

-40%

GHG intensity: emissions per transport work

-20%

-70%

NET ZERO

2030

2040

2050 CLIMATE NEUTRAL

-55% 32

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

GHG emissions (well-to-wake) from international shipping

GHG emissions

Conference Paper

IMO GHG regulations IMO ambition: IMO Green House Gas strategy launched

Baseline year for the reduction rate calculation

2013

2008 Energy Efficiency Design Index Design requirement for new ships

Ship Energy Efficiency Management Plan

- 40%

2019

2018

2022

EEDI

2023

2024

2025

2026

GHG emissions from international shipping

- 50%

CO2 emissions per transport work

- 70%

2030

2050

-30% Energy Efficiency Existing Ship Index Design index for energy efficiency of existing ships

EEXI

Carbon Intensity Indicator Operational index for actual carbon intensity

CII

-7%

SEMP I

SEMP II

SEMP III

Management requirement for continuous energy efficiency improvement

Reporting of actual fuel consumption and CO2 emissions

Continuous carbon intensity improvement plan

Data Collection System for fuel consumption and CO2 emissions WORLD CLASS – Through people, technology and dedication

DESIGN

-5% -30% -9%

-11%

TBD

OPERATION

DCS KONGSBERG PROPRIETARY - See Statement of Proprietary information

EU - fit for 55 package

Emissions Trading System and FuelEU Maritime

EU ET S

FuelEU Maritime The objective of FuelEU Maritime regulation is to increase the share of renewable and lowcarbon fuels in maritime transport. ▪ Applies to 100% of energy used within the EU/EEA, and 50% of energy used on voyages into or out of the EU/EEA. ▪ Ships above 5,000 GT transporting cargo or passengers ▪ Well-to-wake perspective ▪ Provisions for crediting ships using wind-assisted propulsion. ▪ Can be pooled for two or more ships ▪ From 2030, container ships and passenger ships are required to connect to shore power The GHG intensity reduction: ▪ 2% from 2025 ▪ 6% from 2030 ▪ 14.5% from 2035 ▪ 31% from 2040 ▪ 62% from 2045 ▪ 80% from 2050

The EU ETS is an emission cap-and-trade system that aims to reduce greenhouse gas (GHG) emissions by setting a limit, or cap, on GHG emissions. Three-year phase-in period, increasing in scope from 40% of emissions in 2024 to 100% in 2026.

The cost of allowances under the ETS can be a significant expense for shipping companies and will have implications for pricing and other terms of contractual agreements between parties across the value chain, including charterers and cargo owners.

Source: https://www.dnv.com/maritime/insights/topics/eu-emissions-trading-system/index.html

WORLD CLASS – Through people, technology and dedication

Source: https://www.dnv.com/maritime/insights/topics/fuel-eu-maritime/index.html

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Means to reduce GHG footprint Reduce resistance // Hull cleaning Air lubrication // Green DP

REDUCE ENERGY CONSUMPTION

Reduce electric hotel and heat load

Remove non value adding activities Operation planning // Operate at lower speed Reduce distance travelled

Install energy efficient electric consumers

Energy optimisation // Energy management Propulsion, engine and system efficiency

USE OF CLEAN ENERGY SOURCES & FUELS

MAXIMISATION OF ENERGY CONVERSION EFFICIENCY

Wind power // Wave power // Solar power Shore power // Battery

Waste heat recovery

Bio fuels // LNG/SNG // H2

Fuel Cell // Battery

NH3 // MeOH

33 WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Conference Paper

Fuel transition

It will come, but still a lot of uncertainty

LOW CARBON FUELS

NO SINGLE SILVER BULLET

UNCERTAIN TIMEFRAME

To achieve net zero will eventually require a shift to low carbon fuels

Still uncertainty around the preferred fuels - there will most likely be a more diverse fuel palette in the future

The introduction of low carbon fuels will be driven by new regulations or market instruments

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Uptake of alternative fuels CONTAINER VESSEL CONTRACTS NUMBER OF SHIPS CONTRACTED DURING 2020-2023

100 %

Methanol

80 %

90 % 80 % 70 %

Hydrogen

60 %

LNG

Biofuel

40 %

Conventional

20 %

Ethane

60 %

Batteries

50 %

2020

2021

LPG

40 % 30 %

20 % 10 %

2022

2023

DRY CARGO CONTRACTS

Methanol

100 %

LNG

80 %

Conventional

60 %

LNG

40 %

Conventional

Methanol

20 % 0% 2020

CLEAN ENERGY SOURCES ENERGY DEMAND

Measures to improve index values or compliance

2021

2022

2023

KONGSBERG PROPRIETARY - See Statement of Proprietary information

ENERGY EFFICIENCY

WORLD CLASS – Through people, technology and dedication

EEDI

EEXI

CII

ETS

FuelEU

Low carbon fuels



Fuel blending



Shore power



Wind power



Solar power



Wave power



Propulsion efficiency



Machinery efficiency



Waste heat recovery



EcoAdviser



Smart energy management



Route optimisation



Operate at lower speeds



Operational efficiency



Hotel load reduction



Lower resistance (eg. air lubrication, hull coating, ...)



Hull cleaning (e.g. Hull skater)



Engine de-rating



34 WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

ENERGY EFFICIENCY ENERGY DEMAND

How to comply if low carbon fuels are off the table?

CLEAN ENERGY SOURCES

Conference Paper

WORLD CLASS – Through people, technology and dedication

EEDI

EEXI

CII

ETS

FuelEU

Low carbon fuels



Fuel blending



Shore power



Wind power



Solar power



Wave power



Propulsion efficiency



Machinery efficiency



Waste heat recovery



EcoAdviser



Smart energy management



Route optimisation



Operate at lower speeds



Operational efficiency



Hotel load reduction



Lower resistance (eg. air lubrication, hull coating, ...)



Hull cleaning (e.g. Hull skater)



Engine de-rating



KONGSBERG PROPRIETARY - See Statement of Proprietary information

CASE: SUPER EFFICIENT BULKER CONCEPT

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Super efficient Target: comply with CII throughout ship lifetime without need to adapt

low carbon fuels

35 WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Conference Paper

Super efficient bulker Kamsarmax bulker - 82 000 dwt

5 LARGE ROTOR SAILS

NEW WIDER HULL FORM WITH LOWER DRAFT

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Super efficient bulker

Reduce power demand – improve energy efficiency Rotor sails to harness the power of the wind in order to reduce fuel consumption. Integrated system incl. CPP, route optimisation and intelligent EMS

Advanced Air lubrication for maximum resistance reduction Optimised hull form to maximise benefit or air lubrication.

Large PTO for improved efficiency and lower emissions ▪ Lower CO2 ▪ Lower methane emissions

Intelligent energy management system (EMS) in combination with energy optimisation with route optimisation to get best efficiency from wind and propulsion

CP propeller for better performance with wind and enable large PTO

The HullSkater (from Jotun) is a revolutionary solution utilizing proactive cleaning of the hull. The Hullskater remove fouling at an initial stage, before it becomes strongly attached to the hull.

ROTOR SAILS

AIR LUBRICATION

LARGE PTO + CPP

iEMS

HULL SKATER

Harness the power of nature

Minimise frictional resistance

Optimize energy production

Energy optimisation

Keep resistance low

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Wind assisted propulsion

WASP technologies with most attention

Proven solution

Attractive investment cost

Good upwind performance

Good side wind performance

Smaller installation

No motors or el. power consumption

High power output at favourable conditions

Easy installation of flat-rack or container

Low footprint

Foldable

‒

Current units are still relatively small

‒

Modest performance per area

‒

Poor upwind performance

‒

Large units

‒

Expensive

‒

Expensive

‒

Unproven

‒

Poor headwind performance

‒

Electric consumption ‒

ROTOR SAILS WORLD CLASS – Through people, technology and dedication

Electric consumption

SUCTION WING

WING SAIL

KONGSBERG PROPRIETARY - See Statement of Proprietary information

KITE 15

Conference Paper

Wind propulsion data Rotor sails, global operation Wind distribution

Wind propulsion data

5x 5x35m rotor sails

▪

Majority of the wind condition is classified categorised as very low and low wind

▪

10000 8000

50%

25%

6000 4000 2000 0

Over the whole period the weighted average is ~1100kW wind contribution In the very high wind condition the vessel will experience multi MW peak contribution

12000

[kW]

▪

Contribution

75%

Wind varies along the routes, data based on sailing vessel

Very low

Low

Medium

High

Very High

-2000

Very low

Low

Medium

High

Very High

12000 10000

Net power saving [kW]

▪

8000 6000 4000 2000 0 23.8.2019 -2000

1.12.2019

10.3.2020

18.6.2020

26.9.2020

4.1.2021

14.4.2021

23.7.2021

Date Based on noon reports from sailing vessel

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Air lubrication

Bubbles - Only limited proven benefits Air Layer Drag Reduction (ALDR) - 20-40% reduction in frictional drag at effected area

Partial Cavity Drag Reduction (PCDR) - Up to 95% reduction in frictional drag at effected area

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

DRAFT

Annual cost vs emission reduction

VLSFO (fossil diesel) Wind

Relative annual cost per tm (OPEX+CAPEX) vs CO2 benefit per tm

Wind+Air

110%

[Relative annual cost per ton nm]

Ref 14kn w/o PTO 100%

90%

13kn Wide with PTO 13kn Wide w/o PTO

Wide + PTO + wind + air lubrication

80%

Wide + PTO + wind 70%

60% 0%

10%

20%

30%

40%

50% 60% [Relative emission savings]

70%

80%

90%

100%

37 WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Conference Paper DRAFT

Energy saving Global operation

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

DRAFT

Energy saving

Favourable route - Atlantic crossing: Rotterdam - Sept-Iles

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

DRAFT

Theoretical example

CII compliance impact on fuel mix Standard vessel

120%

CII progression

RELATIVE ANNUAL CO2 EMISSIONS OR HVO SHARE OF TOTAL FUEL MIX

100%

80%

60%

Standard bulker (MGO + HVO)

Relative CO2 emissions per transport work

HVO share in fuel mix - standard bulker

Vessel will not comply with CII and need to start fuel blending to comply

40%

20%

Fuel blending starts after 2027 in this example

38 WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Assumptions: • MGO price • HVO price • CO2 tax: •

800 $/ton 2,4 x MGO (per energy content) 80 €/ton in 2028 200 €/ton in 2035 and after

Conference Paper DRAFT

Theoretical example

CII compliance impact on fuel mix Super Efficient Bulker vs Standard vessel

120% CII progression

RELATIVE ANNUAL CO2 EMISSIONS OR HVO SHARE OF TOTAL FUEL MIX

100%

80%

Relative CO2 emissions per transport work with 30% lower fuel consumption

Standard bulker (MGO + HVO)

60%

Super efficient bulker (MGO + HVO)

40% HVO share in fuel mix - standard bulker

20%

Fuel blending starts ~15 years later for Super Efficient Bulker HVO share in fuel mix - Super efficient bulker

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Assumptions: • MGO price • HVO price • CO2 tax: •

800 $/ton 2,4 x MGO (per energy content) 80 €/ton in 2028 200 €/ton in 2035 and after

DRAFT

Theoretical example

CII compliance impact on fuel mix Super Efficient Bulker vs Standard vessel

120% CII progression

RELATIVE ANNUAL CO2 EMISSIONS OR HVO SHARE OF TOTAL FUEL MIX

100% Standard bulker (MGO + HVO)

80%

Relative CO2 emissions per transport work with 30% lower fuel consumption

Super efficient bulker (MGO + HVO)

60% HVO share in fuel mix - standard bulker

40%

Up to 40% lower fuel price! HVO share in fuel mix - Super efficient bulker

20%

Relative fuel price for Super Efficient bulker

WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Assumptions: • MGO price • HVO price • CO2 tax: •

800 $/ton 2,4 x MGO (per energy content) 80 €/ton in 2028 200 €/ton in 2035 and after

DRAFT

Theoretical example

CII compliance impact on fuel mix Super Efficient Bulker vs Standard vessel

120%

CII progression

RELATIVE ANNUAL CO2 EMISSIONS OR HVO SHARE OF TOTAL FUEL MIX

100%

Standard bulker (MGO + HVO)

80%

Super efficient bulker (MGO + HVO)

60%

HVO share in fuel mix - standard bulker

40%

HVO share in fuel mix - Super efficient bulker

Up to 60% lower fuel cost!

20%

Relative fuel price for Super Efficient bulker

Relative fuel cost for Super Efficient bulker

39 WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Assumptions: • MGO price • HVO price • CO2 tax: •

800 $/ton 2,4 x MGO (per energy content) 80 €/ton in 2028 200 €/ton in 2035 and after

Conference Paper DRAFT

Theoretical example

Fuel and investment cost over lifetime of vessel Super Efficient Bulker vs Standard vessel

300 Cumulative cost for standard bulker

CUMULATIVE COST [M€]

250

200

Cumulative cost for methanol bulker

150

100

~36 M€ cumulative fuel and CO2 cost savings after 15 year of operation

+10 M€ extra investment

Cumulative cost for Super efficient bulker

50 ~5 year payback 0

WORLD CLASS – Through people, technology and dedication

Assumptions: • MGO price • HVO price • Bio Methanol • CO2 tax: •

KONGSBERG PROPRIETARY - See Statement of Proprietary information

800 $/ton 2,4 x MGO (per energy content) 2,5 x MGO (per energy content) 80 €/ton in 2028 26 200 €/ton in 2035 and after

Super Efficient Bulker Summary

E D C B A

C II Payback time 5 years

2025

2030

2035

2040

COMPLIANCE WITHOUT LOW CARBON FUELS

BIG COST SAVINGS

SHORT PAYBACK

The ship is expected to comply with current CII predictions for the lifetime of the ship (~15 years) without expensive low carbon fuels

Estimated fuel cost savings ranging from 30-60% compared to conventional vessels that need to blend low carbon fuels to stay compliant

The vessel require an extra investment in the start, but the operating costs are significantly reduced.

WORLD CLASS – Through people, technology and dedication

Payback for initial investment is estimated to be less than 5 years

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Final considerations

FUEL TRANSITION

NAVIGATE THE TRANSITION

SUPER EFFICIENT

Still uncertainty

Aim for highest efficiency!

Leap in efficiency:

All measures that will drive trough the transition are not yet in place

Future proof designs

•

Keep multiple energy/fuel options available

Wind propulsion - harness the power of nature

•

Hydrodynamics - reduce friction and ensure best propulsion efficiency

•

Holistic optimisation of design and operation

No single silver bullet – more diverse fuel palette in future Low carbon fuels will be expensive

40 WORLD CLASS – Through people, technology and dedication

KONGSBERG PROPRIETARY - See Statement of Proprietary information

Speaker

Recreated PMS

JANNE POHJALAINEN Global Product Line Manager, ABB Dynafin™, ABB Marine & Ports

BIOGRAPHY Janne Pohjalainen, Global Product Line Manager, Marine Propulsion, ABB Marine & Ports, has played a key role in the development of the new ABB Dynafin™ propulsion concept. Before re-joining ABB in 2018, he acted as the Managing Director at Cembrit Production Oy, prior to which he held several roles in product management and sales at ABB from 1996 – 2015. Pohjalainen holds a M.Sc. degree in Electrical Engineering from the Helsinki Technical University in Finland. He is a Finnish citizen.

Conference Paper

Breaking new ground for efficiency in the marine industry 1. INTRODUCTION ABB Dynafin™ is a concept for a revolutionary propulsion system that breaks new ground in maritime energy efficiency. Inspired by the dynamic motion of a whale’s tail, the innovative design is the result of over a decade of research, development and testing. ABB’s extensive experience and expertise in the marine industry, along with its heritage for innovation, are the driving forces behind the new concept.

2. BACKGROUND Shipping is critical to the global economy: approximately 90% of international trade relies on ocean transport as the most cost-effective means of moving large volumes of goods over long distances. However, with cargo ships typically burning heavy marine fuel oils that produce greenhouse gases (GHGs) including carbon dioxide (CO2), the maritime sector is responsible for an estimated two-to-three per cent of human-made CO2 emissions globally. Cutting GHG emissions from ships is therefore a priority, and the International Maritime Organisation (IMO) recently raised its reduction target to at least 70% by 2040 against a 2008 benchmark. In the absence of a ‘silver bullet’, meeting the IMO’s target will require a combination of solutions including alternative energy sources and advanced propulsive technology. It is the latter where ABB has made a significant breakthrough with ABB Dynafin™ – a concept that will revolutionise marine propulsion to unlock new levels of vessel efficiency.

3. TROCHOIDAL PROPELLER CONCEPT Most vessels today use screw propeller systems for propulsion, but these are generally considered to have reached their limits in terms of significant efficiency improvements. In contrast, the new, fully electric ABB Dynafin™ concept has been developed to achieve high propulsive efficiency that will directly translate into reduced fuel consumption and emissions. Centred on a cycloidal propeller in which the blades are independently controlled to form a ‘trochoidal’ propeller, the concept features a main electric motor that powers a large wheel rotating at a moderate 30–80 rounds per minute. Extending from the wheel are the vertical blades, each controlled by an individual motor and control system. The combined motion of the wheel and blades, which mimics the movement of a whale’s tail, generates propulsion and steering forces simultaneously to enable ground-breaking operational efficiency and precision. Although conventional cycloidal propellers are not a new invention – and their ability to change thrust direction almost instantly has proved useful for tugs and ferries – the technology remains relatively niche. Typically, the blades in a cycloidal propeller system are mechanically linked to the rotation of the main drive through an off-centre pivot. The resultant ‘epycycloidal’ motion is effective at generating high bollard pull, but when the vessel is moving at speed, the blades tend to interact with the wake as they turn, producing drag. This has a significant impact on maximum transit speed, with the system generally struggling above 13–15 knots. However, in the ABB Dynafin™ concept, there is no fixed connection, as each of the blades is driven by its own high-torque permanent-magnet motor. With no gears or mechanical drive train, individual blade trajectories can be altered in real time during operations. This promises power with heightened control: the system will be able to change the angle of its blades even when the vessel is moving at up to 30 knots. It will also be capable of using blade trajectories

Conference Paper with different characteristics: while the more looping epicycloidal motion will support greater bollard pull and dynamic positioning, a trochoidal path will enable highly efficient transit speed.

4. EFFICIENCY AND PERFORMANCE Extensive studies of the ABB Dynafin™ concept, including computational fluid dynamics and model tests, demonstrate its ability to achieve unprecedented open-water efficiencies of up to 85%. In comparison, standard thrusters using screw propellers currently achieve open-water efficiencies of 60–70%. Moreover, according to an independent study by OSK-ShipTech of a passenger vessel design equipped with different propulsion systems, ABB Dynafin™ will deliver propulsion energy savings of up to 22% compared to a conventional shaftline configuration. Based on its simultaneous thrust and steering action coupled with its stepless operation, ABB Dynafin™ will also provide superior manoeuvrability and dynamic-positioning performance. In addition, its moderate operating speed, mode of action and low-pressure pulses promise to minimise vibrations and noise for enhanced onboard comfort and reduced impact on marine fauna.

5. DESIGN AND CONFIGURATION The compact design of the ABB Dynafin™ concept will result in a smaller power plant, which in turn means lower capital expenditure, more space for cargo and passengers and greater flexibility for the ship’s general arrangements. It also promises reduced operating expenses: by allowing access inside the main wheel, ABB Dynafin™ will facilitate the inspection and service of major vessel components, thereby improving monitoring capabilities and ultimately increasing the ship’s operational availability. Crucially, as part of an electric propulsion power system, ABB Dynafin™ is fully compatible with zero-emissions battery and fuel-cell technologies, making it a future-proof concept that supports the shipping industry’s long-term decarbonisation targets.

6. POWER RANGE AND APPLICABLE SEGMENTS Initially available in a power range of one to four megawatts per unit, ABB Dynafin™ will be particularly effective for small and medium-sized vessels including yachts, ferries for passengers and vehicles and offshore support vessels operating at wind farms. In general, the concept is aimed at vessels running upwards of 4,000 hours per year, and segments that combine high-speed transit, fast thrust response and extended endurance will likely be the first to benefit. Nevertheless, research is ongoing to adapt the ABB Dynafin™ concept to the requirements of larger vessels including container ships.

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Speaker

SERGEY GRIBANOV Area Business Development Manager, Germany, DNV Maritime

BIOGRAPHY A marine engineer, Sergey Gribanov graduated from the State Maritime Academy in St. Petersburg and served as an Chief engineer onboard. He has worked for DNV for the past 18 years, holding several positions within DNV, working in Russia, Poland and Norway and Germany. In 2009, Sergey moved to Hamburg to take on the role of Customer Service Manager, before being appointed as Head of the Technical Service Unit in Germany in 2016. In 2019, he was appointed as Fleet in Service manager in Germany, taking the lead of the FIS operations and TSMs in Area Germany. Since 2008, Sergey has been closely involved in various BD and Marketing activities, engaging with both local and global customers, with a special focus on the tanker segment and took over an Area BDM position in 2022.

Conference Paper

Maritime Forecast to 2050 Motorship’s Propulsion and Future Fuels Conference, Hamubrg Rasmus Sute, Area Manager DACH

Regulations, technologies and fuel production are developing, with a large impact on shipping’s future

Drivers regulations

DNV © DNV ©

Fuel production and demand

Technologies Fuels

11 MAY 2023

IMO decarbonization ambitions significantly strengthened

46 DNV © DNV ©

11 MAY 2023

Conference Paper

Shipowners investing in fuel flexibility – half the ordered tonnage can run on alternative fuels

DNV © DNV ©

11 MAY 2023

Reducing energy consumption is critical to reduce emissions and sustain increased energy costs

DNV © DNV ©

All decarbonization solutions must be explored

47 DNV © DNV ©

Conference Paper

2,200 carbon-neutral fuel projects identified, most without final investment decision

afi.dnv.com DNV © DNV ©

Shipping requires an estimated 30-40% of global carbon-neutral fuels in 2030

DNV © DNV ©

Emissions from fuel production are part of IMO’s goals

48 DNV ©

Conference Paper

Regulations are needed to ensure emissions are not moved from ship to shore

DNV © DNV ©

Onboard carbon capture and storage can reduce the demand for carbon-neutral fuels  Avoids

competition for sustainable biomass and renewable electricity

 Case study

for 15,000 TEU container vessel

 Capturing 70%

of CO2 in 4,000 m3 tanks

DNV © DNV ©

11 MAY 2023

Case study of 15,000 TEU container vessel shows that onboard carbon capture can compete with other proposed decarbonization solutions A high and a low cost scenario CCS high  30% fuel penalty  80 USD/ton CO2 CCS low  15% fuel penalty  40 USD/ton CO2

49 DNV © DNV ©

Conference Paper

Nuclear powered ships are a proven technology used in navies and ice-breakers  Avoids competition for sustainable biomass and renewable electricity

 Today, about 160 vessels, mostly naval, sail with about 200 reactors

 Barriers exist for merchant vessels – pilots planned for early thirties

 Case study for 15,000 TEU container vessel

DNV © DNV ©

Case study of 15,000 TEU container vessel shows that nuclear propulsion can compete with other decarbonization solutions A high and a low cost scenario Nuclear high  CAPEX 6,000 USD/kW Nuclear low

 CAPEX

4,000 USD/kW

DNV © DNV ©

Maritime Forecast to 2050 – key findings

Strengthened IMO ambitions and first international CO2 price in EU, set the decarbonization pathway

Shipping will require an estimated 30-40% of global cross-sector carbon-neutral fuel supply in 2030

Half the ordered tonnage can use LNG, LPG or methanol in dual-fuel engines

50 DNV © DNV ©

Global fuel production standards are needed to meet IMO’s net-zero close to 2050 goal

Onboard carbon capture and nuclear are technically and economically feasible options

Conference Paper

Maritime Forecast to 2050 – implications

Fuel producers must accelerate plans, but need offtake commitments from fuel buyers

Reducing energy consumption critical to lowering emissions and softening the impact of increased energy costs

The fuel and technology shift will require large scale training of seafarers, no matter which technologies and fuels are the winners

Further regulatory clarity and commercialization of new technologies is required

Cost of decarbonization must be carried through the maritime value chain by green corridors or similar mechanisms

The 2020s is proving to be the decisive decade for decarbonization of shipping DNV © DNV ©

Maritime Forecast to 2050 – recommendations Shipowners should:  Reduce energy consumption now  Consider all decarbonization options  Focus on fuel flexibility  Consider long-term fuel strategy

DNV © DNV ©

Fuel for thought

Alternative Fuel reports from Lloyd’s Register

Scan the QR code to subscribe or visit: maritime.lr.org/fuelforthought Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates. Copyright © Lloyd’s Register Group Limited, 2023. A member of the Lloyd’s Register group.

SESSION 2

Safety challenges for new technology

Moderator

LARS ROBERT PEDERSEN Deputy Secretary General, BIMCO

Speaker

CLAUS WINTER GRAUGAARD Director, Head of Onboard Vessel Solutions, Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping

BIOGRAPHY Claus is the CTO of Onboard Vessel Solutions at the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping in Copenhagen, for the past more than two (2) years and has 25 years of experience in the maritime industry in many technical and managerial global roles. As part of the executive management, he focuses on establishing, strategizing and ramping up the Center and its global activities. In addition to his industry experience, Claus has attended a variety of training programs to develop his technical skills, management & leadership and negotiation competencies, giving him vital insights into the international business-oriented aspects of the maritime industry.

Conference Paper

Enabling the ammonia fuel pathway for shipping Propulsion and Future Fuels , Hamburg 21 Nov 2023 Claus W Graugaard, CTO

11/14/2023

The challenges remain – we are not on track. Collaborative action is needed! WTW GtCO2eq/year

Current emissions 1.2 GtCO2eq = 12.6 EJ of fuel = ~300 million tons of LSFO

2.0

1.5

~9%

~45% decline compared to 2010. ~ 6 EJ of LSFO fuel

1.0

Net zero by 2050

0.5

0.0 2010

2015

Historical data

2020

2025

No decarbonization

2030

Path we are on

2035

2040

2045

2050

Paris 1.5°C trajectory

Alternative fuels have varying maturity levels and challenges in the early years of transition Feedstock availability

Fuel production

Fuel storage, logistics and bunkering

Onboard energy storage & fuel conversion

Onboard safety and fuel management

Vessel emissions

Regulation & certification

e-ammonia

Blue ammonia e-methanol Bio-methanol e-methane Bio-methane

M A T UR E

e-diesel

SOLUTIONS IDENTIFIED

Bio-oils

MAJOR CHALLENGES

Page 3

Conference Paper It is not a question if ammonia is needed – the question is how we enable it Ùçñää ìàèí âçàëëäíæäò

Êíàáëä óçä åôäëò òôïïëø âçàèí

Êíòôñä âñäö òàåäóø àíã âçàíæä ñäàãèíäòò

Õñîõèãä îíáîàñã õäòòäë òîëôóèîíò

Øôïïîñóäã áø àí àïïëèäã ñîáôòó ØÆËÊÙÞ ïçèëîòîïçø àíã àëèæíäã ôíãäñòóàíãèíæ îå ÓÍ

Page 4

Provide onboard vessel solutions – challenges and recent progress

Page 5

Ammonia vessel designs are being developed but in parallel – we need safety rules and guidelines to consolidate the efforts and accelerate change ×äãôâä óçä èìïàâó îå à ëäàê

Store at a lower temperature (tends to give lower risk / less risk mitigation effort required)

×äãôâä ä÷ïîòôñä óî ëäàê òîôñâäò

Divide the fuel preparation room into two or more separate rooms containing different groups of equipment

×äãôâä óçä óèìä îå ä÷ïîòôñä

Access to and length of time spent in spaces containing ammonia equipment should be minimised, monitored and controlled

Øàåä áø ëîâàóèîí

Ventilation outlets from spaces containing ammonia equipment should be placed in a safe location adequately separated from areas accessed by crew

×àïèã ñäëèàáëä ëäàê ãäóäâóèîí àíã èòîëàóèîí

Multiple sensors of different types to detect ammonia leaks should be installed

Page 6

Conference Paper Methane Êìèòòèîí Ùøïä

Methanol

Plasma

CH4

EGR

Greenhouse Gas

→ Global impact on the climate

Catalyst

NOx rbon Capture Ca

Air pollutant

Fuel Oils

Engine technology

→ Fully integrated with engine

Plasma

Scrubber

SOX

Catalyst C ar

CO2

bon Captur e

WESP

NOx

(Incl. Black Carbon)

GCU

Filter

After treatment

N2O

EGR

×äãôâóèîí Ùäâçíîëîæø

CO2

Ammo ni a

→ Local impact on human health and the environment

Chemical Absorber

NH3

Catalyst

Plasma

→ Separate from engine, but integrated

B i o - o i ls

Page 7

Developing integrated ship designs Feedstock availability

Fuel production

Fuel storage, logistics and bunkering

Onboard energy storage & fuel conversion

Onboard safety and fuel management

Vessel emissions

Regulation & certification

E-ammonia Blue ammonia E-methanol Bio-methanol E-methane Bio-methane Bio-oils

NoGAPS

M A T UR E

SOLUTIONS IDENTIFIED

MAJOR CHALLENGES

Solutions are available, none or marginal barriers identified.

Solutions exist, but some challenges on e.g., maturity and availability.

Solutions are not developed or lack specification. Page 8

Preliminary safety concept – Enclosed bridge winds – Water spray in fwd. – Air inlets in aft

Open air tank connections Fuel Tank

Auxiliary

One doublewalled fuel pipe

SCR Main Engine

Cargo Handling

Cargo Tank

Vent Bunker

Fuel Tank Nitrogen

Cargo Tank

All ammonia as a fuel storage and equipment within cargo area Fuel Handling + Fuel Reliq.

Combined Cargo

Ammonia Fuel

– Four access points – EX proof equipment

Fuel Tank

Bunker

Cargo Handling

Fuel Tank Cargo Tank

Bunker

58 Ca r g o A r e a

Vent

Fuel Tank

Conference Paper

Ensure crew safety and change readiness – challenges and recent progress Ammonia Safety Roundtable - 4th October 2023

Page 10

Page 11

What is required to ensure the needed crew safety and change readiness Ergonomic design Management of Change

Competence & Training

Roles & Responsibilities

Process Safety Hazards

Competence & Training

Occupational Health Hazards

Resourcing & Personnel Processes & procedures

• New technical skills for specific operations and maintenance • General ammonia risk awareness across crew

• Changes to and management of ammonia system parameters, related to storage and fuel handling system

Occupational Health Hazards

• Materials / substance hazards (e.g., toxicity) • Thermal (e.g., hot surface, flames, cold stress)

Processes and procedures

• New ammonia-specific policies, procedures, and processes. • Operational and maintenance work practices, procedures, and plans • Emergency response processes

Conference Paper What I need you to bring into the conversation today and when you go back

Êíàáëä óçä åôäëò òôïïëø âçàèí

Õñîõèãä îíáîàñã õäòòäë òîëôóèîíò

Êíòôñä âñäö òàåäóø àíã âçàíæä ñäàãèíäòò

We need stronger engagement with political stakeholders including state authorities by private sector players to ensure the needed understanding of ammonia as a marine fuel

The industry is moving – ammonia technology and vessel designs are being developed, But we need harmonized rules and guidelines developed for the industry and in collaboration with the industry

Ammonia must provide zero harm to people. Crew competencies and safety management systems must be part of the conversation. This is an opportunity to enhance crew safety across all segments

Øôïïîñóäã áø àí àïïëèäã ñîáôòó ØÆËÊÙÞ ïçèëîòîïçø àíã àëèæíäã ôíãäñòóàíãèíæ îå ÓÍ

Page 13

Questions ?

Page 14

Speaker

CECILE JOANNIN Brand Manager, Lubmarine

BIOGRAPHY Cecile Joannin achieved different missions in automotive and industrial battery industry, including key account, marketing and product management, after graduating in Mechanical Engineering and in Marketing. Cecile joined TotalEnergies Lubrifiants 2 years ago, as the Lubmarine brand manager.

Speaker

GISLE ANDERSSEN VP Sales and Marketing, Vard Electro

BIOGRAPHY Gisle Anderssen serves as the Vice President of Sales and Marketing. Vard Electro is at the forefront of the maritime industry’s pursuit of greener solutions, specializing in batteries, fuel cells, and autonomous ships. With an extensive background in shipbuilding and a deep understanding of propulsion systems, Mr. Anderssen is committed to enhancing vessel efficiency through the integration of these cutting-edge technologies. Prior to joining Vard Electro, Mr. Anderssen amassed over 30 years of experience in the marine industry. He began his career in shipyards and subsequently transitioned to prominent propulsion manufacturers, including esteemed brands like Rolls-Royce Marine, Schottel, and Brunvoll. Throughout his tenure, he held senior positions in sales and marketing, contributing to the success and growth of these industry-leading organizations.

BEYOND THE HORIZON:

VIEW OF THE EMERGING ENERGY VALUE CHAINS

Download your copy today www.eagle.org/outlook2023

SESSION 3

The Motorship Awards

Speaker

MARCEL OTT General Manager, Application Engineering, WinGD

BIOGRAPHY Marcel Ott has a degree in mechanical engineering from The Zurich University of Applied Sciences (ZHAW). He has over 14 years of international experience in developing, validating, commissioning and troubleshooting maritime engine applications. Marcel joined WinGD in 2008 as a development engineer for fuel injection systems before transferring to the lead role in the management and technology development of X-DF engines in 2011. In 2018 Marcel relocated to Shanghai to take on the role of GM Operations in China, overseeing activities related to the manufacturing, installation and operation of WinGD engines. In 2022 Marcel returned to Switzerland where he now leads WinGD’s global Application Engineering team.

Conference Paper

Dynamic optimisation of compression ratio in dual-fuel engines 1. Introduction Marine dual-fuel engines were conceived to enable the use of cleaner alternative fuels alongside conventional liquid fuel. However the use of two different fuels necessitates a design compromise that has prevented both fuels from being used with maximum efficiency, and which has been unavoidable until now. As each fuel has a different compression ratio at which ideal combustion is achieved, engine designers have had to choose which fuel to favour when setting this fixed parameter. To redress this, over the past decade or so WinGD and Mitsui E&S DU Co., Ltd. (formerly Diesel United. Ltd.) have developed Variable Compression Ratio (VCR) technology. VCR allows an engine’s compression ratio to be dynamically adapted depending on current operation point, ambient condition and ideal combustion pressures. This offers improved efficiency regardless of the fuel, and makes operating with both fuels more feasible. Originally designed to improve diesel fuel efficiency in WinGD’s X-DF dual-fuel LNG engines, recent tests have shown that a significant improvement is also seen in LNG mode, where VCR can optimise compression based on ambient conditions WinGD has thoroughly tested the prototype VCR technology on a 6X72DF test engine at MESDU’s facilities, and the first two commercial applications are under construction, supporting 62-bore engines. The technology is now being rolled out as an option for 62- and 72-bore X-DF engines, including both short- and long-stroke versions of the X62DF.

2. Compression and combustion basics An engine’s compression ratio is the ratio of the cylinder’s total volume and its volume at combustion, or (Vswept + Vcomp)/Vcomp. Generally speaking, engine efficiency increases with compression ratio, meaning that fuel consumption improves if the ratio is increased. On premixed gas engines, compression ratio has to be limited for the engines to run under the most challenging conditions such as full engine load, hot ambient conditions or poor gas quality. This entails a compromise in efficiency in diesel mode, where an engine’s compression ratio is limited to a lower level than would be typically found in a diesel engine.

Conference Paper Lean-burn gas engines function efficiently within an operating window between a rich gas-toair mixture, at which self-ignition of the fuel can occur, and a lean mixture at which combustion is unreliable and emissions increase. As engine load increases, the operating window between a too-rich and too-lean mixture narrows, while at low loads there is a much wider window. This narrow window explains why compression ratio needs to be limited, in order for the engine operation to remain reliable and efficient at high loads on gas fuel. In diesel mode, there is no need for limited compression ratio, other than the fact that it is a mechanically fixed parameter. By making it a dynamic parameter, VCR enables higher compression ratios – and greater efficiency - in diesel mode at all loads and at low loads in gas mode, where the operating window is wider and there is more flexibility in the efficient gas-toair mixture. A diesel engine typically has a compression ratio in the range of 20-25, while a typical X-DF engine range is 12-16, depending on engine type, selected rating, etc. With VCR the compression ratio can be adjusted for the highest possible for the given operating conditions, meaning that an X-DF engine with VCR running in diesel mode can reach a compression ratio of 20-25.

3. Hydraulic mechanisms The VCR adjusts compression ratio by raising or lifting the piston rod. It features a hydraulic mechanism fitted to the cross-head pin, allowing for the position of the piston rod to be changed. A knee lever controlled by a solenoid valve adjusts the rod position, with the amount of oil going through the valve and into a hydraulic chamber determining the position of the lever. The subsystems include an oil feed system that allows oil to be supplied to the unit on each cylinder, drawing oil from the bearing oil supply via a small variable speed pump. The pump requires electrical power of around 5kW in normal operation and up to 15kW for periods of increasing compression ratio. The pump feeds the oil to a distributor rail and into each crosshead at a low pressure of around 40-50 bar, again keeping power demands low. This simple, sturdy design is very similar to other hydraulic systems already on the engine, including exhaust valve drives. It is designed to require no specific maintenance between drydocking periods.

Conference Paper

4. Electrical and control arrangements The position of the piston is controlled through WinGD’s standard WiCE engine control system, without the need for hardware modifications. A simple software update allows for the piston position in each cylinder to be controlled via a closed loop. A position feedback sensor monitors the piston position at every revolution and the solenoid valve adjusts the knee lever to keep the piston at the set compression ratio for the defined operating mode. A VCR fallback mode is intended to be used in case of an unexpected failure of the system and that means the engine can go back to regular diesel operation, ensuring availability of propulsion. Additionally, in case of VCR failure, engines with iCER – WinGD’s exhaust recycling and cooling solution - can also operate in fuel sharing mode or combustion stability mode, allowing them to still burn high ratios of gas. Thisis desirable especially on LNG carriers to continue burning boil-off gas from the cargo tanks.

5. Performance improvements In tests on a 6X72DF engine with MES-DU, the VCR technology has delivered significant performance improvements in gas mode. This includes a reduction of gas consumption of 2-6g/kWh depending on engine load, with particularly high reductions at part load.

Conference Paper In diesel mode, the ability to keep a higher compression ratio across the engine load range led to an 8-12g/kWh reduction, depending on engine type and rating. This performance brings diesel consumption to a similar level to a conventional diesel engine – eliminating the traditional compromise in diesel efficiency of a lean burn pre-mixed engine.

6. Installation aspects One of the biggest advantages of VCR technology as a fully on-engine solution is that there is no impact on shipyard connections or ship design. The main dimensions of the engine are unchanged and there is no extra requirement on ancillary system specifications – pump and cooler capacities remain the same, for example, and no additional pipe connections are needed. As for any newbuilding project or new design, torsional vibration calculations are needed, as there is a difference in the cylinder pressure curves for a VCR and non-VCR engine, which will affect shafting layout. This requirement is needed regardless for any new design.

7. Techno-economic analysis Based on the performance improvements above, the following fuel consumption, emissions and opex calculations have been made for some key vessel types. The calculations for each mode assume that the engine has been running in the same mode for a full year at an assumed typical load profile. As anticipated, savings are highest in diesel mode, at around 5-7% reduction in fuel use, spend and greenhouse gas emissions for a typical 174k LNG carrier with twin 5X72DF-2.2 engines. In gas mode, the reduction is between 2.5% and 3%. This would equate to an annual saving of around US$300,000 in gas mode or US$500,000 in diesel mode based on current fuel prices. Considering these potential savings and the further savings achieved under any future carbon pricing regime, WinGD anticipates very short payback periods for VCR technology regardless of the fuel used.

Conference Paper 8. Introduction Schedule VCR will come as a selectable option for the X72DF, X62DF and short-stroke X62DF-S engines. As a second step, VCR technology will be rolled out more widely across the X-DF portfolio depending on market requirements. The immediate focus for WinGD is newbuild projects, although interest is anticipated for retrofit projects and the low impact of VCR technology on installation needs indicates that retrofitting the solution will not bring added challenges. Based on the current development and testing, VCR will be available first for the X72DF engine, with a potential first delivery from mid-2024. The technology for X62DF and X62DF-S engines will be available for delivery shortly thereafter.

9. Conclusion VCR technology has been shown to bring dual-fuel engines to a new level in terms of performance and emissions. This is particularly notable when operating on diesel, where VCR eliminates the disadvantage versus mono-fuelled diesel engines, but also during low-load gas operations. As well as reducing fuel spend and emissions, VCR also offers enhanced operational flexibility. For example, it can be used to optimise compression ratio in extreme ambient conditions or to extend the operating window of power take out in hybrid vessels. These various advantages offer the potential for future modes of operation that can be highly beneficial to ship owners and operators aiming to deliver more cost efficient and low-emission maritime logistics – all unlocked by compression without compromise.

Speaker

DIEGO DELNERI General Manager, Systems & product performance, Wärtsilä

BIOGRAPHY Education: 2000, Master of Science Degree (MSc) in Mechanical Engineering, University of Trieste Current position: General Manager System and Product Performance, (R&D and Engineering, Marine Power Solutions) n Engine performance development n System simulation n Technology development in the area of efficiency and emission and system integration

Conference Paper

Wärtsilä ultra-low emission gas engine technology The local emissions and related regulatory frames have always been playing a strong role in the engine development. In the recent past, the focus has shifted more on the global emission driven by the CO2 reduction target of 50% set by the marine industry for the 2050, target that supports a strong effort towards the decarbonization and the long-term sustainability of the fleet. In this context, the natural gas-based power solutions are recognized to be a cornerstone in the journey towards carbon neutral fuel, enabling both an improvement in the CO2 emissions and a substantial reduction of harmful pollutants like particulate, NOx, SOx. In the last years Wärtsilä has put a lot of R&D effort in developing the next generation of its dual fuel (DF) lean burn gas engine, addressing in first place the methane emission and the operational efficiency, key contributors to the vessel carbon footprint. The outcome is a set of technologies that emission wise results in a significant improvement compared to the state-ofart otto lean burn gas engine currently on the market. The novel combustion concept is “cold”, resulting in over 90% NOx reduction, is “complete”, cutting the methane emission by over 50% and is “fast”, enabling up to 4% improved engine operational efficiency. Summing all the benefits, the achieved CO2 equivalent emission reduction compared to benchmark is over 10%. Furthermore, thanks to the high degree of controllability, the engine performance has proven to be robust with varying ambient conditions, during transient operation and when changing gas and pilot fuel quality in a wide range. The proof of concept was initially developed on a Wärtsilä 20 research engine, and the scalability to medium bore was subsequently verified on the Single Cylinder Engine. A full-scale prototype development was included in the Seatech project within the H2020 EU Funding scheme and approved for execution in June 2020. The first pilot application on Wärtsilä 31 was started in September 2022 on the newly built Aurora Botnia RoPax vessel as retrofit kit on one of its 8V engines. By July 2023 the filed engine has accumulated more than 1300 running hours in gas mode, while the superior engine performance has been verified by third-party on-board measurements (VTT) sponsored by Green Ray EU founded project and the results were published in the atmosphere journal (Volume 14 – Issue 5 – May 2023)

EMISSION LEGISLATION DEVELOPMENT The emission legislation on marine transportation and stationary power production is continuously tightening. In addition to mainly concerned nitrogen oxide (NOx), Sulphur oxide (SOx) and Particulate (PM) emissions, also hydrocarbon emissions are getting more interest. During the recent years reduction strategies and new regulations on CO2 and GHG emissions has been published both by international (IMO) and local maritime authorities (EU). Regarding the air quality pollutants, IMO SOx regulation on fuel maximum sulphur cap of 0,5% was introduced in 2020, and Mediterranean SOx emissions control area (ECA) with 0,1% sulphur limit will complement the existing SOx ECAs in 2025. From the beginning of 2021, addition of Baltic and North Sea NOx emission control area extended the coverage of IMO NOx Tier III areas on many important shipping routes. These changes will improve the air quality on coastal areas by considerable reductions on NOx, SOx and PM emissions. Low-pressure dual fuel engines operating on LNG will meet all existing requirements and provide SOx and PM emissions far below liquid fuel operation. The developments of local regulations like the EU Stage V limits for Inland waterways, and on-road sector recent information on future Euro 7 regulation shows that reducing air quality pollutants will remain important.

Conference Paper

During the recent years, the reduction of GHG emissions of maritime transportation have raised increasing interest. Already in 2018, IMO initial GHG strategy defined targets for reducing GHG emissions [1]. In addition to CO2, addressing the emissions of methane (CH4) and nitrous oxide (N2O) was noted in the short-term measures. According to latest IPCC (AR6) report, methane is about 30 times stronger greenhouse gas compared to CO2 in the 100 years timeframe [2]. Currently IMO is developing lifecycle assessment guidelines to evaluate well-to-wake emissions of (future) fuels and including the GHG effect of CH4 and N2O using the GWP100 factor has been widely supported. In EU, 2021 published “Fit for 55” package contains several initiatives to support the reduction of GHG emissions. From these initiatives, the most relevant for marine transportation are inclusion of marine transportation to EU emission trading system (ETS) and FuelEU maritime [3]. Both proposals are under the last negotiation steps of EU rulemaking, but already now it is clear that both will include CO2, CH4 and N2O emissions, and there will also be significant penalties in case of non-compliance. As marine CO2 emissions are already today reported via MRV (monitoring reporting and verification) system, the reporting will be extended with CH4 and N2O in 2024 and these emissions will be included in ETS in 2026. FuelEU maritime sets the guidance on calculating the fuel well-to-wake GHG intensity (unit gCO2eq/MJ fuel energy), yearly reporting, and tightening reduction targets for carbon intensity from 2025 to 2050. CH4 and N2O will be included according to pre-defined default values, or in case of superior performance, a certified value can be used. All these regulatory changes require the development of new technologies to reduce emissions. In addition, there will be a cost of emission/non-compliance, which provides also financial incentive for improvement.

DF LEAN BURN OTTO PROCESS IMPROVEMENT AREAS The development of the next generation Dual Fuel low pressure concept started in 2017. The focus of the early internal research activities was to tackle the main weak points of the lean burn otto combustion: the high sensitiveness to air-fuel ratio and varying cylinder specific condition, the cycle-to-cycle instability, the flame quenching towards the combustion chamber walls, the crevices dead volumes. In the dual fuel engines, most of these shortcomings are related to how the charge is ignited and consequently the flame front propagates throughout the combustion chamber space. In fact, any perturbation in the pilot liquid fuel spray formation, variation in the cylinder thermal condition and air-gas mixture composition is triggering a certain degree of instability resulting in not optimal engine performance, mostly visible at part load where the lower charge energy density is enhancing these phenomena. The result is a noticeable IMEP and Pmax cycle to cycle variation, quantifiable in a measurable loss of engine efficiency and increased level of carbon monoxide and methane emissions. Furthermore, the flame front by getting weaker at the outer periphery of the combustion chamber is magnifying the dead volume effect making more difficult to burn the trapped gas in the crevices. In particular, the engine hydrocarbon emissions are generated by the following three main sources [4] (Figure 1): the incomplete combustion at the periphery of the combustion chamber (bulk quenching), the short circuit between intake and exhaust port (scavenging losses) and the cylinder dead volumes (crevices). Therefore, the R&D development focus is to minimize all of them, with particular attention to the bulk quenching at part load.

Conference Paper

Figure 1. The three main sources of hydrocarbon emission in dual fuel lean burn otto gas engine.

THE NOVEL DUAL FUEL COMBUSTION PRINCIPLES Given the limiting factors of the current DF concept, the goal was to develop a combustion system with more spatial distributed and stable ignition source, moving away from a relatively slow and stochastic flame propagation especially in the medium and low load range. The ideal target was to achieve a combustion patter resembling the “knocking event” but controlled. The knocking event is determined by the pressure-temperature history of the fuel mix during the firing compression stroke, when a certain thermodynamic condition is met, the charge self-ignites in a violent and complete combustion. This is a situation typically unwanted but if domesticated and made controllable, would result in optimal engine performance (Figure 2). The followed approach is to actively control the in-cylinder thermodynamic condition at the edge of the autoignition limit. This is made possible by fully exploiting the hardware flexibility given by the fuel injection and valve train systems in combination with cylinder wise triggers. This logic is associated to robust software functionalities actively monitoring and continuously adapting the main control parameters (e.g. fuel injection settings) based on the feedbacks form real-time crank resolved heat release data calculated from the in-cylinder pressure sensors signal [5]. In this way it is possible to maintain stable the combustion process to a set target independently from the cylinder boundary conditions like the configuration specific volumetric efficiency, the fuel quality, the charge air temperature and pressure. The resulting thermodynamic process is fast and complete with a significant reduction in terms of hydrocarbon emissions while leading to a superior efficiency. In order to not exceed the optimal firing pressure level at any given load, the combustion duration must be kept within a certain window by acting on the charge air pressure. This implies a higher air-fuel ratio demand compared to standard DF. The concept is therefore naturally over-boosted resulting in a very low combustion peak temperature that drastically cut the NOx formation down to single digit ppm concentration in the exhaust gas. This NOx reduction, more than 90%, is another clear benefit of this novel technology.

Conference Paper

Figure 2. Wärtsilä 20 combustion firing pressure comparison at 50% load. The new technology on the left shows faster and more repeatable combustion pattern compared to the standard DF reference on the right.

CONCEPT FEASIBILITY ON WÄRTSILÄ 6L20DF RESEARCH ENGINE The concept feasibility was evaluated in 2017 and 2018 on the Wärtsilä 6L20DF research engine located in in Vaasa Laboratory, Finland. This testing platform was chosen for its flexibility since the engine is equipped with both a performing common rail fuel injection system, with accurate control of pilot/main quantities, and a prototype Electro-Hydraulic Valve Actuation (EHVA) system allowing full variability of the valve timing. Furthermore, it is fitted with an efficient 2-stage turbocharging system that enables the power density to be on a level comparable with the latest products launched by Wärtsilä on the market. The combustion related control functionalities can be easily designed utilizing a “fast prototyping” approach based on commercially available programmable modules (FPGAs) operable with dedicated software. The biggest challenge in getting the concept to work was to compile effective algorithms for the closed-loop controls based on processed data from the in-cylinder pressure signal, to act effectively on the hardware flexibility (fuel injection and valve train) both dynamically and as mapped values versus load and engine speed (Figure 3).

Figure 3. Closed-loop combustion control schematic principle.

Conference Paper The starting point was the available software package of the latest Wärtsilä DF engines [6]. This one was further developed adding the extra features needed for enabling the novel combustion mode in a wide operating range. During the concept development it became evident that certain key components would require redesign. To extend reliably the novel combustion operation in a large power range it was in fact necessary to customize the valve timing, to adapt the compression ratio, the piston top shape, the injector specification and eventually increase the computational capability of the combustion control modules. Eventually the test results were extremely good: 50% reduction on the methane slip and up to 95% on the NOx. In large part of the operative field the efficiency was from 2% to 4% higher than the reference because of the reduced combustion duration and of the improved stability measured as cycle-to-cycle firing pressure deviation (Figure 4).

Figure 4. Measured Improvements in Methane and NOx emissions on the W6L20CR 2sTC. Furthermore, the concept was verified to be insensible to variation of the boost pressure (airfuel ratio) in a wide range around the optimum. Therefore, the engine operation is expected to be more robust since it should be less affected by the reaction of the turbo system in changing ambient conditions, by the engine cylinder configuration and by the components and sensors production tolerance.

SCALING UP THE CONCEPT FROM SMALL BORE TO MEDIUM BORE ENGINE The W6L20 promising results triggered the decision in 2019 to investigate the scalability of the concept. For this purpose, it was planned a short test on the SCE with standard W31 hardware set-up [7]. At the same time Wärtsilä applied, in a consortium within the Seatech project, to H2020 EU funding aiming to further develop this promising concept into a viable engine technology. The outcome of the W31 SCE exploratory test was aligned with the W20 experience (Figure 5). Therefore in 2020 it was planned a further optimization campaign on both the W31 SCE and W6L20, while the hardware and software design activities started with the goal to upgrade the W10V31DF laboratory prototype to the new set-up. In the meantime, Wärtsilä got granted the funding by EU and the Seatech project went live in June 2020 [8], this favourable event further strengthened the focus to get the proto up and running.

Conference Paper

Figure 5. Wärtsilä SCE engine in VEL (Vaskiluoto Engine Laboratory) Vaasa, Finland. In orange the methane emissions of the new combustion mode compared to the standard DF in black. The 300 cycles firing pressure overlays show the improved stability compared to reference. The work was split between the three testing platforms according to following principle: n W31SCE: combustion system optimization (injector specification, valve timing strategy, combustion component design selection) and steady state parameters mapping. n W6L20CR DF 2sTC: application functionalities development for transient operation and varying gas and fuel quality. n W10V31DF: Performance verification, concept fine tuning and technology validation

(design assurance and endurance test).

In 2021, after the successful results of the full scale proto, it was decided to go for a pilot installation. A clear opportunity was given by the newly inaugurated Aurora Botnia ferry vessel where a special collaboration between the owner, Wasaline, and Wärtsilä was settled to use the ME3 engine as a possible field-testing platform. The overall plan was therefore updated, setting the milestone to start-up the W8V31DF pilot installation by end 2022. The final concept performance was aligned with the project targets; similar reduction level was reached in terms of NOx, CH4 and CO2 emissions as previously measured on the W6L20 research engine. Among all the activities run on the prototype, a very relevant part of them was to stress the engine operation in varying boundary conditions. Particular care was put in validating the engine controls, designed to keep the combustion stable irrespectively of the ambient temperature, humidity, gas methane number and pilot fuel cetane index. The achieved result is visible in the Figure 6, where the efficiency, methane slip and NOx emission are very stable regardless of the boundary conditions.

Conference Paper

Figure 6. Wärtsilä 10V31DF laboratory engine performance measured in different conditions: ambient temperature, charge air temperature, pilot fuel quality and gas methane number. The endurance testing run in the first half of 2022 was mainly focused on the transient engine response. Since the purpose was to stress the controls, several sessions of wave loading (+/20% variation at high load), step loading, and ramp loading were included in the plan.

AURORA BOTNIA PILOT INSTALLATION As mentioned in the previous chapter, in the early phase of the W31 concept development, soon after the first promising engine prototype results, it was decided to look for a pilot installation to finalize the validation and test this innovative technology package in real field operation. For this purpose, it was identified the Aurora Botnia vessel, a cruise ferry connecting daily the City of Vasa in Finland, Wärtsilä R&D hub, to Umeå in Sweden across the 50 nautical miles of the Gulf of Bothnia in the Baltic Sea. This modern vessel, built in Rauma shipyard, whose maiden voyage took place in August 2021, is equipped with 4 x Wärtsilä 8V31DF multi-fuel engines. One of these four engines, the main engine number 3 (ME3) is covered by a special agreement between Wärtsilä and Wasaline, the vessel operator. According to this agreement Wärtsilä has the possibility to upgrade it regularly and use it for selected field testing. A special steering committee including Wärtsilä and Wasaline members was established to judge and eventually approve the upgrade proposals. The conversion of ME3 to the novel combustion concept was therefore discussed and approved in the early project phase with the target to “go live” in the second half of 2022 after the summer high season. The conversion took about 21 days and was completed by the 26th of September. The new engine set-up was commissioned afterward, and the engine performance was confirmed to be consistent with the W10V31DF laboratory prototype. After the conversion, the ME3 engine accumulated by the July of 2023 around 1300 running hours, about 50% of them in gas mode. The running profile of the Aurora Botnia engines has been analysed considering one-year operating data from September 2021 to September 2022. Each engine is running roughly 3000 hours in a year, producing ~7 GWh mechanical energy. The ferry has three main operating modes: a harbour mode whose load is around 10-20% and two sailing modes, one around 5575% load and the other one around 85% (Figure 7).

Conference Paper

Figure 7. Aurora Botnia engines yearly operating profile. By knowing the actual vessel’s operating profile, it was possible to estimate the impact of the novel combustion technology in terms of yearly emissions. Therefore, using the available data from the laboratory prototype engine, the calculated CO2eq was compared against the current DF and the Diesel version of W31. In the picture was also added the W32 diesel, very wellestablished product on the market, to show the platform design impact on the performance. Benchmarking the result against the W32 reference, the calculated CO2eq reduction is over 20% and up to 30% in case biodiesel is used as pilot fuel. When taking as reference the production W31DF the relative improvement is in the range of 10% (Figure 8). Furthermore, considering specifically the NOx and CH4 emission, the novel combustion concept results in a sharp improvement over the conventional DF in the yearly operation; the calculated reduction is respectively over 90% in NOx and 60% in CH4 emission.

Figure 8. CO2 eq emission comparison calculated according to the actual Aurora Botnia operative cycle. Factor 28 is used for the CH4 equivalency (GWP 100). In the Aurora Botnia vessel two out of four engines are equipped with an SCR system that includes a Smart NOx sensor for the emission monitoring and the urea dosing control. One of these engines is the ME3, the one converted with the novel combustion setup. It was therefore possible to collect a large amount of data (1s timestep) and plot the NOx emission of the standard W8V31DF (ME2) against the new technology prototype (ME3). The ME3 results in Figure 9, expressed in logarithmic scale, show, in addition to the extreme low NOx level, the superior stability in operation especially during the transients (max ramp rate +/- 2 %load/s).

Conference Paper

Figure 9. Steady state and transient NOx field measurements with 1s timestep. ME2 is the standard W8V31DF while the ME3 is the one upgraded with the novel combustion technology package.

SUMMMARY AND CONCLUSIONS The marine emission legislations both worldwide (IMO) and locally (EU and ECAs) are developing fast with the aim to cut both the local harmful pollutants (NOx, SOx, PM) and the global maritime CO2 emission, including powerful greenhouse gasses like the CH4 and the N2O. The emission monitoring and recording, including the ongoing work to set guideline for the well to wake CO2 calculation, is further strengthening the importance of the actual vessel performance in the entire lifecycle. In this contest, driven by the global strive towards the decarbonization, there is a strong push in developing technologies that improves the operational efficiency and cut the emissions. Considering the worldwide available fuels and infrastructure the DF gas-based power solutions are a cornerstone in the path towards the carbon neutral power sources and related technologies. Wärtsilä, being an industry leader in the gas technologies and in accordance with the company decarbonization strategy, has recently put a considerable R&D effort in developing the next generation of its DF lean burn gas engine, addressing in first place the methane emission and the operational efficiency at site condition. The outcome is a set of technologies, enabling a novel combustion concept, that leads to a drastic reduction of the CH4 and NOx emissions resulting in an overall CO2 equivalent improvement of 10% compared to the best products currently available on the market. The development work started in 2017 on the W6L20CR 2sTC research engine and the initial promising results drove the decision to scale up the technology to medium bore. This proposal was included in the Seatech project within the H2020 EU funding scheme and approved for execution in June 2020. Since than the activities were ramped up on three platforms: on the SCE for the combustion system development, on the W6L20CR for the controls development and on the W10V31DF lab prototype for the full-scale validation.

Conference Paper During this process it was also decided to pilot the concept on the Aurora Botnia RoPax vessel, upgrading one of its four W8V31DF with the new technology package. The retrofit work took place in September 2022 and by end of the year the engine accumulated about 300 hours in gas mode. The first field measurements are fully confirming the expectations from the R&D laboratory results showing the step change in the performance level of this novel concept. Finally, the newly developed combustion technology goes beyond just the LNG applications. In fact, the enhanced hardware flexibility of the fuel injection and valve train systems combined with the advanced combustion closed-loop controls will serve as a solid platform for building in future effective performance concepts largely based on Hydrogen and Ammonia as energy carrier. Early laboratory tests indicate this potential, showing the road along the decarbonization path of the marine industry.

REFERENCES AND BIBLIOGRAPHY [1] IMO document MEPC 72-17 Report of the Marine Environment Protection Committee on its SeventySecond Session, Annex 11 [2] IPCC sixth assessment report; Climate Change 2021: The Physical Science Basis https://www.ipcc. ch/report/ar6/wg1/ [3] https://climate.ec.europa.eu/eu-action/transport-emissions/reducing-emissions-shipping -sector_en [4] Järvi Arto. 2010. Methane slip reduction in Wärtsilä lean burn gas engines. CIMAC congress Bergen. Paper 106 [5] Rösgren J., Vuollet T., Kaas T., Kuusisto Jari. 2016. Next generation UNIC automation system to enable Wärtsilä 31 performance. CIMAC congress Helsinki. Paper 096 [6] Delneri D., Sirch G., Germani M., Zubin Luca. 2019. Enhanced Flexibility in Gas Engine Operation for Marine and Power Generation Demanding Applications. CIMAC congress Vancouver. Paper 093 [7] Astrand U., Aatola H., Myllykoski Juha-Matti. 2016. Wärtsilä 31 - World´s most efficient four-stroke engine. CIMAC congress Helsinki. Paper 225 [8] https://seatech2020.eu/

Speaker

Recreated PMS

JANNE POHJALAINEN Global Product Line Manager, ABB Dynafin™, ABB Marine & Ports

Speaker

PRABHAT KUMAR JHA Group Managing Director and CEO, MSC Shipmanagement Ltd

BIOGRAPHY Prabhat is the Group Managing Director and CEO of MSC Shipmanagement Limited, Cyprus. MSC Shipmanagement Limited is the biggest in-house Ship Management company in the world and has a proud policy of exclusively managing only MSC-owned vessels. Today it manages over 300 vessels and ensures the highest technical standards and a first-rate commitment to safety and punctuality. It is part of the world’s 2nd largest container shipping company, Mediterranean Shipping Company S.A., headquartered in Geneva, Switzerland. MSC Group has one of the youngest and greenest fleets among the world’s leading shipping lines. MSC Shipmanagement is among few companies whose entire fleet is certified with ISO 9001,14001, 50001, 26001, 27001 and 45001 standards. Prabhat is a Marine Engineer and his career at sea was on various kinds of vessels up to the rank of Chief Engineer. After stepping ashore as Technical Superintendent, he continued to pursue his quest for knowledge and completed MBA in General Management & Finance from the University of Liverpool and the Advanced Management Program from IESE Barcelona. He has played a key role in the set-up of MSC Shipmanagement Limited Hong Kong in 2005 and subsequently MSC Shipmanagement Limited, Cyprus in 2008. MSC Crewing Services Limited India and MSC Crewing Services Ukraine are under his direct responsibility and he is a board member of all these companies. Under Prabhat’s leadership, the company has increased its managed fleet nearly ten times since its inception in 2008 and has the highest crew retention rate (98%) in the industry. Prabhat is also a member of the Board of Directors of Cyprus Chamber of Shipping and Vice Chairman of the Cyprus Maritime Academy and Vice President of Shipowners Association of Portugal.

Speaker

STAM ACHILLAS Head of Business Development & Sales, 2-Stroke Decarbonisation Solutions, Wartsila

BIOGRAPHY Stam Achillas spearheads the global commercialisation and business growth of 2-stroke decarbonisation solutions at Wärtsilä Services Switzerland. Growing up in a seafaring family, Stam started his career as a marine engineer officer on board vessels. After further studies in Mechanical & Marine Engineering, he entered the field of diesel engine development with Cummins. He later joined Kraus-Maffei Wegmann (KMW) in the defence industry and led production and service departments. As a senior project manager with Wärtsilä/WinGD in Switzerland and later with AVL in Austria, Stam led the development and productization of 2-stroke and 4-stroke diesel and dual-fuel engines for marine and power generation applications. Before re-joining Wärtsilä, Stam headed the global product management function for the 2-stroke turbocharging portfolio at ABB Turbocharging (Accelleron).

Ofﬁcial Global Distributor for Crepelle Engine Spare Parts

Distribution Partner for Large Diesel Engine Spare Parts

DAY 2

Chairman

Recap of day 1 by Chairmen

LARS ROBERT PEDERSEN Deputy Secretary General, BIMCO

A safe, sustainable, available, and affordable marine fuel; 2020-compliant, reducing maritime emissions today; and providing a low carbon pathway.

www.methanol.org

SESSION 4

Panel discussion: LNG beyond transition

PANEL DISCUSSION

New generation of LNG fuelled container vessels: what has been improved and what will come next?

Moderator

LARS ROBERT PEDERSEN Deputy Secretary General, BIMCO

Panellist

CAN MURTEZAOĞLU Business Development Manager, EMEAI, Commercial Division, GTT

BIOGRAPHY Can Murtezaoglu joined GTT at the start of 2023 as a Business Development Manager, responsible from all GTT products and services, with a special focus on countries such as Germany, Denmark and Turkey. Prior joining to GTT, Can held executive roles in international energy firms, specifically covering Energy, LNG and Technology industries. He is fluent in Turkish, English and French and holds a Bachelor’s degree (2013) of Electrics and Electronics Engineering from Turkey’s Koç University and an MBA degree (2022) from HEC Paris.

Conference Paper

New generation of LNG fuelled container vessels: Improvements and Next Steps Introduction The shipping industry accounts for about 3% of the global energy related CO2 emissions. In order to shave off such accounted CO2 emissions for the shipping sector, the World needs technological innovation at its best, policies that shoulder the stakeholders and a collaborative attitude which will enable the integration of low and eventually zero-emission fuels and related technologies for the marine vessels. As of today, there are alternatives for new generation fuels yet, realistically speaking, LNG stands out as the only option to bridge the transition from polluted liquid fuels towards zero emission fuels; such as synthetic LNG / e-LNG, NH3 or similar.

Figure 1. LNG and Methanol Trajectory vs Fuel EU Maritime Regulation In the above figure (Fig.1) you can see the example of the Fuel EU Maritime’s proposal, designed to accelerate shipping decarbonisation by setting out a stringent GHG reduction trajectory. Slightly more advanced than IMO, and still impacting a large number of trades. As seen above, LNG, as produced today, is easefully compliant until 2035. Whereby from there on LNG fueled ships can migrate to burn zero emission fuels as mentioned above. This is why LNG is the best option to comply with the current regulations. GTT is committed to do its part and therefore, develops cutting edge technologies to help the Energy and the Shipping industries to drastically cut their emissions. GTT is reducing the carbon footprint of LNG carriers through greater energy efficiency and lower vessel construction and operating costs. The technologies developed by GTT have already made it possible to reduce the CO2 emissions of LNG carriers by nearly 50% since 2011. Likewise in digital segment, a GTT company; Ascenz Marorka designs new solutions for the maritime industry by providing state-of-the-art solutions for economic and environmental optimizations.

Conference Paper

Moreover, zero carbon solutions are being developed by GTT and its ventures (i.e. NH3-ready vessels and NH3 focused on-shore storage tanks, liquid H2 carrier or wind-assisted propulsion systems for vessels to reduce emissions) are designing tomorrow’s solutions, facilitating to overcome the challenges in the energy mix. As the maritime industry paves its way towards decarbonization, GTT leverages its recognized technologies and expertise in LNG by adapting its state-of-the-art membrane containment systems to meet the needs of ship-owners who desire to equip their vessels with LNG propulsion system, in particular to equip their merchant vessel fleets. The Group is also developing solutions dedicated to the entire logistics chain and bunkering operations. Parallel to these, the technology that enables ships to be fueled with LNG keeps gathering momentum in the maritime industry. This LNG revolution has already taken off. With more than 800 large LNG fueled vessels at sea by 2025, LNG is overtaking scrubbers and becomes the preferred choice as an alternative to conventional and more polluting propulsion. GTT has been at the forefront of this transition, leveraging its widely recognised technologies and expertise in LNG. In the “LNG-as-Fuel” business segment, GTT offers the best technologies for alternative fuels by enabling maritime industry’s decarbonisation, equipping new types of vessels.

Recent Developments GTT’s Mark III technology equips most of the large LNG Dual Fuel container vessels, from medium size (7,000 TEU) to ultra large CV (23,000 TEU), as well as Ponant’s iconic polar exploration cruise ship Le Commandant Charcot and several LNG bunker vessels. GTT recently continues to expand its portfolio of solutions to offer owners new generation LNG fuelled vessels with higher flexibility and reliability. In parallel, GTT is continuing to develop trailblazing technologies to meet the demand of the industry. GTT’s Mark III LNG containment system technology for fuel tanks has demonstrated its relevance and performance for LNG Dual Fuelled (DF) vessels, saving cargo space while optimizing vessel energy consumption thanks to improved thermal performance. Recently, LNG Fuelled Ship (LFS) designs have seen significant improvements. Furthermore, in the course of this year (2023) we expect to witness even further “first-of-its-kind” developments for membrane container vessels such as: n delivery of the first vessel with NH3 ready features, n first delivery from a South-Korean yard, n first “medium-size” LNG fuelled container ship n delivery of the first vessels equipped with GTT RECYCOOLTM recondensor technology, which enables much easier and efficient BOG management with ME-GI propulsion. GTT is steadfastly working on the next generation LNG fuelled vessels, by developing technological components such as increasing the maximum pressure in membrane tanks and improving thermal performance. Without hesitation, this will further enhance operational flexibility and decrease the methane slip while ultimately reducing the cost for the operators. Now, let’s investigate these above-mentioned novelties and innovations more elaborately below to understand how these new solutions allow reducing the vessel carbon footrprints and create further benefits for all stakeholders.

Conference Paper LNG Fuel System 101 We can start by remembering how an LNG fuel system is designed to operate. First, let’s recall some of the key functions of “LNG-as-Fuel” System. The primary purpose of this System is to feed the engines with LNG in order to generate propulsion power for the vessel. Secondly, the System allows electrical power to be generated which will be used as the hotel load; the power consumed by all systems other than propulsion power, e.g. lighting, refrigeration, water desalination and treatment, etc. Boil-off is also managed within the System using consumers or, in exceptional cases, by the boiler or the vent mast.

Figure 2. LNG fuel system functioning chart

RECYCOOL™ With evolving environmental rules, LNG fuelled ships are required to be more energy efficient and emit less hydrocarbons; 2-stroke high-pressure engines often appear as the engines of choice for LNG Fuelled Ship main propulsion due to low methane slip and high power efficiency. With such high-pressure engines, finding a reliable, cost effective and easy to operate boil-off gas (BOG) management system often appears as a complex equation, which GTT has managed to solve this issue by offering an active BOG management solution called Recycool™ which is an environmentally friendly technological solution for reliquefying excess boil-off gas from LNG-powered vessels equipped with a high pressure engine. Recycool™ system recovers cold energy from vaporised LNG to power the engine hence, significantly reduces CO2 emissions from LNG-powered vessels. Recycool™ is a recent breakthrough that GTT brought into market which enables to reduce greenhouse gas emissions and improves efficiency, creating savings for the ship owners.

Conference Paper

Figure 3. Recycool™ application inside a LNG fueled containership Let us see the technical background of the Recycool™ technology from a closer look: When and if the auxiliary engines cannot consume all the BOG from the LNG fuel tank for a long period, the main engines have to consume such excess gas in order to avoid venting to the atmosphere or any waste in a Gas Combustion Unit / Oxidizer / Gas boiler. This natural gas consumption process in main engines typically requires the implementation of a high-pressure compressor, with 300 bar delivery pressure, which comes with several drawbacks: n High OPEX to produce 300 bar, n High wear & tear frequency of compressor internals as gaskets, piston rods, bearings, etc. leading to high maintenance frequency and reduced availability, n High CAPEX due to multiple compression stages and material selection, n Other implications such as requested spare parts, 300 bar piping system, requested power load on installed electric switchboard system. In this context, GTT has collaborated with several fuel system integrators to introduce a simple, low CAPEX solution, capable of securing BOG management and improving operability of any LNG fuelled vessel running with a 2 stroke high pressure engine. This is what we call Recycool™; basically functioning as a boil-off recondensor.

Conference Paper The Recycool™ principle consist of recovering the cold power available when LNG is sent to 2 stroke high pressure engines in order to reliquefy BOG whenever there is an excess before sending it back to fuel tank. In fact, 2 stroke high pressure engines require LNG to be heated to +45°C from cryogenic conditions, leading to a high amount of cold energy being available. This cold energy is recovered in two locations: before the high pressure pump and in a pre-cooler located between the high-pressure pump and the high-pressure vaporizer. In operation, Recycool™ will help storing the cold temperature inside the LNG fuel tank in order to reduce the boil-off gas quantity when the main engines are not running anymore (e.g. idling, bunkering, cargo loading/unloading). As a result, any excess BOG is removed or at least significantly reduced, providing flexibility to operators while improving OPEX and CII rating. Recycool™ is an integrated system, which makes it compact and able to reach very high efficiencies. As an outcome of fruitful discussions with equipment makers, the pre-cooler and the high pressure vaporizer have been combined into one single system, making Recycool™ even more compact and competitive (see Fig 4. below).

Figure 4. Recycool™ working principle scheme When combined with a shaft generator (PTO), a dedicated study on a 15,000 TEU LNG fuelled container ship has shown that Recycool™ improves LNG fuel system OPEX savings from 2% (PTO only) to 5% (PTO + Recycool™). Not to forget that by limiting the burden on auxiliary engines, the methane slip is reduced as well. Some system integrators (currently Nikkiso ACD and Cryostar) propose Recycool™ in their high-pressure skids. Shipyards will deal with integrators who in return will interface with GTT to optimize and fine-tune the Recycool™ integration in the high-pressure skid, considering project specificities. Recycool™ can be proposed on any LNG fuelled vessel equipped with a high-pressure engine, regardless of the LNG fuel tank technology (e.g. Membrane type or others such as; type-A, type-B, type-C). This system is designed to be able to safely disconnect with ease whenever required without impacting fuel supply to the high-pressure engines.

Conference Paper Increased pressure in Mark III LNG fuel tanks LNG fuel tanks using Mark III technology, fitted for instance on Container Vessels, will typically have a design pressure of 0.7 barg. Based on decades of experience acquired on LNG carriers and return of experience of the first Mark III containerships in service, this standard 0.7 barg design is well suited to LNG fuel applications and provides sufficient operational flexibility. However, the smaller size of LNG fuel tanks compared to LNG cargo tanks means that limited modifications to a conventional 0.7 barg Mark III LNG fuel tank can permit going to 1 barg or even up to 2 barg (for tanks of limited height) operations. This gives operators greater flexibility for specific applications. Offering an increased pressure range has several advantages: n Increased holding time (with and without gas consumption), particularly useful for cold ironing or in case of long idling phases, n The ability to bunker LNG with warmer temperatures (from “lower quality” supply chain) when necessary, n Greater flexibility with regards to high transfer rates and vapour return management, n Minimise risk of wasting BOG during low consumption phase or venting BOG in case of emergency. All technological components have been developed by GTT and validated in order to apply increased pressure in the Mark III fuel tank. The impact on the fuel tank design is actually limited, and mainly concerns the reinforcement of the steel structure surrounding the fuel tank and the tank interfaces, especially the dome(s) – the area where all the pipes penetrate in the tank. Applying a maximum design pressure of 1 barg keeps the typical Mark III LFS combined rectangular dome, with slightly increased top cover thickness. For type-C tanks, going up to 2 barg design pressure requires the use of an unergonomic circular dome, with a limited diameter. GTT has developed a dedicated combined dome, designed to handle gas and liquid pipe crossings (see Fig. 5 below). This allows a limited vertical footprint, ideal for reducing the impact on the vessel design.

Figure 5. 3D view of the man hole / material passing hole and the combined gas/liquid circular dome From a regulatory perspective, going beyond the limits set by the IMO IGF Code requires the use of the prescriptive requirements of the “Alternative Design” approach and going through a methodical and formatted process, in order to demonstrate that the level of safety is at least equivalent. GTT strives in this manner to offer the best solutions to tackle any and all technical obstacles.

Conference Paper NH3 AiP GTT teams has been working on the development of an upgrade for the Mark III containment system since a considerable amount of time, in order to enforce this system with “futureready” specifications. In this sense, GTT has granted approvals from international classification societies such as BV and Class NK. In addition, the latest endorsement in this direction came from DNV whereby the Class assessed the ammonia readiness of GTT’s containment system and found to comply with the rules and regulations of DNV, which are also outlined below: n International Code of Safety of Ships Using Gases or Other Low-flashpoint Fuels (IGF Code) n DNV GL Rules Pt.6 Ch.2 Sec.14 “Gas fuelled ship installations - Gas fuelled ammonia” – 2022 July edition With such endorsements, GTT has opened a new page in the LNG Fuelled Vessels market whereby now, investors that desire to have their vessels delivered with NH3-ready specifications have a valid and secure path to follow.

Delivery of the First NH3-ready Vessel The pioneers in this area were the ship-owner Seaspan and its charterer ZIM. GTT systems and technologies were chosen for 5 vessels (15,000 TEU), each having a net tank capacity of 12,000-cbm. Having designed with GTT’s Mark III (270mm) tanks, these vessels are equipped with unmatched operational flexibility and reliability whereby are also endorsed with the NH3Ready notation from DNV.

Figure 6. Seaspan’s LFS Container Ship (chartered by ZIM) – GTT Mark III Containment System

Conference Paper It is expected that the Samsung Heavy Industries (SHI) Shipyard will deliver the first vessel by the end of October 2023 and the fifth and the final one will be delivered by 2024 Q2.

Figure 7. Seaspan’s LFS Container Ship (chartered by ZIM)

First delivery from a South-Korean Yard & delivery of first medium-sized LNG fueled container ship Another pioneer ship owner who invested in a state-of-the-art LNG fueled vessel with avantgarde and visionary ambitions was the French giant CMA-CGM. CMA-CGM ordered 10 LNG fueled container vessels from SHI, each equipped with Mark III HD containment system and 6,000-cbm LNG tank capacity. These container ships are also the first medium-sized LNG fueled vessels with 7,000 TEU cargo capacity. More interestingly, in order to increase the BOG efficiency, these vessels are equipped with GTT’s Recycool™ system, which enables the ship-owner and the charterer to have an all-in one design under hand, creating operational, technical and therefore commercial advantages.

100

Conference Paper

Figure 8. CMA-CGM’s 7,000 TEU LNG Fuelled Container Ship built in SHI Shipyard

LNG is the most reliable and realistic bridging solution towards decarbonisation Thanks to its unique technologies and constant innovation efforts, GTT is fully committed to the challenges of global decarbonisation, particularly in the maritime and energy sectors. The Group continues bringing new innovative solutions on its core business (FLNG, FSRU, LNGC) whilst diversifying its offerings through adjacent technologies and strengthening its services and digital technology. GTT has set its mission as to conceive cuttingedge technological solutions for an improved energy efficiency by bringing passion for innovation and its technical excellence to the customers, in order to meet their transformation challenges. GTT teams are at the cornerstone of this mission. Committed and united, experts at GTT are determined to contribute to inventing a sustainable world. The recent developments in the LNG Fuelled Vessels market and the perseverance of all stakeholders (i.e. investors, owners, shipyards, technology and solution partners such as GTT) are highly promising factors which proves us that when and if we continue working and collaborating together for a better future; decarbonizing the Maritime Industry is possible.

101

Panellist

TOM STRANG SVP Maritime Affairs, Carnival Corporation & plc

BIOGRAPHY Tom is a chartered Naval Architect who started his career in British Shipbuilders in Barrow-inFurness. He then joined Lloyd’s Register where he was involved in all aspects of shipbuilding and ship survey, finishing up as a Senior Passenger Ship Specialist. He joined Carnival Corporation & plc in 2000 and has had a variety of senior roles across the group, including three years as SVP Marine Operations for Costa Cruises. Now SVP Maritime Affairs, Tom is based in the UK where as well as being responsible for Carnival’s LNG strategy and ship recycling he is leading our engagement on regulatory aspects of decarbonisation.

102

Panellist

KRISTIAN MOGENSEN Promotion Manager Two Stroke, MAN Energy Solutions

BIOGRAPHY Kristian Mogensen is working as a promotion manager for MAN-ES in Copenhagen, where he assist and support various of stakeholder in the Marine Sector. He started his career as a seagoing Marine engineer, later went ashore to work with energy efficiency in a shipping company. In 2015 he started in MAN-ES 2-Stroke operation department. During his five years in the operation department Kristian was the author of serval service letters and operational guidelines, as well as responsible for the lubrication oil strategy for the LNG burning engines.

103

Panellist

CAPTAIN MICHAEL BEHMERBURG Global Fuel Purchasing, Director Green Fuels, Hapag-Lloyd AG

BIOGRAPHY Michael started his career with Hapag-Lloyd in 1985 as an Engineer for Ship Operations (Master Mariner and Chief Engineer Licence). After serving in various positions on board a large container vessel (Nautical and Technical Officer), he took over his first command as Captain in 2004. In 2015, he joined the Fleet Management Department and was in charge of a project to sell and buy 16 “old ladies” for environmentally friendly recycling. In 2016 he established the ROB team as a central unit under the Purchasing & Supply department. Michael was the project manager for the first conversion of a large container vessel to LNG and was responsible for the fuel conversion of the entire fleet towards 2020. He is currently Director of the Green Fuels Team, responsible for sourcing and securing future sustainable fuels for the entire Hapag-Lloyd fleet.

104

Forward on the transition to alternative fuels with Cyltech 40 XDC

SESSION 5.1

Ammonia

106

Moderator

LARS ROBERT PEDERSEN Deputy Secretary General, BIMCO

107

Speaker

CHRISTIAN KUNKEL Head of Combustion Development (4-stroke engines), MAN Energy Solutions

BIOGRAPHY Christian Kunkel joined MAN Energy Solutions in the year 2014. He is currently responsible for the combustion development for the 4-stroke engines and is heading the MAN-internal “Functional Competence Center - COMBUSTION”. A great scope of his and his group’s work lies on CO2-neutral and CO2-free combustion concepts for the Marine and Power Applications. Furthermore, he is the project-leader for the BMWK-funded project “AmmoniaMot”. He represents MAN in the FEV expert group “Engines” and is in the scientific advisory board of the EU-funded project HiPowAR. After studying mechanical engineer at the KIT in Karlsruhe he started his career as a development engineer in the pre-development department at MTU Friedrichshafen (RollsRoyce Power Systems) in the year 2007, where he mainly scoped on combustion development for diesel and gas engines. After seven years he left the MTU to join MAN Energy Solutions.

108

Speaker

DIETER HILMES Senior Sales Manager, TGE Marine Gas Engineering GmbH

BIOGRAPHY Dieter Hilmes, an educated mechanist, holds a diploma as certified engineer of Fachschule Maschinentechnik Osnabrück (Germany) and a certificate as Master Professional of Technical Management from the German Chamber of Industry and Commerce (CCI). During his time working in the combustion engine business, he gained fundamental experience as Sales Engineer for gas- and dual-fuel engines and fuel gas preparation systems. He joined the Business Development & Sales Department of TGE Marine as Engineering in 2019. His main focus is the Fuel Gas Systems (FGS) and FSRU business, dealing in close cooperation with ship owners, engine makers and shipyards.

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Conference Paper

Pathway to Zero Carbon Emissions – Ammonia as Fuel Almost all trade publications on the topic of future marine fuels consider ammonia to be one of the most important fuels for driving forward the decarbonisation of shipping. The leading engine manufacturers have announced that they will be launching combustion engines that can run on green ammonia in the next few years. Ammonia is already handled as cargo in many ports. Setting-up bunker hubs is therefore considered to be manageable. The first ships will be able to sail the world’s oceans using ammonia as fuel, well before the end of this decade. As soon as sufficient green ammonia is provided by the industry, the operation of these vessels will be CO2-neutral. TGE Marine has already the first fuel gas systems in its order book which will be delivered with an ammonia ready class notation within 2024. TGE Marine is particularly working on effective multi-fuel solutions with optimized pre- and future investment balance. One of the key factors is the max. utilization of the installed equipment in case the fuel is changed in the future. With these ready solutions, ship operators are well prepared for changing market environments. TGE Marine is seeing strong interest in ammonia as fuel and is acting as a competent partner to find specific solutions supporting the future needs of Owners, ship designers and yards. The focus is here on the integration of containment systems, reliquefication solutions and feed-systems to main engines within the ship, as well as to address the particular safety requirements when ammonia is handled onboard of a vessel. TGE Marine is well prepared to provide market-specific solutions for ammonia fuel gas supply and containment systems serving the needs of the marine industry.

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Speaker

MARCEL OTT General Manager, Application Engineering, WinGD

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Conference Paper

Bringing ammonia two-stroke engines to the marine market 1. Introduction In a paper to this conference last year, WinGD outlined the challenges that engine designers face and the research tools being deployed to bring safe, reliable and efficient ammoniafuelled engines to market. Time flies fast in alternative fuelled engine development, and in this updated paper we present highlights of WinGD’s investigations into combustion and engine parameters and the current status of development of the X-DF-A ammonia-fuelled engines series. WinGD has come a long way in two years, from our early investigations using third-party spray combustion chambers (SCC) in 2021 through the use of an in-house developed SCC reflecting two-stroke conditions, and onwards to the commissioning of a single-cylinder test engine with ammonia storage and supply in our Engine Research Innovation Centre in Winterthur. The first X-DF-A engines will be available for delivery from Q4 2024. The series has already been granted an approval-in-principle from Lloyd’s Register, giving shipowners the assurances they need to incorporate X-DF-A engines into vessel designs today. And concrete orders have emerged; X72DF-A engines will be installed on ten bulk carriers for delivery in 2025-2026, while another will bring X52DF-A engines into service before that. Further bore sizes will follow in 2026 driven by market demand.

2. The challenge Ammonia is a fuel unlike any other previously used in marine engines. It contains no carbon, which is its great advantage when it comes to reducing shipping’s climate impact. Although derived from hydrogen, it is much easier to handle and store at temperatures and pressures closer to ambient, and has a higher volumetric energy density, making it potentially much more suitable for use in deep-sea shipping compared to hydrogen. However, ammonia also has some characteristics that make its use as a ship fuel challenging. It is toxic, meaning that safety precautions need to be taken to eliminate leakage into either the air or the sea. Containing ammonia is challenged by its corrosiveness, meaning specific resistant materials need to be used, while its very low viscosity means that adequate sealing to prevent leakages is also essential. Further it does not offer much lubrication to moving parts, which must be taken into account when developing components with long life spans and overhaul intervals. These safety risks have a direct impact on the commercial engine concepts. For example, how can an ammonia-fuelled engine be maintained without risking the safety of those responsible for maintenance? How can they safely inspect or disassemble such an engine? And how does the engine room need to be vented to minimise exposure to even low levels of ammonia? The safety concept is just one area in which basic questions need to be answered. Ammonia both ignites and burns slowly, meaning that ignition and valve timings need to be considered carefully. This has implications for the combustion concept (how to admit and burn the fuel) and the fuel injection concept (how to pressurise the fuel and what materials to use). Further basic questions included understanding the emissions abatement concepts that will be needed for a commercial engine concept using ammonia. Emissions will include NOx, which is a potent air pollutant that is regulated against by IMO and the US Environmental

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Conference Paper Protection Agency. But N20 – or laughing gas - is arguably even more concerning as a strong contributor to global warming. The full emissions profile of ammonia had to be appreciated before abatement concepts could be considered. One challenge is the lack of validated models to allow for front loading and computational approaches. To develop an ammonia engine, understanding the combustion and emission formation is key. A design that fulfils all customer requirements can only be made with reliable computational tools. WinGD and its research partners have therefore needed to develop and refine this part of the R&D toolbox, iteratively checking their reliability at the same time as developing the engine design.

3. Research process The task of answering these questions and bringing an appropriate commercial engine concept to market can be broadly divided into three stages. By answering questions based on iterative experimentation and simulation, we can arrive at the engine concept. Later in the process, further experimentation helps to refine the concept design and analyse performance further. Finally, with a view to delivering a manufactured product, a range of other tests – including rig testing, single- and multi-cylinder engines and field testing – enable designers to validate the commercial concept. For example, when developing the injection system, the first step is to identify the best approach to distribute the fuel in the combustion chamber. From there, the requirements of the fuel injection – such as the number and position of injectors, fuel pressure, injector geometry – can be defined. During this development, the designed injector concept is proven and improved with simulations and later with experiments. Within this framework, the most promising concepts have been selected to maximize efficiency whilst minimizing emissions. The field is further narrowed by considering system safety and cost analysis as well as the results of tests.

4. Research tools WinGD has drawn on wide collaboration to advance its investigation of ammonia as a fuel and appropriate engine concepts. Collaborators include universities, class societies, engine builders, shipyards and ship operators. As an example of early-stage research collaboration, WinGD’s proprietary models for ammonia engine concepts were improved through work with universities to hone modelling of chemical mechanisms. Also with the use of university research facilities[1-3], WinGD used an optically accessible test rig - Flex-OeCos for example – to investigate combustion processes in an engine-like environment. The next stages of research have been undertaken in large part in WinGD’s own facilities and capabilities. Some of the key research facilities are listed below.

Spray Combustion Chamber The Spray Combustion Chamber was developed as part of the Europe-funded HERCULES project. This world-wide unique test rig has been used extensively to obtain a better understanding of combustion in large two-stroke diesel engines when applying conventional and alternative marine fuels. While universities and other research institutions have their own SCC facilities, these are more representative of automotive-scale engines. Thus most of the academic literature on ammonia combustion, which comes from investigations in these SCCs, is not scalable to the size and conditions of two-stroke designs.

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Conference Paper The in-house SCC at WinGD’s ERIC was therefore a significant advantage, allowing the company to conduct basic investigations into ammonia combustion in two-stroke engines for the first time. This knowledge now serves as a basis for assessing the impact of alternative fuels on combustion as well as emission characteristics. By developing the SCC further – including with the use of high-speed, high-energy laser technology and special optics in combination with an exhaust gas sampling system – combustion phenomena can be observed in configurations even more representative of actual engine combustion systems. This setup has been used for assessing the impact of clearly distinct alternative fuels on combustion and emission.

Future Fuels Lab WinGD has developed test rigs designed specifically to assess the performance of the newly developed fuel systems running on the alternative liquid fuels. These test rigs simulate the actual operation of injection systems in service at relevant conditions. The rigs typically include all key elements of the systems, including a variety of pumps, fuel distribution lines and injection actuation elements as well as the injection valves. Dimensions and arrangement of components and connecting pipes are selected such that the configuration can be considered as representative of an actual engine. The modular setup allows either simultaneous testing of different design variants or to facilitate the exchange of key components. On test rigs, the fuel is injected into a chamber and then recirculated to the inlet of the pump. This injection cycle is repeated, at relevant operating conditions, in the range of hundreds of thousands to millions of times. The injection system performance is monitored to identify any degradation that might occur due to fuel property peculiarities or unfavourable interactions with component materials.

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Single Cylinder Engine To accelerate fundamental research into fuel flexible engine concepts, WinGD has developed a Single Cylinder Engine (SCE) that will enable rapid iteration and validation before testing is scaled up to multi-cylinder engines. The SCE will be crucial in determining the combustion parameters and emission profile of ammonia and other clean fuels. The unique test engine relies on expertise from across CSSC; it was designed by WinGD, built by Hudong Heavy Machinery Co and commissioned at the China Shipbuilding Power Engineering Institute in Shanghai. It has now been installed within a dedicated building at WinGD’s Engine Research and Innovation Centre (ERIC) in Winterthur and has been commissioned for diesel running. Fine tuning and final calibration for ammonia operation have been made ahead of the first engine tests in Q2 2024. The multiplied power of the SCE combined with a two-stroke relevant SCC is that WinGD’s early investigations on the SCC and test rigs – combined with simulations and rapid prototyping – mean that the SCE testing and subsequent multi-cylinder testing are effectively validating the final engine design concept. This results in a faster route to a commercial design than testing multiple designs at single-cylinder or multi-cylinder stage, and has enabled WinGD to spend extra time ensuring the safety of its testing configuration and auxiliary systems.

5. Joint development projects As the development process continues, WinGD has also initiated joint development projects with multiple engine builders and ship operators to prepare for the production of commercial engines, as well as the fuel supply and emissions abatement systems that will be needed to operate engines with alternative fuels. WinGD has disclosed ammonia fuel technology developments involving two shipowners. In June 2023 it signed an agreement with AET Tankers and sister company Akademi Laut Malaysia to develop crew training on ammonia engines. In January 2023 it announced a partnership with

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Conference Paper CMB.TECH, a sister company of Belgian shipowner CMB, to develop ammonia-fuelled engines for eight 210,000 DWT bulk carriers. The developments are supported by strong collaborations with engine and ship builders in China, Japan and Korea. In June, WinGD signed a memorandum of understanding with Mitsubishi Shipbuilding Co. Ltd to prepare X-DF-A for application across a range of vessel sizes and for integration with the engine builder’s ammonia fuel supply system. This follows a development project with Hyundai Heavy Industries initiated in June 2022. The role of joint development in bringing an ammonia-fuelled engine to market cannot be understated. As well as ensuring operational aspects such as training are fully considered, and that auxiliary systems are also developed, WinGD’s joint projects have materially contributed to the design of a safe, efficient and reliable engine. As an example, the extensive HAZID and HAZOPS conducted as part of the collaboration with CMB.TECH were a key part of the assurances needed by Lloyd’s Register to grant an approval-in-principle to the X-DF-A engine concept.

6. Current status

To date WinGD has taken several important steps toward the development of ammonia engines. Experiments have verified combustion behaviour and emission formation calculated in early simulations. Using the SCC to compare the combustion of diesel with that of methanol and ammonia at different loads, WinGD was able to achieve similar combustion peak pressure for ammonia and diesel, despite the slower combustion of behaviour of ammonia. It was also found that changing the injection pressure of the ammonia injector influenced the ignition delay for ammonia. An increased premixed combustion peak was observed with higher injection pressures, with influences on performance and emissions, ammonia slip and nitrous oxide in particular. After considering multiple combustion concepts in the simulation stages, testing on the SCC has helped WinGD to identify its fuel injection, combustion and emissions abatement concepts for ammonia fuel in its X-DF-A engines. Liquid ammonia fuel injection in a diesel-like concept is preferred, helping to minimize ammonia slip and nitrous oxide levels. A high-pressure combustion concept will be deployed, with diesel pilot fuel supporting ammonia ignition. Minimising pilot fuel quantity will limit emissions of CO2, while nitrous oxide emissions can be controlled with combustion optimisation and engine tuning, supported by selective catalytic reduction (SCR) to meet Tier II or Tier III levels. A pilot fuel proportion of 5% has been defined as an achievable target, supported both by the superior combustion of ammonia in two-stroke engines, and the ability of WinGD’s common-rail system to deliver small doses of liquid fuel in a controlled manner.

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Conference Paper Using the diesel-cycle combustion concept, WinGD anticipates that X-DF-A engines will be able to achieve similar performance and efficiency as its conventionally fuelled X-Engines. The X-DF-A concept will be validated first on the Single Cylinder Engine, and then on our multicylinder test engines starting next year. The developments to date are in line with WinGD’s stated timeframe of having commercial ammonia engines in service from 2025.

7. References [1] Comparison of pilot fuel ignited premixed ammonia versus methane dual-fuel combustion, S. Wüthrich, P. Albrecht, P. Cartier, and K. Herrmann, Conference Proceedings - Rostock Large Engine Symposium 2022 [2] Optical investigation and thermodynamic analysis of premixed ammonia dual-fuel combustion initiated by dodecane pilot fuel, S. Wüthrich, P. Cartier, P. Süess, B. Schneider, P. Obrecht and K. Herrmann, Fuel Communications 12 (2022) 100074 [3] Experimental study of RCCI engine – Ammonia combustion with diesel pilot injection, A. Dupuy, P. Brequigny, A. Schmid, N. Frapolli, C. Mounaïm-Rousselle, 1st Symposium on Ammonia Energy, Cardiff

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Speaker

KONSTANTINOS FAKIOLAS Naval Architect & Marine Engineer, Business Development Manager, Marine market segment, Nikkiso Clean Energy and Industrial Gases

BIOGRAPHY Konstantinos Fakiolas is a Naval architect and marine engineer with over 20 years of field experience in energy efficiency application and environmental technologies adaptation in modern shipbuilding, with deep specialization in clean energy and low/zero carbon solutions for new designs and for upgrading existing ships. During the last 10 years he has been supporting the business and product development of maritime technology providers focused on improving energy efficiency and reducing emissions.

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Conference Paper

Reliability and Robustness in ammonia fuel supply systems Ammonia is suggested as a future marine fuel that will enable compliance with the forthcoming strictest carbon emission requirements. While ammonia-fueled propulsion is under development, the shipping industry recognizes the associated risks of the specific fuel use, such as toxicity and corrosivity. Nikkiso is currently developing a reliable and robust ammonia fuel system which aims to achieve optimal functional performance and promote safety on board.

Introduction Ammonia-fueled ships are gradually considered from the broader shipping industry as a longterm sustainable path for decarbonizing shipping, since – despite if ammonia fueled engines are still in early development and testing phases – the drivers for accelerating ammonia uptake as fuel are really strong. Ammonia will have ultimately low carbon emissions, all of them practically coming from the amount and quality of pilot fuel used for supporting combustion, while the green ammonia production will provide compliance through 2050 when the well-to-tank carbon footprint will also be gradually accounted for. The transfer of ammonia from the installed ammonia fuel tanks to the propulsive and electric power generation system on board will require a high degree of reliability and safety related to the intermediate fuel supply system, so that the main engine feed is uninterrupted in all operating conditions, while the handling of ammonia leakages and slippage needs to be effectively addressed. In such a system, certain key fuel transfer components as the supply and booster pumps, and the process design need to be providing for efficiency, redundancy, high corrosion resistance, and installation flexibility, supporting the overall robustness of the fuel transfer system for such demanding application. A reliable fuel system with core supply pump solution is under development from Nikkiso Clean Energy and Industrial Gases with first pilot tests being in execution.

Background Nikkiso Clean Energy & Industrial Gases (CE&IG) is a global provider of value-engineered equipment, services, and solutions for the Low Carbon fuel industry. Nikkiso pioneered developing and groundbreaking technologies in highly specialized fields ranging from specialty pumps to liquefiers for the manufacturing, chemical, transportation and utility industries. Nikkiso’s capabilities lie in over 50+ years of expertise in cryogenics, extending from LNG to Hydrogen, Ammonia and CO2, which involves moving, conditioning and processing any such liquid and gas forms at extremely low temperatures and sometimes in very high pressures. In the Ammonia segment for Marine, the company currently designs, manufactures and maintains ammonia pumping systems, heat exchangers, process plants and even ammonia capture facilities - enabling the Industrial transportation, process handling and consumption of such liquefied fuel gases safely, efficiently, and economically.

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Conference Paper Nikkiso specialization in cryogenic and low carbon fuel technologies The development base of a reliable and robust ammonia-fuel supply and pumping system comes from the long-term experience and extended field reference of Nikkiso in developing state-of-the-art Low pressure submersible centrifugal pumps and High Pressure reciprocating piston pumps, which have been already installed to serve the LNG-fueled cargo and passenger shipping industry since its inception. The very first High pressure 2-stroke main engine LNG-fueled ship constructed, the MV ISLA BELLA, was the one installed with the first ever Nikkiso ACD high pressure reciprocating LNG fuel pumps, able to supply safely and efficiently a demanding flow of 300 bars fuel gas to the main engine. Since then, the global shipbuilding market and ship operators have entrusted close to 500 methane and ethane gas fueled ships with Nikkiso LP and HP pumping products and systems, providing for a dominant 45% market share in the field of cryogenic fuel system applications for ship propulsion and auxiliary power.

Nikkiso design philosophy for developing Low carbon fuel systems on board Nikkiso approach when designing, developing and manufacturing fuel and fuel gas systems for low carbon fuels is to apply integrative incorporation of the main in-house produced pumping components into a well-functional, ergonomic and compact skid that would constitute a plugin component of a larger FGSS system, equipped with necessary piping, instrumentation and Such approach is providing both a quality and functionality benefit to the end-user Integrator control logic setup to cope with any operational parameters and demands.

or Shipyard, while ensuring reliability of performance, with less risk to be borne by the user.

Such approach is providing both a quality and functionality benefit to the end-user Integrator

For or instance, the Nikkiso developed High pressure reciprocating pump skids are designed Shipyard, while ensuring reliability of performance, with less risk to be borne by the user. and manufactured such as to provide for 2 x 100% redundance for uninterrupted fuel gas supply the engine. For to instance, the Nikkiso developed High pressure reciprocating pump skids are designed and

manufactured such as to provide for 2 x 100% redundance for uninterrupted fuel gas supply to the engine.

Nikkiso integrated high redundancy fuel gas pump skid compact design Nikkiso integrated high redundancy fuel gas pump skid compact design

The skids include additional components to prepare the fuel gas on the exact specification 120 needed by the main engine provider, such as Vaporizer and flow control system, while it incorporates a robust external oil lubricating system for minimizing over-heating risks. The fuel gas systems of Nikkiso include a full scale instrumentation and control logic for all

Conference Paper The skids include additional components to prepare the fuel gas on the exact specification needed by the main engine provider, such as Vaporizer and flow control system, while it incorporates a robust external oil lubricating system for minimizing over-heating risks. The fuel gas systems of Nikkiso include a full scale instrumentation and control logic for all possible load cases and failure-mode scenarios, and the systems are tested to optimal control functionality, so that they also provide elements of efficiency and reliability. The mechanical design is also made to adapt to the shipyard engine room designs seeking reduced footprint and modular adaptability, a very important factor for low carbon fuels, the management of which requires extra functional and safety systems, that would take a lot of space if not smartly designed.

Ammonia-as-fuel properties and features In ammonia-fueled ship installations, the ammonia will be potentially stored in containment systems of either moderate pressure (21oC at 8.8 bar) or in atmospheric tank types as fully refrigerated at -33oC. The density of ammonia is around 0.68 kg/m3, however temperature dependent. Ammonia is highly soluble in water, an alkaline reducing agent and reacts with acids, halogens and oxidizing agents. Hence – especially in the presence of moisture – it is very corrosive to brass, zinc, copper, copper alloys, alloys with a nickel concentration larger than 6%, and even plastic – thus all these properties add challenges related to the selection of materials for onboard equipment and tanks (1). Only iron, steel, specific non-ferrous alloys resistant to ammonia should be used for tanks, fitting and piping containing ammonia, while only some rubbers and polymers are compatible with liquid anhydrous ammonia, impacting the material selection for gaskets and sealing (with PTFE being one possible material compatible with ammonia) (2). The best source of information available rule dictating provisions for ammonia use on board is through the IGC Code, which gives the following requirements for cargo tanks and associated pipelines, valves, fittings and other items of equipment normally in direct contact with the cargo liquid or vapor, in case of ammonia: - mercury, copper and copper-bearing alloys, and zinc shall not be used for cargo handling ammonia and for equipment normally in contact with ammonia liquid or vapor, - Maximum nickel content in steel = 5%, - the ammonia shall contain not less than 0.1% w/w water (3). IGC Code provides also indications on how to minimize the risk of ammonia stress corrosion cracking: n Exclusion of copper for bushings and electric motors n Advanced selection of materials for sensors, bearings, process equipment n Viscosity of ammonia is quite low --> 10.07 mPa at 25oC – issues with parts sealing, leakages, flow control, etc n All heating and cooling must have intermediate water-glycol circuit to avoid any contamination of the ship’s cooling water n Full fuel lines N2 purge during gas shut downs n Excess of ammonia vapour returns can go towards re-liquefaction

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Conference Paper Nikkiso ammonia fuel handling and pumping systems take into account all above provisions and consider the properties of ammonia to the full extent of selecting component materials as to provide reliability in corrosion resistance, robustness in lifecycle durability and handling appropriately the ammonia fuel phases during the fuel supply process.

Solution for ammonia fuel supply units Typically, an ammonia fuel pumping and supply system will be based on below configurations, as suited for Otto and Diesel ammonia-fueled engines:

FSS for 2-stroke Otto FSS andfor Diesel cycle Ammonia (1) 2-stroke O.o and Dieselengines cycle Ammonia engines (1) The ammonia fuel supply system contains the equipment necessary to ensure that ammonia fuel is delivered to the engine at the required temperature, pressure and quality, hence the FSS will have a low pressure a heater, filters, valves and control systems The ammonia fuel supplyand/or systemhigh-pressure contains the pump, equipment necessary to ensure that ammonia to maintain the ammonia fuel pressure and temperature at varying engine consumptions.

fuel is delivered to the engine at the required temperature, pressure and quality, hence the FSS will have a low pressure and/or high-pressure pump, a heater, filters, valves and control Nikkiso fuel supply system scope for ammonia-fueled engines is based on designing and systems to maintain the ammonia fuelskids pressure and temperature at varying engine and knowmanufacturing reliable and robust by incorporating the core-competence consumptions. how of developing pumping systems and optimized functional instrumentation as applied by Nikkiso Low Pressure submersible pumps and Nikkiso High Pressure reciprocating

Nikkiso supply system scope for ammonia-fueled engines is based on designing and pistonfuel pumps. manufacturing reliable and robust skids by incorporating the core-competence and knowhow of developing pumping systems andpumps optimized functional instrumentation as applied by Nikkiso Low Pressure ammonia Nikkiso Low Pressure submersible pumps and Nikkiso High Pressure reciprocating piston pumps. The Nikkiso ammonia fuel Low Pressure pump is developed from the ACD family series of proven designs using one or multiple stage centrifugal impellers with inducer designed to operate in low NPSH and with very high efficiency, while the motor is submerged together with the pump in the fluid.

Nikkiso Low Pressure ammonia pumps

In Nikkiso the caseammonia of ammonia, the Low Pressure pump is totally isolated ammonia The fuel Low Pressure pump is developed from thefrom ACDthe family series liquid of through the canned motor design, thus protected from the corrosion effects of ammonia proven designs using one or multiple stage centrifugal impellers with inducer designed to as described above. operate in low NPSH and with very high efficiency, while the motor is submerged together with the pump in the fluid.

In the case of ammonia, the Low Pressure pump is totally isolated from the ammonia liquid through the canned motor design, thus protected from the corrosion effects of ammonia as 122 described above. The first successful pilot tests to verify the performance of the canned motor design were performed during September 2023, while next larger scale tests in capacity will be applied in

Conference Paper The development and implementation of a submersible centrifugal pump suitable for ammonia applications in shipping is paramount, since so far the indicated use for ammonia The first successful pilotconfiguration, tests to verifycompared the performance thesubmersible canned motor design were pumping is deepwell pump to whichofthe pumps performed during September 2023, while next larger scale tests in capacity will be applied in demonstrate superior advantages, such as: an Ammonia co-fired coal plant, scheduled for end of 2023.

Ability to handle larger capacities at higher impeller RPM,

The development and implementation of a submersible centrifugal pump suitable for ammonia - Avoidance of bearing leakages, applications in shipping is paramount, since so far the indicated use for ammonia pumping - deepwell No needpump for purging which increases installation and Opex, pumps demonstrate is configuration, compared to which costs the submersible -superior Reduced maintenance costs, advantages, such as: n Ability to handle larger capacities at higher impeller RPM, Avoidance of bearing leakages, In addition n Nikkiso has experience of up to 30 000 hrs operability of the Nikkiso submersible centrifugal n pumps without observed leakages or other bearing issues. No need for purging which increases installation costs and Opex, Reduced maintenance When suchnproperties are applied tocosts, ammonia-fueled applications then the reliability and robustness of an ammonia-fueled supply system is further secured, minimizing operational In addition Nikkiso has experience of up to 30 000 hrs operability of the Nikkiso submersible riskcentrifugal for such a pumps new fuel. without observed leakages or other bearing issues. When such properties are applied to ammonia-fueled applications then the reliability and robustness of an ammonia-fueled supply system is further secured, minimizing operational risk for such a new fuel. Nikkiso High Pressure ammonia pump

For Nikkiso high pressure engines, pump the supply of ammonia fueled is so far specified at High ammonia Pressurefuel ammonia about 80 bar with a temperature ranging from 25-45oC. For high pressure ammonia fuel engines, the supply of ammonia fueled is so far specified at

Nikkiso currently develops an ammonia fuelfrom gas 25-45oC. version of the well reputable and about 80 bar with a temperature ranging established high pressure reciprocating (piston) pump to provide for a high pressure ammonia injection in a 2-stroke Dieselfuel engine type. of the well reputable and established Nikkisofuel currently develops an ammonia gas version high pressure reciprocating (piston) pump to provide for a high pressure ammonia fuel injection in a 2-stroke Diesel engine type.

Nikkiso High Pressure reciprocating piston pumps for ammonia fuel supply Nikkiso High Pressure reciprocating piston pumps for ammonia fuel supply

The Nikkiso High Pressure ammonia fuel gas reciprocating piston pumps are capable to cope with the high flows required for main engines installed in Panamax and post-panamax sized The Nikkiso High Pressure ammonia fuel gas reciprocating piston pumps are capable to vessels.

cope with the high flows required for main engines installed in Panamax and post-panamax sized vessels. Nikkiso core competence field experience and track record of over 200 HP reciprocating pumps in operation in the marine segment (mostly for LNG and ethane as fuel) is fully exploited,

Nikkiso core competence field experience and track record of over 200 HP reciprocating fine-tuned and optimized for ammonia fuel, developed as such to manage appropriately pumps in operation in theammonia marine segment (mostly for LNG and ethane as fuel) is fullyresistant the aforementioned flow properties while coping with the corrosion exploited, fine-tuned and optimized for ammonia fuel, developed as such to manage characteristics of its interior components, such as seals, o-rings, etc. appropriately the aforementioned ammonia flow properties while coping with the corrosion resistant characteristics of its interior components, such as seals, o-rings, etc.

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Conference Paper The Nikkiso high pressure piston pump design is eliminating leakages which is critical for ammonia slippage even in very low doses, while it is anticipated that ammonia slip will be an extremely potent GHG emission which needs to be mitigated. The design also incorporates an improved/enhanced purging of the intermediate chamber and detection of ammonia leakage as small as it might be.

Conclusions Nikkiso Clean Energy and Industrial Gases has many years of experience in pumping and process systems for ammonia applications in the land-based industry, with a proven track record, high market share and successful installations in the very first high pressure cryogenic fuel gas systems for marine use and for low pressure fuel gas pumping units. The Nikkiso systems for marine are designed and build through the approach of how to secure robustness by ensuring a reliable operation in all ship sailing and engine utilization conditions, and such characteristics are maintained in the developing ammonia fuel gas systems, being a safeguard for such a toxic, corrosive and evasive fuel gas that requires high degree of safety and redundancy on board. Promising first pilot test of the low pressure pumping units demonstrate the viability of the approach and together with the high pressure pump systems will comprise of a most suitable package for ammonia fueled ships of the future, for any main propulsion and auxiliary engine application. References (1) EMSA, Potential of ammonia as fuel in Shipping, 16/9/2022 (2) Ammonfuel – an industrial view of ammonia as marine fuel, August 2020, Alfa Laval, Hafnia, Haldor Topsoe, Vestas, Siemens Gamesa. (3) International Code of the Construction and Equipment of Ships carrying Liquefied Gases in Bulk (IGC Code), Chapter 17.

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SESSION 5.2

Methonal

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Moderator

DR. MARKUS MÜNZ Managing Director, VDMA Large Engines

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Speaker

GREG DOLAN Chief Executive Officer, Methanol Institute

BIOGRAPHY Greg Dolan has held a variety of senior management positions with the Methanol Institute over the past 25 years, serving as CEO for the past decade. Mr. Dolan manages MI’s offices in Washington, Singapore, Brussels, Beijing, and Delhi, while directing international governmental relations, media relations, public education, and outreach efforts. He has presented papers on methanol-related topics at more than 100 international conferences, authored magazine articles, and written book chapters on the methanol industry. Mr. Dolan came to MI after spending a decade in a variety of public information positions in New York State, with the Department of Environmental Conservation, the Energy Research and Development Authority, and the Department of Transportation. Mr. Dolan holds a Bachelor of Arts degree in Political Science from Boston University, and did extensive post graduate work in Political Communication at the State University of New York-Albany.

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Conference Paper

Methanol: A Future-Proof Marine Fuel Fit for 55 – for the transport sector, a work in progress not an end in itself Producers and consumers need policy support that de-risks investment and allows them flexibility required for the energy transition, writes Matthias Olafsson, Chief EU Representative, The Methanol Institute The Fit for 55 package is a set of 13 proposals aimed at underpinning the bloc’s political pledge to cut greenhouse gas emissions by at least 55% in 2030 and attain carbon neutrality by 2050. Released in two batches in July and December 2021, key pieces of the Fit for 55 package have already been adopted by EU legislators and implementation or transposition into member state law is already underway. This undertaking, in conjunction with the RepowerEU plan which will drastically accelerate the integration of renewable and low-carbon solutions in the EU, has forged a new reality for businesses from all sectors across the bloc and beyond. For the methanol sector in particular, these developments have paved the way for methanol’s faster integration into transport, with the combination of supply mandates and strong demand signals.

Where do we go from here? It is true to say that large scale efforts have been taken to drive renewable fuel demand. The Renewable Energy Directive alone is set to deliver no less than 200 TWh demand for sustainable fuels across the EU27 in the next few years. With its sharply rising GHG reduction targets, FuelEU maritime is poised to deliver renewable methanol demand in the order of millions of tonnes as early as 2030. However, strong demand signals may not be enough to bootstrap into existence new fuel industries and deliver significant volumes in the order of magnitude necessary to address a challenge as great as the energy transition of EU mobility. Producers need policy support to scale their operations to deliver larger volumes to market sooner. Other regulatory frameworks must be adapted and new ones created to make sustainable fuel production and delivery easier, accelerating the pace at which the fuel supply chain can adapt to new demand segments.

Supporting sustainable fuel supply As it happens, the European Union already has devised important policies aiming to improve its competitiveness in the light of recently emerging policy instruments pertaining to sustainable fuel production in the United States of America. However, both mechanisms currently being debated by EU legislators, the Net Zero Industry Act and the Hydrogen Bank, have important shortfalls. The Net Zero Industry act defines which technology solutions should be counted as strategically important for the energy transition and thus eligible for funding schemes across the Member States. In the current proposal, fuel technologies are not mentioned specifically in the list of strategic net-zero technologies. Carbon capture and utilization, an important circular economy component in abating emissions from multiple industries as well as the production of several sustainable chemicals and fuels, such as eMethanol, is also left out of the scheme.

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Conference Paper CAPEX and OPEX funding are key issues for project developers in the segment and thus, it is pivotal they be mentioned in the context of the Net Zero Industry Act. The Hydrogen Bank initiative essentially provides subsidies for renewable hydrogen generation, which is another key component of eMethanol production. Such subsidies have the capacity to transform the business cases of project developers in the segment, de-risking investment in the nascent sector and create instrumental first mover incentive. However, the total funding behind the mechanism is merely 10% of its counterpart in the US, the Inflation Reduction Act, approximately 3 billion EUR diminishing the impact of the initiative. Further, the Hydrogen bank misses an important opportunity to steer supply to hard-to-abate sectors, as it doesn’t set conditions for a share of the proposed offtake derived from the mechanism to be delivered to maritime transport. Allocating further resources to the Hydrogen bank would serve to drive supply of sustainable fuels in harmony with the Union’s objectives for the integration of such fuels.

Making sustainable fuel production and delivery easier First, there are trivial factors of a technical nature which can be addressed immediately to facilitate sustainable fuel production. While the European Commission’s Directorate General for Mobility and Transport crafted effective policies to produce demand for sustainable fuels, their colleagues at the Directorate General for Energy and for Climate simultaneously made the same fuels very difficult to produce. Among the more harmful outcomes from the recent legislative cycle is the Renewable Energy Directive’s Delegated act on GHG methodology for Renewable Fuels of Non-Biological Origin. The document prescribes a ban of the utilization of all captured carbon emission from ETS industries post 2041, removing the business case for fuel projects relying on such streams as their investment horizons certainly extend beyond the year 2041. The ban doesn’t appear to take into consideration how those same carbon emissions will be abated though, if not captured, re-used and repurposed. The ban comes without an impact assessment and without any distinction between CO2 sources that may be considered non-abatable. A complete reassessment of which carbon sources are considered eligible for re-use for fuel production is needed to effectively facilitate the uptake of renewable fuels relying on carbon capture for their production. Released at the same time, a Delegated Act to the same Directive makes it very unclear how fuels imported to the EU could possibly be eligible to count towards EU transport targets. Despite issuing guidelines on the matter this summer, the European Commission has yet to answer the question on how imported eFuels will be treated, which effectively has impeded the development of fuel projects across the world targeting the EU for its offtake. Another factor worth pointing out is the Union Database for biofuels currently under development by the European Commission, which does not account for biogas from gas grids to comply as feedstock for production of advanced biofuels under EU law. If enacted in this manner, biomethanol producers would be limited to sourcing biogas within the EU only, limiting feedstock availability and the corresponding supply significantly. Second, there are important mechanisms which Member states can include in their national climate targets to facilitate fuel production and delivery. Most important would be to abandon the requirement for physical transport of fuel products for a less onerous chain of custody mechanism, where a fuel producer could book the sustainability attributes of their product into a distribution system which could then be claimed at another location by the consumer. This is already the case for electrical power procurement across the EU.

130

Conference Paper Another would be to include infrastructure deployment targets for alternative fuels in ports, addressing that pivotal part of the value chain. Bunker capacity in ports is pivotal to alternative fuel integration but vessel owners have limited power over which fuels will be available for bunkering at different ports. Government needs to play a role in adapting port infrastructure to reflect the properties of alternative fuels, which in the case of methanol would mean converting existing methanol storage terminals for bunkering, investment in new berth for larger barges with higher throughput to adjust for variances in energy density and enable segregated storage.

Conclusion The Methanol Institute is engaged in lobbying lawmakers and policy professionals across the EU with the aim of promoting the conditions that will encourage producers to invest in production in the long term. It would also send an important signal to consumers that the EU is not just serious about reducing emissions but has a flexible approach to their implementation. The scale of the challenge presented by the energy transition across a bloc of the size and diversity of the EU is chastening enough. To make the transition successfully requires we use every opportunity available to encourage production and consumption in equal measure, giving both sides the confidence that policymakers are aligned with the industries which will ultimately have the task of making it a reality.

131

Speaker

BAREND VAN SCHALKWYK Business Develpoment Director of Marine, OCI Global

BIOGRAPHY Barend van Schalkwyk is a business development director of marine at OCI Methanol Europe, based in Amsterdam. Barend joined OCI in 2021 and has been involved in various group infrastructure projects as well as being responsible for driving the development of green methanol as a marine fuel at OCI. He has a background in infrastructure development and marine fuels trading. Barend holds a B.Com in Business Science from Stellenbosch University, South-Africa, 2008.

132

Speaker

CHRISTOPH DYTERT Marine Project Sales Manager, Alfa Laval

BIOGRAPHY Leaving the Technical University of Hamburg-Harburg in 1996 as Diplom Engineer, Christoph Dytert started his career in the machinery and maritime industry where he is active since. He gained experience in multiple applications for the maritime and energy business and worked for companies like MAN B&W, Zeppelin GmbH, MENCK GmbH and Reintjes GmbH. Since 2021 he works with Alfa Laval Mid Europe GmbH and is responsible for the maritime project business in the DACH region. The focus of his and Alfa Laval’s activities in this business and area is the consulting, promotion and delivery of systems that support the transition from conventional to alternative fuels like Methanol, FAME and Ammonia.

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Conference Paper

Methanol as Ship-Fuel Solutions for the Fuel Supply System

Dipl.-Ing. Christoph Dytert Manager – Marine Project Sales Alfa Laval Mid Europe GmbH / Glinde

TheMotorship 44th Propulsion & Future Fuels Conference

Hamburg, 21.-23. November 2023

1 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

CO2e Emissions

Alfa Laval - Our climate targets

-50 % Scope 3

Scope 2

CARBON NEUTRAL

-50 %

NET ZERO

-50 %

Scope 1

2020

-50 %

2023

2030

2050

2 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Our climate journey − What steps are we taking?

OPTIMIZING PRODUCTION SUSTAINABLE SOURCING

REUSE OF HEAT AND WATER

RENEWABLE ENERGY

SUSTAINABLE TRANSPORTATION

Note: Examples are not exhaustive

SUSTAINABLE SOLUTIONS

134 3 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Conference Paper Sustainable shipping - a balancing act

− Between business interests and planet needs

Lower carbon emissions

Higher shipping demand

IMO Target 2030: 40% reduction in CO2 emissions per transport job IMO Target 2050: 70% reduction in CO2 emissions per transport job and 50% reduction of GHG

The international shipping demand is expected to grow by 60% between 2020 and 2050 (measured in ton-miles)

16/10/2023 | © Alfa Laval

4 | www.alfalaval.com

Source: IMO (2020) Classified by Alfa Laval as: Business

Today’s focus for tomorrow’s solutions − Alfa Lavals approach

2030

Now

2050

Carbon neutral

Focus on transition to clean alternatives

Focus on achieving zero carbon shipping

New Fuels

New Technologies

New Regulations

New Mindset

Methanol Ammonia Biofuel

Air Lubrication Wind Propulsion Carbon capture

CII/EEXI EEDI Reductions EU ETS

Clean environment Decarbonization Smart shipping

5 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Clean Energy

− A transition towards carbon neutrality Heating & cooling LNG as (bridging) fuel

Fuel pumping system

Fuel supply

Submerged fuel pump

UPCOMING

Biofuel UPCOMING UPCOMING

UPCOMING

Fuel oil cleaning

Biofuel ready high speed separators

Steam & hot water production Aalborg boiler For Dual-fuel

UPCOMING

Methanol as fuel

Ammonia as fuel

Alternative fuels

DEVELOPING

Clean energy Emission New techOperational reduction nologies

Exhaust gas cleaning PureSOx

DEVELOPING

Carbon capture

practice

Reduction of SOx emissions down to 0.50%S or 0.10%S

Carbon storage onboard vessel

Crankcase gas cleaning PureVent 2.0

UPCOMING

Removing up to 99.9% of oil particles

Wind propulsion Oceanbird

EGR water treatment PureNOx

EGR water treatment

Wind installation pumping system

Suction bucket jacket Wind installations under sea

DEVELOPING

90% emission reduction compared to diesel engine

Power generation with fuel cells

135 No particulate emissions

6 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Conference Paper Why Methanol as a fuel for ships? − Application

Methanol as a fuel has beneficial aspects: − Past years shown to be effective and easy to handle − Already available in many ports and bunkering easily implemented − It is a liquid: much easier to handle than any gas fuel − Almost one order less of capital investment (same engine) − Neither greenhouse-active nor build up in the environment − Bio- and e-methanol are carbon neutral

7 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Methanol as Fuel − Decarbonization Potential

Well to Wake Emissions Tank to Wake Emissions

- 8% for methanol - 23% for LNG (compared to MGO)

Emissions calculated as gCO2/kWh 8 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Alfa Laval Methanol solutions − More than «just» the Fuel Supply System

Fuel supply systems

Steam production

Boiler (Methanol, Electric, Micro WHR)

Heating & Cooling

Heat Exchanger (Plates, Brazed, Welded, Printed)

Pumping

Monitoring of methanol tanks

Alfa Laval Test, Training & Development Centre 136 9 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Conference Paper

FCM Methanol

10 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

FCM Methanol Product Roadmap

− FCM Product Plan 2021-2025

80+ Units FCM Methanol sold 40+ Units FCM Methanol in operation 200k+ Running hours field-experience 2 process stages / 2 skids

2 process stages / 1 skid

2 process stages / 1 skid / ME+AEs

• Started from collaboration with MAN • First test bench supplied in 2014 for validation test • First deliveries for onboard applications in 2015 • 7 units in operation

• Optimized design with smaller footprint • Connectivity ready • 15+ units in operation and many ready to be operated

• Optimized design with smaller footprint and better vessel integration • Simplified and cost effective • New scalable automation • Connectivity as standard feature • Ready to quote

11 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

FCM Methanol − 3rd generation

• Footprint reduction • Process simplification • Function standardization Improvements • Advanced automation

Result

• Cost reduction • Product range defined • Documentation readily available • Energy saving

2° generation

3° generation

137 12 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Conference Paper FCM Methanol

− 3rd Generation module overview Reduced foot print thanks to SW PHE and process simplification

Fully automated control from safe area

Energy efficiency with pumps speed control

Optional glycol water circuit Integration with ship automation

Pumps redundancy available as option

Connectivity ready

Scalable solution 3 ~ 67MW

Configurable to independenlty feed up to 2 main engines and 3 auxiliary engines

13 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

FCM Methanol Process overview

EX area

VFD

DPS

High pressure pump

MeOH TT

VFD M

FVT

Low pressure pump

Fuel Valve Train (Engine Maker Scope)

Double Block and Bleed filter

Yard scope of supply 

Safe area

AL scope of  supply

AL Scope of supply 

 Yard scope of supply

14 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

FCM Methanol − Process overview

N2 Inlet

VFD FVT

M PT

FVT

EX area

MeOH TT Yard scope of supply 

VFD

M PT

AL scope of  supply M

LT Water

PT Glicol water tank

DPS

Safe area

FVT

LS LS

138

AL Scope of supply 

 Yard scope of supply 15 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Conference Paper Methanol fuel line for product carrier − Product

- Monitoring - Ventilation - Fire fighting

Methanol fuel service tank

Methanol fuel supply room Safe area Hazardous area

www.alfalaval.com Classified by Alfa Laval as: Business

Methanol fuel line for container vessel − Product

- Monitoring - Ventilation - Fire fighting

• IGF code under development • Interim Guidelines are set • Very much based LNG

Safe area Hazardous area

www.alfalaval.com Classified by Alfa Laval as: Business

FCM Methanol for two-stroke engine

− Product example

FCM Methanol for 50,000DWT product carrier: • Engine type: 6G50ME-C9.6-LGIM • Size: 5000 x 2200 x 2160 mm (L x W x H) • Weight: 4500 kg • Pressure to engine: 13 bar • Methanol temperature to engine: +25°C – +50°C • Service tank temperature: -10°C – +45 °C

139 18 | www.alfalaval.com

16/10/2023 | © Alfa Laval Classified by Alfa Laval as: Business

Conference Paper

CHRISTIAN SKOUDAL LØTH Senior Project Manager, Machinery dept, Maersk

BIOGRAPHY MSc. From Cranfield University, UK in 2005-06 and starting my career at MAN-Diesel (MAN-ES) in Copenhagen 2006 in the Marine Installation Dept. Moved to Maersk in 2009 in the Technical Dept. working with different retro-fit projects. Today primarily working on new-building projects and have been involved in proto-type installation of MAN-ES EGR system on Maersk Cardiff, 1st Tier III compliant EGR system on a Marine vessel. Involved in new-building of EEE series version 1 and 2 as Machinery lead and Technical Project Manager. Machinery lead on Maersk first 16,000 TEU container vessels sailing on Green Methanol to be delivered start 2024. Working on studies on Ammonia fuelled container vessels as part of future preparations.

140

Conference Paper

The World’s First Green Methanol Container Vessel Introduction In 2018 Maersk introduced their first net-zero carbon emission ambition, which included having the first carbon neutral vessel on the water in 2030 and the company being carbon neutral in 2050. In January 2022 the target was tightened to the current goal of carbon neutrality in 2040 and the first carbon neutral vessel was moved ahead to 2023 based on a contract signed July 2021 with Hyundai Mipo Dockyard.

Maersk roadmap to net zero carbon emissions 2040 The contract was for the first container vessel intended to sail on green produced Methanol and biofuels as pilot oil. The vessel is a 2,100 TEU feeder vessel intended for operation in the Baltic area by using e-Methanol produced from green source electricity from a large photovoltaic plant in Kassø, Denmark. CO2 will be biogenic waste from biogas production.

141

Conference Paper

Solarpark Kassø (courtesy: Robert Wengler)

Rendering of Methanol production facility (Courtesy: European Energy) The vessel uses a 6G50ME-LGIM engine designed by MAN-ES and using existing technology developed since 2012 and used on Methanol carriers since 2016. Further to the main engine, two of three auxiliary engines are developed for Methanol operation using HiMSEN H32DF-LM engines. These engines were specifically developed together with the vessel and are also used for future container vessels able to operate on Methanol as a fuel. Vessel was delivered July 2023 and name-given Laura Mærsk in Copenhagen September 14, 2023 by the EU Commission President Ursula von der Leyen.

142

Conference Paper

Namegiving Laura Mærsk Vessel is considered a pilot project pushing the industry towards increased availability in engine technology and availability in green Methanol in the future. Results being main engines ranging from 45 to 95 cm bore size are available today and developments in auxiliary engines with different bore sizes and fuel injection technology is ongoing. Since this order Maersk has ordered 12 x 16,000 TEU, 6 x 17,000 TEU and 6 x 9,000 TEU container vessels, all capable of using Methanol as a fuel on both Main Engine and Auxiliary Engines. These vessels will start delivery from January 2024, and all delivered end 2026. Engine types used are G95 and X82 from both MAN-ES and WinGD. Auxiliary engines are 32 bore engines with a push to develop smaller bore engines as well. Also, one retrofit project on the existing Hong Kong class vessel was signed June 2023. The marine industry has seen a rapid change towards Methanol fuelled vessels since mid2021, where vessels in operation and on order has jumped from 29 vessels to more than 200 in august 2023. Methanol has surpassed LNG as preferred alternative fuel in 2023 with 60% more orders for Methanol compared to LNG.

Vessel deliveries Methanol fuelled ship (Courtesy DNV)

143

Conference Paper Design principles In December 2020, the MSC.1/Circ.1621: INTERIM GUIDELINES FOR THE SAFETY OF SHIPS USING METHYL/ETHYL ALCOHOL AS FUEL was accepted within IMO and therefore used as basis for the design principles for the Methanol fuelled container vessels. The background for the guideline has been the IGC and IGF codes using LNG as basis. Given LNG has some significant differences such as Methane being a gas at ambient conditions where Methanol is a liquid, some adjustments towards the Circ. 1621 has been deemed necessary throughout the design process. But the main design principle, as for LNG is that the fuel shall always be handled using the double barrier principle. So, any Methanol fuel is protected via a double barrier towards any area where any Methanol fuel leak could be ignited. This would be areas such as engine room, cargo space etc. onboard the vessel.

Laura Mærsk’s main engine. Yellow pipes are Methanol fuel double wall pipes. This entails that any piping within the engine room holding Methanol has a ventilated outer barrier piping system, all equipment preparing the Methanol before the engine is placed in a room outside the engine room using Ex-classed equipment, and the fuel storage tanks are using cofferdams towards any engine room or cargo space.

144

Conference Paper

The double barrier principle illustrated. Any of the barriers and rooms having any risk of a Methanol leak is equipped with high-capacity ventilation and gas- and leak detection systems. All areas with Methanol are further covered by firefighting systems capable of handling Methanol fires such as CO2, and Alcohol resistant foam systems. Bunkering In the MSC.1/Circ.1621 guideline the bunkering is also covered. This prescribes the use of drydisconnect type equipped with additional safety dry break-away coupling/self-sealing quick release to reduce risk of any spillages. Maersk has optioned for the STANAG 3756 standard (compliant with ASTM F1122-22) and the OCIMF Linked Ship/Shore Emergency Shutdown Systems for Oil and Chemical Transfers 1st Ed 2017? to rely on a ship-to-ship linkage using existing standards as much as possible.

Bunkering standard as set up on Laura Mærsk Given the uncertainty in Methanol fuel supply and the design of the initial supply/bunker vessel, the bunker station has been designed to be self-reliant in terms of lifting appliances for bunker hose handling etc. This means the vessels will be capable of bunkering from a vessel without using the normal bunker hose crane from a bunker vessel. This will allow the initial use of a small chemical tanker for bunkering until the supply chain of green Methanol has been established.

145

Conference Paper

Ship to ship bunkering in Singapore

Design challenges Given that the MSC.1/Circ.1621 is originating from previous guides such as IBC and IGF codes and these are heavily influenced using LNG as fuel, some parts of the MSC.1/Circ.1621 would benefit from further adjustment to Methanol. One main example is the requirement for ventilation in hazardous rooms such as the Fuel Preparation room. This is required to have 30 air changes per hour and the same instance the gas detection level is set at 20% of Lower Explosion Level of Methanol or 10,000 ppm. These settings are similar, and well fitting, in the IGF code where Methane gasses may leak from a 300-bar pressurized gas pipe. The main supply line for the Methanol two-stroke engine is a 13-bar liquid line where a leak will slowly evaporate into a Methanol vapour. Calculations during the project show that even a very large leak and pool of Methanol would not be detected by the guided settings and detection levels has therefore been reduced together with a reduction in air change requirements. Similarly, the double wall piping around the fuel pipes in the engine room has requirements of minimum 30 air changes per hour. Adjusting the system together with the alarm level for Methanol leaks has shown to be very sensitive to even small changes. Again, coming from the leak being a liquid that must evaporate before detected by gas detectors. It is therefore suggested to re-evaluate this design, either by modifying air changes, alarm levels or even change the design to an inerted pipe system.

146

Conference Paper Crew safety With the introduction of an unfamiliar fuel to an area as the engine room the correct safety level and familiarization must be established. Methanol is a very different liquid compared to heated fuels, where main risk is burns and autoignition by hot surfaces. Methanol does not pose similar risks as being a non-heated liquid and an auto-ignition temperature above 450oC. Further the double barrier principle will reduce risk for crew being exposed directly to Methanol. In areas where exposure to methanol is at a higher likelihood, the correct precautions must be taken such as correct PPE including but not limited to; handheld gas detection, glasses, face protection shields and proper work suits including aprons, gloves, and boots. The exact level of protection will depend on if the work is regular inspections or opening and making maintenance of Methanol equipment. Fortunately, Methanol will not be immediate hazardous for the crew compared to heated systems, and anti-dotes such as Ethanol or Fomepizole can be used in cases where hazardous exposure to Methanol has occurred. Reduced exposure by Methanol has no health risk and most people digest Methanol via their daily diet. As an example, drinking 1 liter of orange juice will give similar ingestion of Methanol as an 8 hour working day in a 40 ppm environment of Methanol vapours. When it comes to Methanol fires it must be noted that a clean Methanol fire is barely visible and will not emit smoke. Therefore, should all Methanol fuelled vessels at least be equipped with hand-held thermal cameras and fixed thermal cameras should be considered in Fuel Preparation room, Bunker stations and engine room. It must be noted that in case of a Methanol fire it is expected the fire will spread to other fuels, paint and oils meaning the fire will be visible and emit smoke after some time if not put out beforehand.

Closing remarks The pilot vessel Laura Mærsk has shown Maersk and the world a pathway to transit the marine industry into carbon neutral shipping and is paving the way for Maersk to fulfil their goals for 2030 and 2040. But there is still a long way to go both for the Maersk fleet and for land-based supply chains. Maersk is not committed only to operate on Methanol in the future and are constantly on the lookout for other fuels and propulsion systems that would ease and help achieving the final goal of carbon neutrality.

147

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SESSION 6.1

Hydrogen

149

Moderator

LARS ROBERT PEDERSEN Deputy Secretary General, BIMCO

150

Speaker

ROLF STIEFEL Country Chief Executive, Bureau Veritas Marine & Offshore for Central Europe

BIOGRAPHY Based in Hamburg, Rolf Stiefel is the Country Chief Executive for Bureau Veritas Marine & Offshore for Central Europe. His expertise in the maritime industry spans two decades and two continents. His maritime career started with Wärtsila, first covering the German market, then moving to Switzerland to work on low-speed engines, and finally joining the Shanghai team covering the Merchant shipping segment in Asia and worldwide. Rolf was Vice President Sales & Marketing for Winterthur Gas & Diesel (WinGD) between 2015 and 2020, focusing on lowspeed main propulsion engines, before joining Bureau Veritas in 2020. Rolf holds a masters in Industrial Engineering from the University of Hamburg.

151

Rolf Stiefel, CCE -Germany 22ND

NOV

2023

Rolf Stiefel, CCE -Germany

Conference Paper

The Challenge: HYDROGEN The Challenge: Hydrogen is both explosive and highly ﬂammable, and it is vital that the right safeguards are As cargo and as fuel board

in place to ensure its safe storage and use on board. New BV Rules on hydrogen will provide Hydrogen is both explosive and highly ﬂammable, and it is vital that the right safeguards are theThe industry with guidelines that keep seafarers and vessels safe. Challenge: in place to ensure its safe storage and use on board. New BV Rules on hydrogen will provide the industry with explosive guidelinesand thathighly keep flammable, seafarers and vessels safe. Hydrogen is both and it is vital that the right safeguards are in place to ensure its safe storage and use on board. New BV Rules on hydrogen will provide the industry with guidelines that keep seafarers and vessels safe. BUREAU VERITAS GROUP

BUREAU VERITAS GROUP

Bureau Veritas Group | C2 - Internal

A diverse fleet demonstrating expertise IN ALL TYPES OF VESSELS

A diverse fleet demonstrating expertise IN ALL TYPES OF VESSELS OIL & CHEMICAL TANKERS

CARGO SHIPS

1,330+ tankers

GAS CARRIERS

1,220+ cargo ships

OIL & CHEMICAL TANKERS 1,330+ tankers

330+ gas carriers

CARGO SHIPS

CONTAINERSHIPS

CRUISE SHIPS & FERRIES 790+ cruise ships 1s t cruise ship in China

1,140+ bulk carriers

GAS CARRIERS

1,220+ cargo ships

520+ containerships 1st LNG-fuel led conversion 1st LNG-fuel led large CS

BULK CARRIERS

330+ gas carriers

1,140+ bulk carriers

Seite 2

OTHER SMALL VESSELS

5,184 other vessels , incl. 310+ fishing vessels , 1,930+ tugs & dredgers

CONTAINERSHIPS CRUISE SHIPS of &BV FERRIES SMALL VESSELS Proportions show n reflect gross tonnage.TotalGRT classed fleet at 31.03.23:OTHER 144,788,000

520+ containerships 1st LNG-fuel led conversion 1st LNG-fuel led large CS

BULK CARRIERS

Bureau Veritas C2 - Internal 790+Group cruise| ships 1s t cruise ship in China

5,184 other vessels , incl. 310+ fishing vessels , 1,930+ tugs & dredgers

The Technical aspects to be respected when introducing Hydrogen in to Shipping

The Technical aspects to be respected when introducing Hydrogen in to Shipping Proportions show n reflect gross tonnage.TotalGRT of BV classed fleet at 31.03.23: 144,788,000

Bureau Veritas Group | C2 - Internal

152 can be derived from exis�ng IMO regula�ons: The regula�on and guidelines to be considered

Conference Paper The regulati􀆟 regula�on andguidelines guidelinesto tobe beconsidered consideredcan can derived from exis�ng IMO regula�ons: The on and be be derived from existi􀆟 ng IMO regula􀆟 tions:

IMO ongoing process process to tofurther furtherdevelop developthe therules rulesand andregula�ons regulationsfor for IMOhas has established established an an ongoing Hydrogen in Hydrogen in parallel with other alternative fuels like Ammonia and Methanol:

parallel with other alterna�ve fuels like Ammonia and Methanol:

IMO Sub-Committee on Carriage of Cargoes and Containers (“CCC”) IMO Sub-Committee on Carriage of Cargoes and Containers (“CCC”) (caretaker of IGF and IGC Codes)

(caretaker of IGF and IGC Codes) IMO Maritime Safety Committee (MSC) Hydrogenand andAmmonia Ammoniaasasfuel fuel – Development of Dra� interim guidelines Hydrogen – Development of Draft interim guidelines • n Sept Sept 2022 2022––initiated ini�atedthe thework work • n Sept 2023 - Significant progress were made on during CCC9 Sept 2023 - Significant progress were made on during CCC9 • Dec 2024 - Target to finalize guidelines (Intersessional working group and CCC10) n Dec 2024 - Target to finalize guidelines (Intersessional working group and CCC10) • Hydrogen : Adapt IGF Func�onal requirements (T below -182 deg C, Iner�ng) ; “Gas-safe n Hydrogen : Adapt IGF Functional requirements (T below -182 deg C, Inerting) ; machinery space” as default; Fuel prepara�on room loca�on; Fuel containement systems; “Gas-safe machinery space” as default; Fuel preparation room location; Bunkering; Material; General pipe design. Fuel containement systems; Bunkering; Material; General pipe design. IMO Maritime Safety Committee (MSC)

Ammonia: In line with IGF Code as far as possible; Fuel, not Cargo; Focus on toxicity, corrosivity, ﬂammability ; Ammonia vapour concentration =>Permissible exposure limit to be deﬁned; Full holistic risk assessment to be carried out; Only refrigerated (or semi-ref) ammonia considered (pressurized only under alternative process); high manganese tank OK; Ammonia release mitigation measures to be considered.

153

holis�c risk assessment to be carried out; Only refrigerated (or semi-ref) (pressurized only under alterna�ve process); high manganese tank OK;ammonia Ammoniaconsidered release (pressurized under to alterna�ve process); high manganese tank OK; Ammonia release mi�ga�ononly measures be considered. mi�ga�on measures to be considered.

Conference Paper

BV M&O Approach to Hydrogen BV M&O Approach to Hydrogen BV M&O Approach to Hydrogen

HYDROGEN AND BUREAU VERITAS M&O HYDROGEN AND BUREAU VERITAS M&O Hydrogen as Fuel

Hydrogen as Cargo

‫ ׀‬Fuel Cells/ Internal Combustion Engines Hydrogen as Fuel

‫ ׀‬Transport in bulk of liquid Hydrogen Hydrogen as Cargo

‫ ׀‬Fuel Cells/ Internal Combustion Engines ‫ ׀‬BV Rules, IMO :

‫ ׀‬Transport in bulk of liquid Hydrogen ‫ ׀‬IMO Regulations :

‫ ׀‬Fuel Cell (NR 547) (IMO Circ. 1647 )

‫ ׀‬BV ‫׀‬Rules, IMOas: Fuel (NR 678, 2023) (IMO Draft Hydrogen Sept 2022(IMO ) ‫ ׀‬FuelCC8, Cell (NR547) Circ. 1647 ) ‫ ׀‬Hydrogen as Fuel (NR678, 2023) (IMO Draft CC8, Sept 2022 )

‫ ׀‬Interim

Recommendations

for

carriage

liquefied hydrogen in Bulk, November 2016 , ‫ ׀‬IMO Regulations : MSC.420(97) ‫ ׀‬Interim Recommendations for carriage of liquefied hydrogen in Bulk, November 2016 , MSC.420(97) ‫ ׀‬One shipin operation,Suiso Frontier (not BV)

‫ ׀‬BV Projects:

‫ ׀‬7 ship new build projects w ith Fuel Cell onboard ‫ ׀‬2 retrofit projects ship w ith Fuel Cell onboard ‫ ׀‬BV Projects:

‫ ׀‬One shipin operation,Suiso Frontier (not BV) ‫ ׀‬BV Projects :

‫ ׀‬AIP for Fuel Cell manufacturers ‫ ׀‬7 ship new build projects w ith Fuel Cell onboard ‫ ׀‬AIP for large 150,000 m3 Liquefied H2 carrier ‫ ׀‬AIP for Fuel-Cell pow eredship design ‫ ׀‬2 retrofit projects ship w ith Fuel Cell onboard ‫ ׀‬AIP for 75,000 m3 Liquefied H2 floating barge ‫ ׀‬Fuel-cell - w orking w ith : Ballard, Helion , Vinssen, ‫ ׀‬BV Projects : ‫ ׀‬AIP for Fuel ,Cell manufacturers ‫ ׀‬AIP for 18,000 m3 Liquefied H2 carrier EODev Advent, Nedstack, Bloom Energy ‫ ׀‬AIP for large 150,000 m3 Liquefied H2 carrier ‫ ׀‬AIP pow eredship design ‫ ׀‬AIP for 230 m3 Liquefied H2 tank ‫ ׀‬for ICEFuel-Cell – w orking w ith : Mitsubishi, ABC, Guascor ‫ ׀‬AIP for 75,000 m3 Liquefied H2 floating barge ‫ ׀‬Fuel-cell - w orking w ith : Ballard, Helion , Vinssen, ‫׀‬ AIP for 18,000 m3 Liquefied H2 carrier EODev , Advent, Nedstack, Bloom Energy for 230 m3 Liquefied H2 tank - Internal Bureau Veritas Group‫ |׀‬C2AIP ‫ ׀‬ICE – w orking w ith : Mitsubishi, ABC, Guascor

Bureau Veritas Group | C2 - Internal

InInBV for all all actual actualdiscussed discussed alterna.ve alterna�vefuels fuelsavailable available BVM&O M&O we we have have rules rules and and Guidelines Guidelines for toto support OEM´s, Designers, Shipyards and Operators. support OEM´s, Designers, Shipyards and Operators. In BV M&O we have rules and Guidelines for all actual discussed alterna�ve fuels available to support OEM´s, Designers, Shipyards and Operators.

Bureau Veritas Rules and Guidelines

LNG as fuel

LPG as fuel

LNG as fuel NR 529

LPG as fuel NI 647

Methanol as fuel NR 670

(2020)

(2018)

(2021)

IMO

Ammonia as fuel

Ammonia as fuel NR 671 (2021,2022)

Fuel Cell

NR 547 (2022)

Hydrogen

NR 678

(end 2023)

Wind

NR 206 (2021)

NR 529

NI 647

NR 670

NR 671

NR 547

NR 678

NR 206

(2020)

(2018)

(2021)

IGF Code (2021,2022)

(2022)

(end 2023)

(2021)

Interim Guidelines IMO

Methanol as fuel

IGF Code

June 2023 Interim (MSC.1 Guidelines Circ. 1666)

Alternative design (2.3)

Interim Guidelines

Not allowed by IGC (toxicity) IGF Code Dec 2020 Alternative design Guideline under (2.3) development Interim (started sept 2022 , (MSC.1, Guidelines by IGCSept continued Circ. 1621) Not allowed (toxicity)2023 )

Interim Guidelines

Guideline under development (started Sept

June 2022 2022, CCC8 ; Guideline under continued Interim development CCC9 Sept (MSC.1, Guidelines 2023, Final Circ. 1647) (started Sept

2024) 2022, CCC8 ; continued CCC9 Sept (MSC.1 (MSC.1, (MSC.1, 2023, Final Circ. 1666) Circ. 1621) Circ. 1647) 2024) -notes On our website : https://marine-offshore.bureauveritas.com/rule -notes-and-guidance

IGF Code

June 2023

Dec 2020

Guideline under development (started sept 2022 , continued Sept 2023 )

June 2022

Bureau Veritas Group | C2 - Internal

On our website : https://marine-offshore.bureauveritas.com/rule -notes-and-guidance -notes Bureau Veritas Group | C2 - Internal

154

Conference Paper Seite 4 How we class fuel cells: How weand classsupport and support fuel cells:

Seite 4

How we class and support fuel cells:

On projects going projects and references applying on board: On going and references applying fuel fuel cellscells on board:

On going projects and references applying fuel cells on board:

155

Seite 5

Conference Paper Hydrogen as a fuel aspects to be considered (NR678): Hydrogen asaafuel fuel aspectstotobebeconsidered considered (NR678): Installation on board Hydrogen as aspects (NR678): ‫ ׀‬General arrangement Installation Installation‫׀‬on onboard board Ventilation/inerting and materials ‫ ׀‬General arrangement Equipment | General arrangement Ventilation/inerting and materials ‫ ׀׀‬Bunkering system | Ventilation/inerting and materials Equipment ‫׀‬ Fuel containment system and associated venting Equipment ‫׀‬ Bunkering system ‫ ׀‬Preparation | Bunkering system equipment and piping ‫ ׀‬Power Fuel containment system and associated venting ‫׀‬ generation | Fuel containment system and associated venting Fire safety ‫ ׀‬Preparation equipment and piping | Preparation equipment ‫ ׀‬Power generationand piping Electrical equipment Control/monitoring | Power generation Fire safety Fire safety Electrical equipment Testing onboard and certification Electrical equipment Control/monitoring Testing onboard and certification Control/monitoring Testing onboard and certification

BV HYDROGEN AS FUEL (NR678) BV HYDROGEN AS FUEL (NR678)

Class Notation: « hydrogenfuel » ‫ ׀‬Qualifier: singlefuel / dualfuel

Class Notation: « hydrogenfuel »

‫ ׀‬Optional qualifier: -aux / -prop ‫ ׀‬Qualifier: singlefuel / dualfuel

Risk assessment

‫ ׀‬Optional qualifier: -aux / -prop ‫ ׀‬Under IGF Code: Risk analysis is to be performed

Risk assessment Materials compatibility (embrittlement)

‫ ׀‬Under IGF Code: Risk analysis is to be performed

Storage requirements depending on technology Materials compatibility (embrittlement)

‫ ׀‬High-pressure, leakage for CH 2/ Clogging, boil -off, spillage for LH 2

Storage requirements depending on technology Other general requirements

‫ ׀‬High-pressure, leakage for CH 2/ Clogging, boil -off, spillage for LH 2 ‫ ׀‬Prevent flammable or explosive atmosphere (Design / Ventilation or inerting)

Other general requirements

‫ ׀‬Limit ignition sources (certification/shut -off) ‫ ׀‬Prevent flammable or explosive atmosphere (Design / Ventilation or inerting) ‫ ׀‬Limit ignition sources (certification/shut -off) Bureau Veritas Group | C2 - Internal

Bureau Veritas Group | C2 - Internal

HYDROGEN STORAGE Storage

HYDROGEN STORAGE

‫ ׀‬Compressed H2 (≤ 700 bars) or Liquid Storage H2 (-253°C) are ready ‫ ׀‬Compressed bars) or Liquid Energy density H is an700 issue 2 (≤ H2 (-253°C) are ready Energy density is an issue

Bureau Veritas Group | C2 - Internal

156

Seite 5

Hydrogen as Cargo:

Conference Paper Seite 6 Hydrogen as Cargo: Hydrogen as Cargo:

Several projects ongoing ‫׀‬ Mainly green H2 production and transportation (LH2 or CH2) Scopeprojects of involvement Several ongoing ‫ |׀‬Approval inH2Principle (AIP) and Type Approval Certificate (TAC) Mainly green production and transportation (LH2 or CH2) Scope involvement ‫ ׀‬ofType C tanks (LH2) generally vacuum insulated Approval in Principle (AIP) and Type Approval Certificate (TAC) Several‫|׀‬projects ongoing Pressure cylinders for H2 (350-800 bar) ‫׀‬ | Typegreen C tanks generally vacuum insulated Mainly H(LH2) production and transportation (LH2 or CH2) 2 ‫ |׀‬Other ) for large ships Pressuretechnologies cylinders for H2(LH (350-800 bar) 2 Scope of| involvement Other technologies (LH2) for large ships ‫׀‬ Approval in Principle (AIP) and Type Approval Certificate (TAC) ‫׀‬ Type C tanks (LH2) generally vacuum insulated ‫׀‬ Pressure cylinders bar) LIQUID Hfor H22 (350-800 TRANSPORTATION ‫׀‬ Other technologies (LH2) for large ships Still in an early stage of development

Main Characteristics and Challenges of LH 2

‫ ׀‬H2 is not included in the IGC Code : IMO have issued “Interim Recommendations”

Extremely low temperature-253 ( degreesCelsius) (20 deg K) at atmospheric pressure

LIQUID H 2forTRANSPORTATION to be preferable bulk ‫ ׀‬Liquid H 2 seems Unusuallyhigh Upper Flammability Limit (75 %) transport Large range of flammability (4 - 75%)

Still in‫ ׀‬an stage ofmodel development LH2early transportation might be similar to LNG

‫ ׀‬Transportation by ship is currently a challenge ‫ ׀‬H2 is not included in the IGC Code : IMO have ‫ ׀‬Very specific characteristics and risks issued “Interim Recommendations” ‫ ׀‬Liquid H 2 seems to be preferable for bulk transport ‫ ׀‬LH2 transportation model might be similar to LNG ‫ ׀‬Transportation by ship is currently a challenge ‫ ׀‬Very specific characteristics and risks

Small molecularsize Main Characteristics and Challenges LH 2sparks may Very low ignition energy (0.017 mJ), of small ignite) Extremely low temperature-253 ( degreesCelsius) (20 deg K) Rapid at atmospheric pressure burning rate and invisible flame (2,045 °C) Unusuallyhigh Upper Flammability Limit (75 %) Unableto use Nitrogen for void spaces, purging, … Large range of flammability (4 - 75%) Small molecularsize Very low ignition energy (0.017 mJ), small sparks may ignite)

Bureau Veritas Group | C2 - Internal

Rapid burning rate and invisible flame (2,045 °C) Unableto use Nitrogen for void spaces, purging, …

157

Bureau Veritas Group | C2 - Internal

Conference Paper Seite 7

PROSPECTS FOR LH

TRANSPORTATION

‫ ׀‬1,250 m3 Pilot vessel : lessons learned to be fed back to the industry ‫ ׀‬More liquid H2 carriers announced, and of larger size ‫ ׀‬Some Flag Administrations have started approval in-principle of designs of

20,000 m3

‫ ׀‬H2 may be transported like LNG, in liquid form ‫ ׀‬Participation of all stakeholders : Port States will need to be involved on

Safety and Security requirements

Bureau Veritas Group | C2 - Internal

Rolf S�efel CCE Bureau Veritas M&O Germany Rolf.s�efel@bureauveritas.com

158

Conference Paper

MICHAEL NORTH Commercial Manager, Norway Lloyd’s Register

BIOGRAPHY Michael North is Lloyd’s Register’s Commercial Manager for Norway. He leads LR’s commercial activities in the area and has many years of experience in the Marine industry having started his career as an Electro-Technical Officer sailing on cruise vessels before moving into shorebased sales and project roles. Originally from the United Kingdom, he started working regularly in Norway in 2007 and then moved permanently to Oslo in 2009 and now is also a Norwegian citizen.

159

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Conference Paper

CHRISTIAN W. BERG Managing Director, Amogy Norway

BIOGRAPHY Mr Berg has over 25 years of international leader experience in the oil and gas and offshore wind industry. His background includes hands-on experience from vessels, marine consultancy, offshore chartering, and top management. Mr Berg joined Amogy Norway in 2022 as Managing Director coming from a position as Commercial Director with Yara Clean Ammonia. Mr Berg holds an MBA in Shipping and Logistics from Copenhagen Business School. About Amogy Founded in 2020 by four MIT PhD alumni, Amogy aims to decarbonize hard-to-abate sectors, such as shipping, power generation, and heavy-duty transportation, with its ammonia-based, emission-free, high energy-density power solutions. Amogy has developed a compact, high-efficiency chemical reactor to split ammonia into hydrogen and nitrogen. This reactor system comes equipped with a high-activity catalyst, allowing the reaction and ammonia cracking process to take place at higher efficiency levels and lower operating temperature than alternative designs. The hydrogen is then used to generate power through a fuel cell. This proprietary design leverages the superior physical characteristics of liquid ammonia with the performance advantages of hydrogen. To date, Amogy’s ammonia-to-power system has been demonstrated with success in a 5kW drone, 100 kW tractor, and 300 kW semi-truck, and the Amogy team is working on retrofitting a tugboat to be powered by the technology at a 1MW scale, which will be the world’s-first ammoniapowered vessel. Headquartered in Brooklyn, New York, Amogy has expanded its operations to Houston, Norway, and Singapore. Amogy`s European headquarters is in Stavanger, Norway. The company’s investors include Amazon’s Climate Pledge Fund, AP Ventures, SK Innovation, Aramco Ventures, and Mitsubishi Corporation.

161

Conference Paper

Recreated PMS

SAMI KANERVA Global Product Manager, ABB Marine & Ports

BIOGRAPHY Sami Kanerva received his D.Sc. (Tech.) degree in Electrical Engineering from Helsinki University of Technology in 2005, and since then intensively worked on various technology concepts with renewable energy and marine segments. Sami has conducted development of marine fuel cell solutions in ABB since 2017 and currently holds the position of Global Product Manager, Fuel Cells at ABB Marine & Ports division.

162

Conference Paper

Containerized marine fuel cell system Introduction Solutions aiming to reduce CO2 emissions from ships today should ensure a competitive Carbon Intensity Index (CII) rating, which has increasingly stringent rating thresholds. The scale of CII rating ranging from A to E, a ship rated D for three consecutive years or E for one year will have to submit a corrective action plan to show how the required index of C or above will be achieved. [1] The requirements are applied throughout the whole service life of the vessel, not only when getting closer to 2050. This may prove to be a substantial limitation for conventional ships built with the intention of being retrofitted after 10-15 years from delivery. American Bureau of Shipping (ABS) has estimated that more than half of the existing marine vessels will fall into CII categories D and E by 2026, unless they undergo either design or operational changes [2]. Similar conclusions are found on numerous other sources as well. Major part of these vessels are cargo ships, where containerized solutions will substantially simplify retrofitting new low-carbon technology. Vessel type

Percentage

Sample

Bulk carriers

59%

3,347 vessels

Containerships

76%

1,804 vessels

Tankers

53%

1,526 vessels

Gas carriers

56%

328 vessels

LNG carriers

43%

343 vessels

Passenger cruise ships

61%

179 vessels

Ro/Ro and Ro/Pax

56%

964 vessels

Table 1. Percentage of vessels falling into categories D and E by 2026. Source: ABS [2].

E-house for fuel cell systems Containerized marine fuel cell system is an integrated solution comprising type approved fuel cell modules, internal piping, cabling, auxiliary equipment and all required safety systems. The external enclosure is a weather-proof ISO container form-factor steel housing with reinforced to meet structural integrity requirements and including A60 fire class rating. The fuel cell container is designed with adequate service space inside the enclosure, which enables to install ca. 1 MW net fuel cell power in 40’’ ISO container. If the service access is allowed from the outside, it is possible to provide 2 MW net output power within the same container space. Design of the containerized fuel cell system has gone through a hazard identification (HAZID) analysis and is under class approval process. Ventilation

Hydrogen inlet (vent mast on roof)

H2 valve Ventilation FIRE /Exhaust SUPPR.

Inlets/ Outlets

Ventilation

SERVICE SPACE (piping below elevated floor)

AUX

FUEL CELL MODULES

AUX & CTRL

Figure 1. Layout and main subsystems of the fuel cell container.

Figure 1. Layout and main subsystems of the fuel cell container

Fire and gas safety

The inner space of the fuel cell container is a non-hazardous zone, but it is bounded by A60 fire class divisions for fire protection. The service space is equipped with smoke and heat detectors, as well as infrared flame detectors. The internal firefighting 163 system is based on fire suppressing gas, and the container can also be connected to water-based fire sprinkler system. Hydrogen piping in the fuel cell container is double walled. The second barrier is intended to be vacuum and is pressure monitored. In case a leak occurs in the first barrier, hydrogen will be blocked

Conference Paper Fire and gas safety The inner space of the fuel cell container is a non-hazardous zone, but it is bounded by A60 fire class divisions for fire protection. The service space is equipped with smoke and heat detectors, as well as infrared flame detectors. The internal firefighting system is based on fire suppressing gas, and the container can also be connected to water-based fire sprinkler system. Hydrogen piping in the fuel cell container is double walled. The second barrier is intended to be vacuum and is pressure monitored. In case a leak occurs in the first barrier, hydrogen will be blocked by the second barrier and the leak is detected by the pressure monitoring device. There are also hydrogen sensors inside the fuel cell cabinets and in the service space. Detection of hydrogen will trigger an alarm and emergency shutdown already before unsafe conditions can develop. The fire and gas dampers are hardwired to operate in case of fire or gas detection, functionality depending on the alarm type and location. There are hazardous areas around the purge gas and exhaust outlets according to the maritime safety regulations. The hazardous outlets are located close to each other for keeping the hazardous areas in the minimum. Ventilation inlet for the container must be located in a safe area, away from the process and ventilation exhaust ports.

Applications in vessels and ports The fuel cell container is intended for on-deck installation and is an ideal solution for retrofitting existing fleet. Storage of compressed or liquified hydrogen, as well as electric power conversion equipment, can be built similarly in containers in case of space limitations in machinery spaces. Another potential application for fuel cell containers is to provide electricity in ports, utilizing hydrogen as an energy buffer for shore power demand. As the need for shore connection for vessels increases, limited grid capacity may cause bottlenecks for electric power availability. Since there are many green hydrogen production plants being planned or already under construction near major ports, fuel cell containers will provide a feasible alternative for covering the increasing shore power demand.

References [1] MEPC 76/15/Add.1 Annex 1, Regulation 28: Operational carbon intensity [2] Zero Carbon Outlook, Setting the Course into Low Carbon Shipping, American Bureau of Shipping, 2022. Available (Sep 1, 2023): https://safety4sea.com/wp-content/uploads/2022/06/ABS-Sustainability-outlook-2022_06.pdf

164

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SESSION 6.2

Carbon capture

166

Moderator

SEBASTIAN EBBING Technical Advisor, German Shipowners’ Association

167

Speaker

RENÉ SEJER LAURSEN Director, Fuels & Technology, ABS

BIOGRAPHY Mr. René Sejer Laursen Holds an M.Sc. in Mechanical Engineering from the Technical University of Denmark in 1989. He has worked for MAN B&W Diesel since 1998 and has been among others, been project manager on the development of the ME-GI, a dual fuel 2-stroke marine engine operating on natural gas. He has introduced a number of new fuels to the marine market, like ethane, methanol, LPG and ammonia. LNG in 2012, methanol in 2013, ethane in 2014 and LPG in 2018 to the marine market. Since the mid-2020 René has worked for ABS in Copenhagen, working in the Global Sustainability Group as Director with responsibility for fuels and new technology. The task for the sustainability group within ABS is to support and assist shipowner in their selection of the right technology and fuel mix for their fleet. Lately Ammonia, methanol, biofuel, synthetic fuel, wind assistance technologies and different carbon capture technologies are the most popular technologies that are being investigated by shipowners.

168

Conference Paper

Can pre-combustion carbon capture system applied to LNG carriers and container ships be an option to reduce CO2 emissions? At the end of 2022, Rotoboost, Wärtsilä and ABS agreed to investigate the use of a precombustion carbon capture solution from Rotoboost applied in a ship design of a newbuild LNG carrier. The goal of this work is to find technically and economically feasible solutions on how to upgrade a modern LNG carrier design to reduce its overall carbon footprint and allow for compliance with carbon emission regulations throughout the ship’s lifetime. Since regulations are not fully in place, the carbon reduction goal set for the project has been assumed based on the trajectory line extended from the CII regulation in place today. It has been found that Rotoboost’s solution is one of the most promising technical solutions capable of reducing carbon by nearly 100%, also reducing the carbon footprint of the ship to the agreed upon level. The technology is still under development and is based on a liquid catalyst that is decomposing NG into Hydrogen and solid carbon. Rotoboost has completed the first pilot test in their factory with very promising results, so the next step is to implement it in a new LNG carrier design to gather operational experience. The solution from Rotoboost will need to be integrated with a gas fuel supply system onboard, some of the NG will need to be diverted to the Rotoboost system, where the NG is decomposed. After the decomposition, the hydrogen goes through a cleaning process, where the hydrogen will then be returned and blended into the NG flow and injected as a fuel into the onboard gensets. The engine investigated is of the type W34DF and is developed by Wärtsilä. The engine system needs to be upgraded to be able to use hydrogen or the fuel blends with higher hydrogen content. The solid carbon from the process is a powder that will need to be stored onboard in dedicated tanks. Once the vessel docks, the solid carbon will need to be offloaded in port, where it can be upgraded to graphene or graphite and used in many products, like in batteries, fuel cells and steelmaking. All equipment and materials are expected to be recirculated. This paper will describe in detail the impact that the Rotoboost system is going to have on operational costs and will provide a technical feasibility study developed for the full system, a description of the system and the results of the risk assessment.

Introduction Designing an LNG carrier to carry and use hydrogen as a fuel contains some significant challenges. Storage of hydrogen either in a liquid or as compressed hydrogen occupies a substantial volume onboard the LNG carrier that will impact on the amount of LNG it can carry. Using the pre-combustion carbon capture technology from Rotoboost to decompose the NG into Hydrogen and solid carbon seems to be an attractive solution. This technology requires engine technologies that can operate on hydrogen, or a blend of Hydrogen and Methane. Wärtsilä is available with its W50DF-H/W46DF-H that can operate on hydrogen or eventually using a mixture of hydrogen and LNG. An additional benefit of increased hydrogen content among natural gas fuel is the reduction of methane (CH4) slip from combustion. The combustion characteristics (wider flammability

169

Conference Paper range and a faster heat release) of hydrogen also help the methane to combust more efficiently in the engine. Carbon being segregated as solid carbon/graphite, requires much smaller onboard storage volume & weight in ambient conditions compared to temperature controlled and pressurized CO2 regardless of the post combustion CCS type.

The 174 kcum LNG Carrier DFDE propulsion has been widely used by LNG carriers over the course of the last decade. However, the introduction of two-stroke dual fuel mechanical propulsion has shaken up the segment and today the 2-stroke dominate in LNG carriers. With the need to reduce CO2 and GHG emission and since the 2-stroke engine designers are not yet available with hydrogen engine solution, this gives Wärtsilä an opportunity to re-enter this market again as a leader in development of engine that can operate on pure hydrogen or a blend of hydrogen and methane. For this study we are not targeting a 100% carbon reduction, which however is doable with the decomposer. Designing a system to compose 100% of the NG into hydrogen and solid carbon requires higher energy amount per ton, and a bigger decomposer unit, than a solution with The decomposer system is sized to run at its optimum, lowest total cost (CAPEX + OPEX) per smaller composing percentage.

captured ton of carbon, Rotoboost has investigated the process and concluded that the

The decomposer sized toisrun at its optimum, lowest total (CAPEX + OPEX) lowest cost persystem ton ofisCarbon, found when decomposing 80%cost (mol%/mol%) of theper NG captured ton of carbon, Rotoboost has investigated the process and concluded that the lowest into Hydrogen and solid carbon, at this optimum 20% of the NG is therefore not cost per ton of Carbon, is found when decomposing 80% (mol%/mol%) of the NG into Hydrogen decomposed and delivered a mixture with Hydrogen feed the engine. and solid carbon, at will this be optimum 20%inof the NG is therefore not to decomposed and will be delivered in a mixture with Hydrogen to feed the engine.

Please see figures 1 and 2 that illustrating the mass flow and gas composition.

Figure 1. Decomposer mass flow diagram

170

Figure 1. Decomposer mass flow diagram

Conference Paper

The baseline for this study is an LNG carrier with twin propeller and a propulsion power requirement at design speed. The Auxiliary power will depend on the configuration of the Decomposition gas composition naturalFigure gas2.supply system. The power for offloading power is the dominating power and that is in the range of 6-8 MW & a load of 2-3 MW during seagoing condition. For a DFDE The baseline for this study is an LNG carrier with twin propeller and a propulsion power configuration, offloading of LNG propulsion not take place at the same time.ofSo, requirement at design speed. Theand Auxiliary powerdo will depend on the configuration thethe installed be sized power plus aux. powerpower i.e. hotel natural gaspower supplywill system. The from powerpropulsion for offloading power is the the dominating andload, that is inrequired the rangepower of 6-8from MW &fuel a load of 2-3 MW during seagoing condition. For a DFDE configuration, and gas supply system supplying NG to the decomposer unit and offloading of LNG and propulsion do not take place at the same time. So, the installed power DFDE engine system.

will be sized from propulsion power plus the aux. power i.e. hotel load, required power from fuel and gas supply system supplying NG to the decomposer unit and DFDE engine system.

For this example, we have been using the speed power curve shown in figure 3. The design speed is 19.5 knots, requiring el. DFDE of 20.5 MW.power curve shown in figure 3. The design For this example, we an have been Power using the speed speed is 19.5 knots, requiring an el. DFDE Power of 20.5 MW.

Figure 3 Typical speed power curve for a 174kcum LNG carrier

171

Conference Paper During normal operation the ship speed is 18.5 knots in laden and 16. 5 knots in ballast condition. The DFDE el. propulsion power is found to 15905 kW with a seagoing Aux. Power requirement During normal operation the ship speed is 18.5 knots in laden and 16. 5 knots in ballast condition. of 3110 kW at 18.5 knots, this to cover all aux. power requirement onboard the ship incl. pumps, The DFDE el. propulsion power is found to 15905 kW with a seagoing Aux. Power requirement of BOG compressors and the el. Power requirement to run the accommodation. At 16.6 knots 3110 kW at 18.5 knots, this to cover all aux. power requirement onboard the ship incl. pumps, BOG propulsion power is found to with a totalAtel16.6 power compressors andrequirement the el. Power requirement to11680 run thekW, accommodation. knotsrequirement propulsion of 2300 kW at seagoing conditions. power requirement is found to 11680 kW, with a total el power requirement of 2300 kW at seagoing conditions.

The above baseline ‘typical round-trip sailing’ case requires 19015 kW (laden) / 13980 kW The (ballast) total power which consumption 65.7 (laden) / above baseline ‘typicalproduction round-trip sailing’ caseequals requires natural 19015 kWgas (laden) / 13980 kW (ballast) 48.3total (ballast) MJ/kg). this fuel65.7 is replaced with Decomposition gas power MT/day production(LHV which50 equals naturalWhen gas consumption (laden) / 48.3 (ballast) MT/day (LHV(LHV 85 50 MJ/kg) hasfuel 50%mass of Hydrogen (LHV 120 MJ/kg), it correlates to MJ/kg).which When this is replacedfraction with Decomposition gas (LHV 85 MJ/kg) which has Decomposition gasofconsumption (laden) / 28.4 to (ballast) MT/day, which 19.3of(laden) / 50%mass fraction Hydrogen (LHV of 12038.6 MJ/kg), it correlates Decomposition gasof consumption (laden) / 28.4 (ballast) MT/day, of 19.3 (laden) (ballast) MT/day is hydrogen, for 14.2 38.6 (ballast) MT/day is hydrogen, forwhich identical power/ 14.2 production. identical power production.

The production of this amount of decomposition gas requires 96.6 (laden) / 71.0 (ballast) MT/ Thenatural production amount ofinto decomposition gas requires 96.6 (laden) / 71.0 MT/day of day of gasofasthis feedstock Decomposer reactor (including the(ballast) NG fraction which does natural gas as feedstock into Decomposer (including fraction which doesof notNG for heating not decompose) and additional up to reactor 17.4 (laden) / the 12.8NG(ballast) MT/day and additional giving up to 17.4 (laden) 12.8 (ballast) MT/day NG for heating/and internal and decompose) internal consumption, total NG /consumption to beof 114.0 (laden) 83.9 (ballast) MT/ consumption, giving total NG consumption to be 114.0 (laden) / 83.9 (ballast) MT/day. By-product day. By-product solid carbon production at this capacity is 57.9 (laden) / 42.6 (ballast) MT/day solid carbon production at this capacity is 57.9 (laden) / 42.6 (ballast) MT/day orof approx. 30 (laden) / or approx. 30 (laden) / 22 (ballast) m3/day. Electricity consumption this size Decomposer 22 (ballast) m3/day. Electricity consumption of this size Decomposer system is approx. 200kW. system is approx. 200kW. The energy balance of decomposition system is shown as fig. 4. In the above ‘typical round-trip

The energy balance of decomposition system is shown as fig. 4. In the above ‘typical round-trip sailing’ case the total CO2 emissions from vessel would drop in average from 157 tons/day to 87.7 sailing’ case the total CO2 emissions from vessel would drop in average from 157 tons/day to tons/day, or -44%, without considering any heat recovery. Approx 10% of total consumed NG energy 87.7 can tons/day, or -44%, without considering any heat recovery. 10% of are total be recovered as heat, which equals -50% reduction in CO2 emissions.Approx Above numbers alsoconsumed NG energy can be recovered as heat, which equals -50% reduction in CO2 emissions. Above considering the increased CO2 emissions from Decomposition reactor energy consumptions. numbers are also considering the increased CO2 emissions from Decomposition reactor energy consumptions.

Figure 4. Decomposer energy balance diagram and carbon capture rate for the full gas and propulsion system

Naturally, also Boil-off Gas can be used to feed Decomposer and dimensioning Decomposer system capacity to handle full BOG amount from the LNG carrier. Today a BOR of 0.08% LNG volume/day, is typical and considered as being sufficient design criteria for the decomposer system, delivering a 80/20 H2/NG mol% mixture to the DFDE engine system. 7

DFDE Engine Configuration The engine configuration of the DFDE can be arranged in many ways. The general setup is comprising of the fuel supply system as shown in the pictures below figure 5 & 6. Note that engine sizing and the general lay-out of the tank system is just added for illustrative purpose. In this illustration the Tank Connection Space is placed after the LNG tank, where the LNG is evaporated and pressurized to the desired pressure.

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figure 5 & 6. Note that engine sizing and the general lay-out of the tank system is just added for illustrative purpose. In this illustration the Tank Connection Space is placed after the LNG tank, where the LNG is evaporated and pressurized to the desired pressure.

Conference Paper

The fuel gas is going directly to the gas valve unit (GVU), that is controlling the final pressure for the engines and contains also filters and safety valves. Part of the gas can also go to the gasfuel decomposing unit and returned to the inlet the GVU, requires however the The gas is going directly to the gas valve unitof(GVU), thatthis is controlling the finalthat pressure for the and contains also filters and valves.reduction Part of the gas Depending can also goon tothe the gas in engines the NG by-pass is being regulated withsafety a pressure valve. gas decomposing unit and returned to the inlet of the GVU, this requires however that the gas setup of the gas decomposing unit and depending on gas pressure requirement for the inengine. the NG Aby-pass is being regulated a pressure reduction valve. Depending setup gas compressor for the H2with return pipe from the decomposer unit can on be the applied of the gas decomposing unit and depending on gas pressure requirement for the engine. A instead to increase the pressure and to secure the NG and H2 can be mixed, before the gas compressor for the H2 return pipe from the decomposer unit can be applied instead to blend reach the engine. increase the pressure and to secure the NG and H2 can be mixed, before the blend reach the engine.

Figure 5: Figure illustrating the natural gas flow going from the tank system to the engine system, with a decomposer unit added, to decompose NG into a blend of Hydrogen and NG

For the LNG carrier Wärtsilä is proposing the DFDE engine set-up shown in figure 6 below,

For the LNG carrier Wärtsilä is proposing the DFDE engine set-up shown in figure 6 below, comprising 2 x 8L46TS DF and 2 x 6L46TS DF comprising 2 x 8L46TS DF and 2 x 6L46TS DF

Figure 6: DFDE engine lay-out proposal from Wärtsilä, comprising 2 x 8L46TS DF and 2 x 6L46TS DF and with an installed engine capacity of 36.4 MW.

Today operation on hydrogen or a blend of hydrogen and NG is not yet in Wartsila’s plan. But as Today operation on hydrogen or been a blend of hydrogenthat anda NG is not Wartsila’s plan. described in the paragraph, it has demonstrated blend canyet be in used in the smaller engines, so when the interest hits the market this engine type L46TS DFacan be upgraded as well. But as described in the paragraph, it has been demonstrated that blend can be used in the

smaller engines, so when the interest hits the market this engine type L46TS DF can be The Hydrogen upgraded as well.Fuelled Engine

The idea of blending hydrogen into natural gas has been initiated at first from the stationary engine power plants. The increasing energy production with wind and solar can sometimes result in overproduction of electricity. In this situation it would be beneficial to produce hydrogen and store it until the energy is needed. The produced hydrogen can then be added to the natural gas grid and be used as part of the fuel in the engine power plants. For this

The Hydrogen Fuelled Engine

The idea of blending hydrogen into natural gas has been initiated at first from the stationary engine power plants. The increasing energy production with wind and solar can sometimes result in overproduction of electricity. In this173situation it would be beneficial to produce hydrogen and store it until the energy is needed. The produced hydrogen can then be added to the natural gas grid and be used as part of the fuel in the engine power plants. For this reason, Wärtsilä tested and verified the operation on natural gas/hydrogen blends already

Conference Paper reason, Wärtsilä tested and verified the operation on natural gas/hydrogen blends already back in 2015. The engine testing was carried out on both a pure gas engine (Wärtsilä 34SG) and in a dual fuel engine (Wärtsilä 34DF). For this carbon capture marine solution study, the dual fuel Wärtsilä L46TS DF is the best choice as it is a well-known concept for the marine industry and especially in the LNG carriers. This engine type is relatively new, it offers a very high engine efficiency and a high power output. For this study we are assuming the same performance for the L46TS DF as has been verified for the smaller engine size, if the engine is going to be upgraded to use blend of H2/NG the performance is expected to be significant improved compared to the 34DF. The dual fuel engine is a multiple fuel engine that can operate on both gaseous fuels as on liquid fuel. The fuel systems are divided so that the engine can easily switch between different fuel modes when requested or required. There are also possibilities to operate the engine on both gas and liquid fuel simultaneously i.e. fuel sharing. The engine operates in gas mode according to the otto combustion principle and in liquid fuel mode according to the diesel combustion principle. In gas mode the ignition is handled by a micro pilot diesel injection. The dual fuel lean burn gas engine is by nature compliant with the IMO Tier III NOx regulations, thanks to the lean burn otto engine concept that provides fast combustion leading to high efficiency, together with a rather low combustion temperature, which provides both low NOx emissions as well as low thermal loading on the engine components. The medium speed dual fuel engine provides fast loading characteristics that makes it suitable for most of the marine applications. As the engine is also equipped with a liquid fuel system, the fuel modes can be switched without delay, which makes the engine concept both robust and safe. The low-pressure gas system is providing a safe and easy to install fuel system for the vessel. The low-pressure gas system also requires minimal external power to operate. The medium speed dual fuel engine can operate both as a constant speed engine and as a variable speed engine depending on the application. The engine efficiency can be kept high on a wide range of the operating field. The engine and the auxiliary systems will be designed according to the hydrogen/natural gas blending ratio as shown here below: n Hydrogen < 3% vol - Standard LNG setup without modifications n Hydrogen 3% vol – 25% vol - Engine mechanical setup according to natural gas operation - Blending control needed and information about the ratio to be given to the engine control system. - Engine automation for combustion control - Maximum allowed output according to the methane number derating curve. n Hydrogen >25% vol - Engine setup according to hydrogen operation - Blending control needed and information about the ratio to be given to the engine control system. - Safety system setup according to hydrogen operation - Engine automation for combustion control - Maximum allowed output according to the methane number derating curve.

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o Engine automation for combustion control o Maximum allowed output according to the methane number derating curve.

Conference Paper

Wärtsilä DF engine rating for different methane number with Reference gas MN80 Maximum output [%] 100

Refere nce gas used for MN80 Methane mol-% 91 Ethane mol-% 8.5 Propane mol-% 0.5

90 80

Maximum output [%}

70 60 50

Maximum output depending on the requirements

40 30 20 10 0

3% Standard

100

Hydrogen content [% -mol]

25% Limit for Natural gas class

Hydrogen blending into natural gas makes the heat release faster and the combustion becomes more complete. This benefit is expected to result in less methane slip. The higher combustion Figure 7: This engine performance is applied to the engine L46TS DF. When the engine is using a 80/20 blend, note that at temperature due to an improved heat release may however result a higher NOx. Table 1 shows 100% load the output is reduced to 50% engine load. the results from performance test done with 15%-vol hydrogen. 42

Table 1: Performance test results using a H2/NG blend Engine performance comparison with 15%-vol hydrogen blending into natural gas compared to pure natural gas operation WIthout combustion tuning

With combustion tuning

NOx

110%

as reference

Max cylinder pressures

20%

10%

Unburnt fuel

-15%

Combustion duration

-30%

Engine efficiency

+1%-unit

as reference

Working Principle of the TDC System from Rotoboost In the TDC concept developed and tested by Rotoboost, methane (CH4) is broken down into H2 gas and solid carbon via a thermo-catalytic decomposition process (TCD) using heat energy and catalysts to lower the temperature requirement. The hydrogen produced is in the form of gas blend of H2 (89%vol) and unreacted CH4 (11%vol) called decomposition gas. Utilizing this gas blend as fuel in engine reduces CO2 emission since the carbon has been removed from fuel before combustion (pre-combustion carbon capture). Additionally, the system produces solid carbon with a significant market value. The produced carbon is either fullerenes ( = an extremely stable circular carbon molecule that typically consist of 60 carbon atoms), single walled nanotubes or graphene depending on running conditions of the TDC unit. It can also be turned in to hard carbon, which is suitable for large scale energy storage in sodium ion battery applications.

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Conference Paper Process Description The conversion of methane into hydrogen gas and solid carbon is conducted via thermocatalytic decomposition process (TCD, also referred to as methane pyrolysis with catalyst). In this process the methane molecule (and other hydrocarbon molecules) decomposes into hydrogen and carbon consuming heat energy. The hydrogen is released as H2 gas and carbon is in solid form.

CH4 g 2 H2 + C This reaction is possible to achieve the heat energy alone, but the introduction of catalyst material lowers the required temperature significantly and thus making the process much less energy consuming. As first step the system removes sulphur components away from the natural gas in a sweetening unit. Then feed gas is preheated in a heat exchange arrangement (internal heat recovery) before being introduced into decomposition reactor. The catalyst forms a vital part of the process due to its impact on process efficiency and economics. In this project a special molten (liquid) metal catalyst is used in the reactor. The novel liquid metal catalyst has high heat capacity and it ensures homogenous heat supply to each methane molecule. When the methane molecule is split into hydrogen and carbon, the hydrogen gas escapes the liquid molten media and the carbon particles floats on the surface due to the difference between the carbon and the molten liquid density. These characteristics allow removal of both produced hydrogen gas and solid carbon during operation without significant catalyst losses. The required reaction heat can be produced using different methods but onboard a marine vessel the preferred methods are 1) combustion of a small side-stream of the natural gas, 2) combustion of a fraction of the produced hydrogen rich decomposition gas. Heating the reactor by combusting natural gas or hydrogen rich decomposition gas generates some CO2 emissions, while still much less than without the H2 generation system. Decomposition process contains heat exchange arrangements to reduce the total heat energy consumption by utilizing available heat from product streams through heat recovery. Decomposition process also contain further arrangements for separating and collecting all solid carbon particles from the process to make decomposition gas particle-free. The technology could work on various marine vessel types. And a HAZID has previously been completed for three vessel types and evaluated: Product Carrier, Ferry and a Very Large Crude Carrier (VLCC). The system arrangement on an LNG carrier will need to be tailored to fit into the specific LNGC vessel; system can be packaged into separate enclosures on deck or as a ‘backbag installation’ depending on available space in vessel general arrangement. Installing Decomposer system on a side stream of the main natural gas fuel feed is also a viable alternative: part of the fuel feed is treated in an Decomposer system to remove carbon and the produced hydrogen rich natural gas blend, called decomposition gas, is returned to vessels’ Fuel Gas Supply Systems (FGSS) and mixed with vapourised natural gas to form a fuel gas blend with increased hydrogen content, but with smaller hydrogen fraction than directly from Decomposer. By treating full fuel stream in the Decomposer system and utilizing (partial) NG combustion as a source for required reaction heat for the decomposition process, the CO2 emissions from propulsion are reduced significantly compared to natural gas fuelled engine operation.

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as a source for required reaction heat for the decomposition process, the CO2 emissions from propulsion are reduced significantly compared to natural gas fuelled engine operation. When the excess heat from the Decomposer is recovered forConference steam and/or hot water Paper production, the energy efficiency is further improved and total CO2 emissions from vessel can be reduced up to -50%. CO2 reduction levels even beyond -50% are possible when using When the excess heat from the is recovered hydrogen-rich Decomposition gasDecomposer as reactor heating fuel. for steam and/or hot water production, the energy efficiency is further improved and total CO2 emissions from vessel can be reduced up to -50%. CO2 reduction levels even beyond -50% are possible when using hydrogen-rich Decomposition gas as reactor heating fuel.

Figure 8 shows a general outline of TCD system arrangement for marine

Process Integration Onboard The Decomposer system is connected and added downstream the LNG carriers fuel gas Process Integration supply system as a gas consumerOnboard to receive the Boil off gas or the vaporized natural gas.

TheDecomposer produced decomposition gas (mixture hydrogen and unreacted natural gas) is then The system is connected andofadded downstream the LNG carriers fuel gas delivered further downstream to the FGSS’s Gas Valve Unit for utilizing as fuel gas for the supply a gas consumer to receive the Boil off gas the gas. The enginesystem system.as The system is prepared so the decomposition gasor can bevaporized mixed withnatural vaporized natural gas in the GVU before delivered to the engine fuel gas. This preparation done produced decomposition gasbeing (mixture of hydrogen andasunreacted natural gas) isis then to reduce hydrogen content when smaller hydrogen fraction is enough for reaching desired decarbonisation effect. As the engine technology and controls are still under development for higher hydrogen fractions, normal LNG FGSS still takes priority and needs to be fully operational if the Decomposer system fails during operation. Rotoboost TCD system itself has very low electricity consumption since the energy required by the chemical reactions can be provided with small fraction of NG combustion. In addition, the excess heat can be recovered by the LNG carrier with conventional exhaust gas boilers to produce steam/hot water, which further improve the economics.

System Layout for the 174 kcum LNG Carrier When the TCD system is located on the deck of the LNG carrier near the existing BOG compressor, the gas piping length and complexity is reduced. However, the system weight will be subjected on the deck and the deck needs additional reinforcement. Also the Decomposer system compartment with hot components inside is better not to be located directly on LNG tank top and therefore shall be installed at elevated position but considering bridge visibility requirements. The space below Decomposer system can be utilized for solid carbon onboard storage. Required footprint area for Decomposer system is roughly approx. 100 m2 per each 10?000 kgH2 produced per day when equipment is installed on same level. The system arrangement onboard can have part of the equipment at different levels when available height allows and

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Conference Paper this reduce the required footprint in GA. The reactors are the tallest single equipment with up to 5 m height (including maintenance space). For the baseline case above, the system basic footprint is approx. 200 m2 and it can be arranged within approx. 150 m2 footprint when 5 m height is available for full area.

considered. Thesystem H2 delivery piping engine also bethe shortened, the is simpler as If the TCD is located atto the aft of will the vessel retrofit ofhowever such a system compressed gas pipes from the BOG compressor will be longer. The system is also no reinforcement needs to be welded on a tank top, but rather the back. Also, thesubjected height of the system will not as the system will always to more vibration at be thean aftissue compared to the tank top. be lower than the stack even if arranged on several floors. Also, the arrangement of the TCD exhaust gas piping can be arranged at the same funnel as the engine exhaust. Common waste heat recovery can be considered. The Onboard carbon storage depends on required autonomy time. One convenient location for H2 delivery piping to engine will also be shortened, however the compressed gas pipes from carbon storage is below the Decomposer system. Theis weight of equipment incl. the carbon the BOG compressor will be longer. The system also subjected to more vibration at the aft storage is concentrated in mass compared to the tank top. on a small area, the deck structure will need to be

reinforced, but the installation would be easier and only small area of vessel is influenced Onboard carbon Carbon storage storage depends required time. One convenient location for with the new system. ononLNG Carrierautonomy could be dimensioned for 30 day carbon storage is below the Decomposer system. The weight of equipment incl. the carbon round-trip to is allow only singlein centralized carbon unloading gasneed loading terminal, storage concentrated mass on a small area, the decklocation structureatwill to be reinforced, whichbut would make the operations quite convenient. The collection of the solid carbon the installation would be easier and only small area of vessel is influenced withinthe new Carbon storage LNG Carrierthe could be dimensioned forvessel 30 day round-trip to allow tanks system. with a 80/20 blend doesonnot increase overall weight of the during sailing. only single centralized carbon unloading location at gas loading terminal, which would make See figures 8 and 9 as reference. the operations quite convenient. The collection of the solid carbon in tanks with a 80/20 blend does not increase the overall weight of the vessel during sailing. See figures 8 and 9 as reference.

Figure 8 Three alternative system locations onboard LNG Carrier

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Conference Paper

Figure 9 Three alternative system locations onboard LNG Carrier

Other alternative locations onboard can be found too for both Decomposer equipment and

Other alternative locations canvessels, be found for both Decomposer equipment and onboard carbon storage onboard on different buttoo generally a location relatively close to engine onboard carbon storage on different vessels, but generally a location relatively close to is preferred. engine is preferred. Sizing of Fuel Gas Supply System An LNG carrier using Low pressure engines is today typically equipped with 2 x Boil Off Gas compressors to handle the gas fuel supply going to the engines, often it is a 6-stage cryogenic compressor from Cryostar that is being used feeding the 2-stroke engines with natural gas An LNG using Lowbar. pressure is today typically equipped 2 x Boil to Off7 Gas at a carrier pressure of 7-15 For theengines DFDE solution, the supply pressurewith is reduced bar, so the sameto compressors andfuel the supply same compressor used also for the compressors handle the gas going to the configuration engines, oftencan it isbe a 6-stage DFDE system. cryogenic compressor from Cryostar that is being used feeding the 2-stroke engines with

Sizing of Fuel Gas Supply System

natural gasaatdecomposer a pressure of 7-15 bar. For DFDE solution, the supply reduced When unit is built into the between the compressors andpressure the gas isvalve unit as to 7illustrated bar, so theinsame compressors and the same compressor configuration can be used also figure 5. All the equipment downstream the decomposer unit will have be modified to be ablesystem. to handle hydrogen, as the product gas downstream the decomposer will contain for the DFDE hydrogen. So the following is needs to be considered:

n Material compatibility with between hydrogen,the thecompressors components and suchthe as valves, pipe material, When a decomposer unit is built into gas valve unit as sensors, sealings may not be suitable and need to be upgraded. illustrated in figure 5. All the equipment downstream the decomposer unit will have be n Volumetric modified to be able to handle as the product gas downstream theofdecomposer fuel gashydrogen, feed flow changes (volumetric energy content decomposition gas is smaller thanfollowing natural gas; approx. vs. 37 MJ/Nm3 of NG) will contain hydrogen. So the is needs to13beMJ/Nm3 considered: n Gas detection sensors has to be upgraded to also detect H2 In addition, the upstream gas compressors capacity, the heat exchangers, the piping system has to be upgraded to accommodate the higher gas flow required when the decomposer are in operation. The turndown ratio of the compressors need to be adjusted as well to operate with increased flow capacity when H2 is produced, considering the different gas flows at Decomposition gas operation vs. NG operation. The gas pressure is provided by upstream BOG compressor and this pressure only needs to be increased slightly to overcome a small pressure loss in the decomposer system, the DFDE engine system needs same supply pressure for the 80/20 blend as for the 100 % natural gas. For practical control reasons a small buffer tank should be considered and implemented downstream the decomposer system.

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Conference Paper In case only part of the fuel gas is decomposition gas (decomposition gas as drop-in fuel), mixing with natural gas should be done prior to feeding the fuel blend into engine or at the engine depending on engine maker exact set up. This requires a pressure reduction valve in by pass pipe section.

Classification Process The International Maritime Organization (IMO) addresses gas carriers under the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code). This Code does not however include hydrogen as an allowed product. In addition, the Code only addresses liquefied gases. It does not cover the transport of gaseous hydrogen under pressure. As a result of the above, as there are no international codes for the use of hydrogen as a fuel onboard LNG carrier, and for decomposing LNG into solid carbon and hydrogen, a goal-based approach under IMO MSc.1/Circ.1394 shall be followed, considering alternative design and compliance. Figure 10 IMO Goal Based Standards Framework

A formal document must be submitted by the A formal must be submitted the flag state document for IMO consideration. In this by process, flagflag state fortypically IMO consideration. In on thisinput from the state relies heavily the classification designer, shipyard, process, the flag society, state typically relies heavily and owner to provide necessary documentation. on input from the classification society,

designer, shipyard, and owner to provide

The first step in this process is to perform a necessary documentation. preliminary Hazard Identification (HAZID) study, which is performed when the ship design has reached sufficient of detail to identify The firstastep in thislevel process is to perform a the high-level risks applicable during construction preliminary Hazard Identification (HAZID) and operations. This HAZID supports new design study, which is performed when the the ship process and follows established risk assessment design has reached a sufficient level of detail methodologies to satisfy the IMO IGC Code intent.

to identify the high-level risks applicable during construction and operations. This HAZID supports the new design process and follows established risk assessment methodologies to satisfy the IMO IGC Code intent.

For a partly hydrogen fuelled vessel equipped with the decomposer system, a HAZID was

completed in 2022, and subsequent design and engineering has beensystem, performed in accordance For a partly hydrogen fuelled vessel equipped with the decomposer a HAZID was with the risk register derived from the HAZID. completed in 2022, and subsequent design and engineering has been performed in accordance with the risk register derived from the HAZID. To design, build and class such an LNG carrier with a TDC system from Rotoboost, ABS has developed the following publications:

To design, build and class such an LNG carrier with a TDC system from Rotoboost, ABS has n ABS Guidance Notes on Review and Approval of Novel Concepts developed the following publications: n ABS Guidance Notes on Qualifying New Technologies

- n ABS ABSGuide Guidance Notes on Reviewtoand Approval of Novel using Concepts for Vessels Intended operate on hydrogen ICE ABS Guidance Notes on Qualifying New Technologies n ABS Guide for Carbon capture ABS Guide for Vessels Intended to operate on hydrogen using ICE Guide for Carbona capture As-part of ABS these requirements, What-if/HAZID must be in addition be completed. therequirements, proposed design of the gaseous hydrogen fuelledbe engine, and the absence AsConsidering part of these a What-if/HAZID must be in addition completed.

of an international standard addressing the pre-combustion CCS, such design is a novel concept, ABS however recently launched own guideline hydrogen fuelled vessels Considering thehas proposed design of the gaseousits hydrogen fuelled for engine, and the absence

of an international standard addressing the pre-combustion CCS, such design is a novel concept, ABS has however recently launched its own guideline for hydrogen fuelled vessels 180

Conference Paper and a guideline for post combustion carbon capture, those guidelines cannot be used directly, but it was used to some extend as guidance for some aspect in the approval process. This process incl. the guidelines available, allowed the design to be reviewed and an ABS Approval in Principle (AIP) was thereafter issued to Rotoboost covering the TDC system. For a successful approval process for Noval system, it requires that all parties involved understand the system in detail. When the process was developed to evaluate the safety aspect, ABS therefore adopted the following evaluation methodology / steps to arrive at a level where all aspect are understood and evaluated: 1. Develop an understanding of the concept. For complex systems this requires several mutual meetings before full understanding is achieved. 2. Identify the novel aspects of the proposed design. 3. Identify the hazards and safety concerns arising from the concept, and from the specific novel features. 4. Identify existing marine and offshore requirements and standards and conduct a gap analysis. 5. Use the gap analysis to identify those areas of the design for which no relevant standards currently exist. 6. Apply first principles and risk methodology for identification of risks

Novel Concepts Review Process A novel concepts review must be able to contribute to the development of a novel project without requiring extensive information, at least for the initial stages of the project. Figure 11 illustrates the review processes employed for this project, involving increasingly detailed information as the project matures. It provides a general overview showing that as more engineering, testing, and/or risk assessments needs to be conducted for the concept, the level of confidence increases as the concept performance approaches the required performance limits. The performance limits may include required reliability, function, safety and strength.

Engineering / Operation

Risk Assessment

Target Performance Uncertainty

Uncertainty

Whatif

FMEA

Fault Tree/ Event Tree

Reliability Analysis

Increasing understanding Installation / Operation of system parameters and Required behavior performance limits of system

Increasing understanding of system risks

Survey

Construction

Class Approval Phase

HAZOP

Con fide nce

Detailed Design

Inc rea sin g

nce ide onf gC sin rea Inc

Engineering Prototype Development and Testing

AIP Phase

HAZID / Change Analysis

Concept Idea / Design Basis Conceptual Design

ABS

Figure 11: Novel Concept Review Process

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Some of the typical risk techniques and engineering steps that would be expected during the development of a new concept are shown along the concept evolution route. As more engineering and/or testing is conducted a better understanding of the system parameters

Conference Paper Some of the typical risk techniques and engineering steps that would be expected during the development of a new concept are shown along the concept evolution route. As more engineering and/or testing is conducted a better understanding of the system parameters and behavior occurs. Note that the knowledge being gained during the concept development does not stop at the end of detailed design. Particularly with novel concepts, it is important that information continues to be gathered during construction, and during implementation into ship design and during operation. During the concept evolution, risk assessments will be conducted to identify risks related with the concept, and that effective mitigation measures can be put in place. The risk assessments are arranged in general order of complexity and required concept development stages. However, there are instances where more detailed risk assessment techniques are conducted during earlier stages of the concept development. At the far-right side of the Figure 11 above, the general classification/certification phases are listed. It is important to note that this is a generalized figure of the concept evolution and there may be overlap between specific engineering step progression as well as different timing of the application of the risk assessment techniques. The conceptual design of the TDC system applied in ship designs was assessed by ABS following the above steps and procedures. A HAZID risk assessment was conducted implementing the system into several ships designs, and all significant risks were identified and documented. The ABS review followed the principles of the IMO IGC code; the IGF Code and the several other ABS Guides. After careful evaluation, Approval in Principle was granted in 2022 by ABS for the proposed designs of the TDC system. A number of risks were identified that required further study and testing and are further summarized below. Those have all been addressed by Rotoboost during their developments during 2022

Hydrogen and Decomposer Safety The IMO IGC Code addresses safety related to liquified gases, and not methane being decomposed to methane and solid carbon, for the hydrogen thereafter to be delivered to an engine in compressed gaseous condition. Therefore, and from a first principle approach, the hydrogen thermodynamic properties and its inherent risks were duly considered. The following risk were identified and evaluated for safety, considering the compressed hydrogen supplied to the engine at 15 bars or lower: n Material – susceptibility for H2 embrittlement n Potential for leak - smallest atom size n Wide flammability range: 4 - 75% n Detonation, missile effect n Gas dispersion, fire and explosion n Clean burning, no flame visibility n Stored energy in buffer volume (compressed gas) In total 203 recommendation was found during the safety evaluation, and all related to the TDC was thereafter solved by Rotoboost. Highlighting the unique features of the design then as examples such as tanks to store the solid carbon generated safety concerns, certain issues related to explosion in the TDC reactor

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Conference Paper and solidification of materials at critical locations, external fires & explosion of carbon powder were also identified as high risk and it led to increased focus on some of aspect shown here below: n Pressure relief system in the TDC reactor n Fire protection n Dirt in and composition of the NG

Safety Approach for LNG Carrier Previous workshop identified the hazards related to the handling of NG delivering pressurized hydrogen mixed with NG to hydrogen fuelled engine in marine vessels, determined the potential consequences of each identified hazard, identified existing safeguard(s) which will provide prevention, control and/or mitigation to the identified hazard, and proposed recommendations to further reduce the risk of the identified hazard if needed. Most of the identified risks during previous workshop were related to necessary safety arrangements with low-flashpoint fuel gas (hydrogen) which topic is in principle level already well covered by IGF code and practical level arrangements need to be specified for each system installation location and arrangement. Material compatibility in hydrogen influenced equipment need to be confirmed (also for the fuel gas supply system). And marine engine design and controls need to be further developed to ensure good performance especially considering the high hydrogen fraction in fuel gas. As for any new concept, and as the design progresses, the risks identified in the HAZID register must be addressed through the continued design development.

Total Cost of Ownership and Commercialisation The Market for Solid Carbon At the moment for the larger pilot systems at industrial gas flows and systems the generated carbon is either nano balls (fullerenes), single walled nanotubes or graphene. All of these have their own attractive after markets. For example, single walled nanotubes can be used as raw material for lithium-ion batteries in large scale and in smaller scale as catalyst raw material. They are also useful in large scale energy storage, which will be more required in land-based installations due to the zero-carbon energy transition. Graphene has excellent properties due to its strength and can be used mixed in with paint, concrete and steel. If mixed in with steel they can increase the strength multiple times, by up to 100 times even if added in high enough percentages. So even though it is not a novel material, but if produced in bulk it can be benefit several large-scale applications where graphene was previously considered unaffordable at its USD50-250/kg price tag. Also graphene batteries have multiple benefits over traditional lithium ion batteries such as shorted charging time and high energy storage capacity, but the cost of graphene has been a limiting factor. Fullerenes are also very specialised materials and are 100 x stronger than steel while being one sixth of its weight. With the energy transition some of the most advanced use scenarios for fullerenes are using them in solar cells or more conventionally in electronic applications. They can also be used for conductors, superconductors, and a wide range of medical applications. Typically, fullerenes have been USD25-100/ g, but with this process they are a by-product of an economical decarbonising process making them available for a wide application of beneficial uses that were previously not possible.

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Conference Paper There is an increasing demand for these super materials with the net zero energy transition, however their cost has been a limiting factor. For this particulate vessel we would be generating over 60 tons of these materials daily let alone for a fleet, making these materials more widely available at an affordable cost.

Operational Cost Due to the high-grade carbon being generated, the shipowner would be able to break even for the installation in approximately 4 years depending on the LNG cost, which means that the system is negative in OPEX. Rotoboost is willing to buy back the carbon from the LNG carrier.

Capex Cost Depending on the system size and needed capacity, the practical cost for the prefabricated and assembled system module is between 7-15 million USD for an LNG carrier

Conclusion Using the TDC turning NG into hydrogen and carbon. The ’inevitable penalty’ of Rotoboost solution come from increased NG consumption (since the carbon fraction is left uncombusted) while total GHG emissions from vessel are being reduced. This economical burden is minimized with additional revenue from carbon sales, making Rotoboost pre-combustion CCS unique and very economical to use compared to more conventional CCS. Using bio/e-LNG as fuel might even make the vessel carbon negative. The flexibility in operating with different fuel with a dynamic operation profile is highly prioritized in today’s development of the marine engine. The use of both liquid fuels and NG in operation will be still important for years to come. It has been shown by Wärtsilä that the engine system can be designed to operate on a blend of hydrogen and natural gas. It has been shown that blending in hydrogen has a good impact on the combustion and the methane slip. NOx emissions need to be further controlled when hydrogen is introduced to the engines. For the engine system as it is proposed today the DF engine reduces its power output down to 35%, if the fuel is NG fuel is turned into 100% hydrogen. With an 80/20 blend as investigated in this paper, the output is reduced to 50%. Upgrading the propulsion system to fit the bigger engine type the L46TS DF in a DFDE configuration, will require new development from Wärtsilä. Hydrogen fuel is new to the marine engine industry, and the performance is not yet at the level where it is supposed to be for a fully developed engine system. In the future we should expect that engines can be designed to be further optimized for pure hydrogen operation, which will give a significant higher power output with improved engine efficiency compared to what has been used in this study. Next step in the project would be to bring in an owner and shipyard which is interesting in optimizing this LNG carrier solution further for a commercial LNG carrier project. The risk will have to be evaluated once more when the final design of the LNG carrier is available with the decomposer unit incorporated. The TDC system can be designed to any carbon capture rate, even a capture rate of 100%. This will however further increase the cost both capex and the fuel penalty. A higher capture rate will result in a higher capacity a fuel gas supply system. In this study BOR of 0.08% shows feasible in this study, but if the capture rate increases it might show to be better to have a higher BOR. This could reduce the need for insulation, potentially there could be some capex savings on the LNG tank system. The solid carbon produces in the TDC comes from fossil LNG, today we see a significant market potential for solid carbon but the solid carbon has to be upscaled into nano balls (fullerenes),

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Conference Paper single walled nanotubes or graphene that all has a higher market value. The use for these material are many, even though the carbon arrives from fossil fuels we assume that materials goes into a circular carbon economy, creating a closed-loop system where the carbon is be reused again and again. This carbon can play a crucial role in building up a new carbon neutral society that we now are targeting for 2050.

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Speaker

SEBASTIAN EBBING Technical Advisor, German Shipowners’ Association

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Speaker

LAURENS VISSER Commercial Manager, Value Maritime

BIOGRAPHY Laurens is one of our Filtree experts. His family background is in (container) shipping for many generations back and he was even born on a ship! He brings his business and strategy experience together with his shipping and Filtree knowledge and talks with shipowners and charterers every day to help them make the right choices to future proof their vessels.

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Conference Paper

Capturing Carbon and Future Fuels – Where do ships stand? Carbon Capture and Future Fuels Value Maritime has developed a “plug and play” exhaust gas cleaning system (Filtree) with a Carbon Capture module in a transportable prefabricated casing, that filters the sulphur and ultrafine particulate matter and >40% CO2 from the exhaust gases of ships. With the possibility to quickly upgrade to full carbon capture (80%) when the system is used with sulphur-free fuels. Due to the modular concept, the system is suitable for most ship types and the Filtree can be financed independently of the current financing of the ship, which also allows for a leasing structure. The CO2 Capture module allows the user to capture a variable percentage of CO2 (mainly dependent on capacity available for storage onboard), while investments are relatively low.

The Filtree The VM standardised Filtree system with sulphur, particulate matter and CO2 capturing is a fully developed and certified system. The carbon capture installation is approved for use on board by classification societies and the % capture is tested independently. The certification and accreditation of the CCUS process under EU and IMO law is under development. VM works closely with key stakeholders as the frontrunners in Carbon Capture and has 25 client vessels sailing with Carbon Capture in 2023.

The Technology Value Maritime is the owner of the intellectual property of this Filtree, which is considered the next-generation absorber technology, with only one-third of the size of conventional packed towers and the height of the equipment is reduced. The exhaust gas has a co-current flow with the absorbing liquids as they move through the system. This new way of cleaning creates more surface area where transfer from gas to liquids is achieved. So far this has been successfully implemented for 99% SOX removal from the exhaust gas. With an upgrade this can go to ultimately 80% CO2 capture (based on a sulphurfree fuel).

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Filtree plus carbon capture gas flow (Now) The gases enter the system redirected by a 3 valve at the top of the funnel, where water gets added to cool the gases before entering the cleaning section. In the cleaning section, the gases get mixed with seawater which captures the sulphur and particular matter. When the gases are cleaned and cooled the gases exit via a duct that is equipped with an amine shower. That is where the CO2 gets connected to the amines and the saturated amines then drain to a storage tank. This can be a dedicated ISO tank container or a fixed storage like a retrofitted fuel tank. The amines are circulated until fully saturated.

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Conference Paper Flow of carbon capture only (Next) The gases get redirected into the system via a 3 valve at the top of the funnel. Here the gases also enter the cleaning part where amine gets added in order to capture around 60% of the CO2. After the first stage, the gases enter the duct where the rest of the CO2 gets captured (around 20%).

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Conference Paper Carbon Capture and utilisation The owner pays only for the CO2 that is offloaded; Value Maritime takes care of the rest of the cycle:

Figure 1. The system can use a fixed storage. Which can be a retrofitted tank (fuel or ballast). In this case the bunkering / debunkering will be done via a barge.

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Figure 2. When using Converted ISO tank containers, the logistics can use container terminals to organise the exchange.

Utilisation There are different options for utilisation. The horticulture route is the one that can used in the short term, in the long term using CO2 for the production of E-/ green methanol.

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Regulation / incentives to use CCUS EU ETS & Carbon Capture Storage In accordance with amendments 421 and 562, shipowners do not have to pay for GHG emissions that are not directly released in the atmosphere / captured, when they are stored in a storage site or are permanently chemically bound in a product. The storage site needs to comply with specific EU requirements (Directive 2009/31/EC; Geological Storage of Carbon Dioxide). The EU Commission is requested to make additional regulations (delegated acts) to further define what is meant by permanently chemically bound in a product. In this proposal also the disposal of the product will be taken into account to ensure that GHG are not released at the end of life of the product under normal disposal conditions. The additional regulations (delegated acts) are expected to be published before 1-1-2024. Utilisation In accordance with amendment 567, the European Commission will make a report in which a methodology will be described on how to account for greenhouse gas emissions that are captured and utilised in a way other than stated above in amendments 421 and 562 (storage or permanently chemically bound). The methodology will be based on a life-cycle assessment of the product for which the captured carbon is used. Examples are the use of captured carbon as a feedstock for e-fuels or the use of captured carbon whereby emissions are avoided which would otherwise have existed for the production of carbon/carbon dioxide. Emissions coming from the capture and utilisation process itself shall also be considered. The limit date for the report and regulatory framework is set on 1-1-2025.

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Conference Paper IMO - MEPC80 / GHG Strategy The 2018 GHG reduction strategy was reviewed in July 2023 and at this session, the 2023 strategy has been adopted. 2023 strategy compared to 2018 strategy:

* Indicative checkpoint to reach 2050 target ** GHG reduction takes into account well-to-wake emissions of carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O), expressed in CO2e (equivalent). Carbon Capture collection is already happening onboard 20+ vessels from different segments. In order to meet the 2023 strategy targets the Energy Efficiency Existing Ships Index (EEXI) and Carbon Intensity Indicator (CII), the so-called short term GHG reduction measures, will be reviewed and amended in summer 2025 (MEPC83). Furthermore, mid-term measures will be developed to be adopted in 2025 and enter into force in 2027. The mid-term measures will be partly technical (e.g., goal based marine fuel standard reducing GHG intensity) and partly economical (Maritime GHG emission pricing system). LCA Guidelines In addition, MEPC80 adopted the Guidelines on Life Cycle GHG Intensity of Marine Fuels (LCA Guidelines). These guidelines calculate the well-to-tank and tank-to-wake GHG emissions for all fuels used on board a ship and define a Fuel Lifecycle Label (FLL) containing all information relevant for the life cycle assessment. The LCA guidelines serve to support the mandatory midterm measure ‘GHG Fuel Standard’ and will be further developed to include default emission factors and certification schemes. Onboard Carbon Capture The impact of the 2023 strategy targets for shipping is unprecedented and will require all available solutions including any possible intermediate steps. Many IMO member states have acknowledged that the use of onboard carbon capture is one of the solutions contributing to these targets and some have made specific proposals related to CII and EEXI. Due to the agenda of MEPC80 which was dominated by the important efforts to revise the GHG strategy

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Conference Paper it was decided that the Intersessional Working Group (ISWG-GHG16) will continue to develop a regulatory framework to allow for the use of Onboard Carbon Capture. This working group will report to the MEPC81 (April 2024). Adoption of the LCA guidelines also means that Carbon Capture is now integrated in the well-to tank (Carbon feedstock) and tank-to-wake (Onboard Carbon Capture) calculations for reduction of GHG emissions of Marine Fuels as stated within the guidelines. Parameters for the exact reduction calculations are being developed and expected to be combined with the ISWG-GHG meetings on carbon capture inclusion within CII and EEXI as stated above.

Conclusion A significant amount of work needs to be done in the shipping industry between now and 2050 if we hope to hit net zero, but there are many options available to shipowners today. For shipping’s CO2 emissions to reach net zero, we will need to use efficiency improvement technologies to reduce fuel consumption for the existing fleet and newbuild vessels and new and alternative fuels will need to be utilised. At the same time, the option is already there for shipowners to roll out carbon capture systems across their fleet, reducing onboard CO2 emissions once they are ready.

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MERTEN STEIN DNV, Head of Shipping Advisory West Europe & Middle East

BIOGRAPHY Merten is a senior principal consultant with more than 20 years of management and strategy consulting experience, leading DNV’s Shipping Advisory Hamburg & Dubai team. Before joining DNV in 2012, he worked as Management Consultant with Booz & Company for 11 years. Merten has a track record of more than 75 consulting projects, thereof 60 in a management/lead role. Delivering insights from blending commercial, technical and regulatory expertise has been a major professional theme of his work. With DNV, Merten led growth/turnaround/innovation strategies, market assessments, commercial due diligences, techno-economic feasibility studies on alternative fuels/technologies, emission/energy efficiency and cost improvement projects for maritime clients. Shipowners/managers/operators, port & terminal operators, suppliers as well as investors, energy companies and governmental entities facing the maritime sector represent his client base. Beyond Maritime, he has served private and governmental/public clients in e.g., Oil & Gas, Transport & Logistics, and Wind Energy in Europe, Middle East and Asia. He holds an Engineering Diploma from Technical University Braunschweig (Germany) and a MSc in Engineering from Georgia Institute of Technology (Atlanta, USA). Merten lives in Hamburg with his wife and two children.

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Onboard Carbon Capture – Practical Solution or Fantasy? Onboard Carbon Capture systems enter the market – but can they play a credible role in solving Maritime’s CO2 challenge?

“Net zero by 2050” pushes efficiency measures and new fuels in shipping – but will this suffice?

Energy Efficiency

Energy Saving Devices Alternative Fuels

EEXI

CII & SEEMP III / Carbon Pricing / GHG Intensity Standard(s) Low and Carbon-Neutral Fuels OCC – Onboard Carbon Capture?

Source: DNV “Maritime Forecast to 2050”, 2023 edition 2

Ship operators’ perspective (2/2): Drivers of the OCC business case Key drivers • Carbon price (+limits of GHG intensity fuel standard +penalties) • CO2 offloading cost • OCC fuel penalty • Ship’s operational pattern Also • OCC capture rate • OCC Capex • OCC Opex • OCC payload loss

Carbon Capture Unit

Source: DNV analysis 3

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Liquefication Plant

Storage Tank

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Ship operators’ perspective (2/2): The OCC business case can be attractive Modelled Annual Operating Cost of Energy Plant (mn EUR/yr) Example: NB Passenger Ferry 16,000GT, Europe -4%

+5%

VLSFO + OCC

Biomethanol

20 CO2 offloading cost OCC payload loss OCC fuel penalty CO2 emission cost (EU ETS) Fuel cost Opex Capex

0 Source: DNV analysis 4

VLSFO + Pay for pollution

Biodiesel

LNG

Reaching net zero by 2050 requires much carbonneutral fuel – too much?

Source: DNV “Maritime Forecast to 2050”, 2023 edition 5

Initial economic modelling suggests that OCC can play a significant role

CONCEPTUAL

Estimated fossil not using OCC Estimated fossil fuel using OCC

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Deciding factors Technology

Regulation

•

Capture: Multiple technical options being developed & piloted. Final technology pathway yet unclear

•

Accommodation of OCC into IMO and EU frameworks pending

•

Storage: As above. Medium pressure storage of liquid CO2 onboard potentially at an advantage

•

Cross-border CO2 transport through bilateral agreements under London Convention possible

expect OK

Offloading Infrastructure •

CO2 collection, transport and injection infrastructure being planned and built globally – for land-based industries

•

CO2 from shipping to piggyback on this infrastructure – “last mile” towards ship required

Business Case •

Positive indication, some cost uncertainties

to be developed

to be fully proven yet

Conclusion OCC presents a credible option to significantly contribute to shipping’s decarbonization by 2050

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SESSION 7.1

Retrofit

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Moderator

LARS ROBERT PEDERSEN Deputy Secretary General, BIMCO

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Speaker

ALESSANDRO CASTAGNA Sales Manager / Naval Architect, Sales Department, Becker Marine Systems GmbH

BIOGRAPHY Alessandro Castagna is sales manager for energy saving devices and maneuvering systems at Becker Marine Systems since March 2021. Mr. Castagna has several years of experience in the shipping industry, where he worked in different positions from international sales to project management, always with a focus on ship performance and optimization. He holds a master’s degree in naval architecture from Genoa university in Italy and is a member of the Royal Institution of Naval Architects (RINA).

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Propulsion and Future Fuels 2023 Achieving EEXI and CII compliance with energy efficiency technologies: Conference Paper ® ® Becker Mewis Duct and Becker Twisted Fin Mr. EEXI Alessandro Castagna, Naval Architect Achieving and CIIM.Sc. compliance Becker Marine Systems GmbH, Hamburg, Germany with energy efficiency technologies

ABSTRACT The installation of propulsion improving energy efficiency devices (ESDs) is proven to be one of theThe most suitable solutions in terms of costenergy and efficiency ESDs likeisthe Becker installation of propulsion improving efficiency gain. devices (ESDs) proven to Mewis be ® of Becker the mostTwisted suitableFin solutions cost and gain. ESDs likeEEXI the Becker Duct®one and haveina terms directofimpact on efficiency the calculation of the (increase Mewis and BeckerofTwisted Fin® have a and direct impact on theCO calculation of the EEXI of Vref) andDuct CII ®(reduction fuel consumption consequently improving 2 emissions), (increase of Vref) and CII (reduction of fuel consumption and consequently CO2 emissions), the rating and helping shipping companies to reach compliance and to stay operationally improving the rating and helping shipping companies to reach compliance and to stay competitive. operationally competitive.

INTRODUCTION INTRODUCTION The regulatory framework The regulatory framework The roadmap developed during thetheinitial for the thereduction reductionofofGHG GHG emissions The roadmap developed during initialIMO IMO strategy strategy for emissions from from ships, which waswas approved atatMEPC statedthat thatthe thestrategy strategy adopted in 2018 would ships, which approved MEPC 70, 70, stated adopted in 2018 would be reviewed subsequently revised after55years. years. During During the 8080 session held in July be reviewed andand subsequently revised after theMEPC MEPC session held in July Revised IMO Strategywas was officially 2023,2023, the the Revised IMO Strategy officiallyadopted. adopted. Compared to the initial approach, the revised strategy enhances the targets, aiming to achieve Compared to the initial approach, the revised strategy enhances the targets, aiming to achieve net-zero GHG emissions by or close to 2050. This is supported by two intermediate checkpoints: net-zero GHG emissions by or close to 2050. This is supported by two intermediate the first one based on a reduction in the total annual GHG emissions from international shipping checkpoints: first one for based on 2030, a reduction intothe total GHGone emissions by at leastthe 20%, striving 30%, by compared 2008, andannual the second by at leastfrom international shipping by at least 20%, striving for 30%, by 2030, compared to 2008, and the 70%, striving for 80%, by 2040, compared to 2008 (see Figure 1) second one by at least 70%, striving for 80%, by 2040, compared to 2008 (see Figure 1) This is a big improvement on the IMO’s initial GHG strategy, which aimed to cut GHG emissions

50%improvement by 2050 and contained absolute emissions reduction targets the intervening This by is only a big on the no IMO’s initial GHG strategy, which for aimed to cut GHG years. emissions by only 50% by 2050 and contained no absolute emissions reduction targets for the intervening years.

Figure 1 Revised IMO Strategy, source ABS [ABS Regulatory News - MEPC 80 Brief] Figure 1 Revised IMO Strategy, source ABS [ABS Regulatory News - MEPC 80 Brief]

While the focus has now shifted to the assessment (both technical and economic) of mid-term While the focus has now the assessmentin(both technical and economic) of mid-term measures (2023-2030) andshifted relatedtotechnologies, particular alternative fuels and alternative measures (2023-2030) and related technologies, in particular alternative fuels and alternative propulsion concepts (e.g., WASP), the short-term measures introduced during MEPC 76 propulsion concepts (e.g., WASP), the short-term measures introduced during MEPC 76 (Energy (Energy Efficiency Existing Ship Index, EEXI, as a technical measure and Carbon Intensity Efficiency Existing Ship Index, EEXI, as a technical measure and Carbon Intensity Indicator, CII, Indicator, CII, as operational measures) remain as do the technologies associated as operational measures) remain valid, as do thevalid, technologies associated with meeting thesewith meeting these measures. measures. Propulsion and Future Fuels 2023

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Conference Paper Additionally, during MEPC session,a adiscussion discussiontook tookplace placeregarding regardingthe thereview reviewof of the the Additionally, during thethe MEPC 8080 session, effectiveness of the short-term measures, which expected completed January1st, 1st, effectiveness of the short-term measures, which is is expected totobebecompleted bybyJanuary 2026. 2026. requirements EEXI andCII CIIare areeffective effectivesince since January January 1st TheThe requirements for for EEXI and 1st 2023. 2023. All ships of 400 GT and above are required to calculate their EEXI and to to implement implementtechnical technical All ships of 400 GT and above are required to calculate their EEXI and measures to improve their energy efficiency. Additionally, all ships of 5,000 GT and above are measures to improve their energy efficiency. Additionally, all ships of 5,000 GT and above are required to calculate and report their CII which correlates the CO2 emissions to the ship’s required to calculate and report their CII which correlates the CO2 emissions to the ship's capacity over distance travelled. In 2024, ships rated whereAAis is the the capacity over thethe distance travelled. In 2024, ships willwill bebe rated (A,(A, B,B,C,C,D,D,EE--where best) against a reference line and required reduction factors. Ships rated E, or D for three best) against a reference line and required reduction factors. Ships rated E, or D for three consecutive years, will have to implement a plan of corrective actions, demonstrating how the consecutive years, will have to implement a plan of corrective actions, demonstrating how the required index (C or above) would be achieved. required index (C or above) would be achieved.

Figure 2 CII Rating, source DNV Figure 2 CII Rating, source DNV

Shipowners and operators have various options for complying with the EEXI and CII. TheShipowners easiest wayand is probably reduce speed by adopting either with engine limitation (EPL) operatorstohave various options for complying thepower EEXI and CII. or shaft power limitation (ShaPoLi). These techniques are mostly onpower older ships because The easiest way is probably to reduce speed by adopting eitherused engine limitation (EPL) theyorrequire minimal changes to the ship and do not change the engine performance. shaft power limitation (ShaPoLi). These techniques are mostly used on older ships because they require minimal to changes to the ship andthese do not change the engine performance. However, it's important note that employing techniques might compel many operators However, it’sexpand important to note that thesethe techniques might compel many operators to significantly their fleets in employing order to meet additional capacity demand that will to significantly expand theirdoes fleets in potentially order to meet thethe additional capacity demand will arise. Consequently, not only this nullify overall carbon savings, butthat it also arise. not only does this potentially results inConsequently, a substantial increase in operational costs.nullify the overall carbon savings, but it also results in a substantial increase in operational costs.

Furthermore, it's important to bear in mind that a ship must not reduce its engine power below it’s important bear in mind ship(see must reduce its engine power the Furthermore, minimum propulsion power to guidelines set bythat the aIMO [3],not MEPC.1-CIRC.850-Rev.2), below the minimum propulsion power guidelines set by the IMO (see MEPC.1-CIRC.850ensuring that the installed propulsion power remains sufficient to [3], maintain the ship's Rev.2), ensuring that the installed propulsion power remains sufficient to maintain the ship’s maneuverability even in adverse conditions. maneuverability even in adverse conditions.

A good compromise, in terms of cost and efficiency gain, especially when neither EPL nor A good compromise, in terms of cost and efficiency gain, especially when neither EPL nor ShaPoli prove sufficient, is the installation of an Energy Saving Device (ESD), intended mainly ShaPoli prove sufficient, is the installation of an Energy Saving Device (ESD), intended mainly as as aa propulsion improvement or thrust augmentation device. propulsion improvement or thrust augmentation device. Other technologies, such asas a change Other technologies, such a changeininfuel, fuel,air airlubrication lubricationororemploying employingthe theWind-Assisted Wind-Assisted Ship Propulsion (WASP) concept, come with either with high costs (due to retrofit Ship Propulsion (WASP) concept, come with either with high costs (due to retrofitinstallation, installation, modification of existing systems, etc…) modification of existing systems, etc…)ororsubstantial substantialuncertainties uncertainties(lack (lackof ofmodel modeltests testsor orsea sea trialtrial data, for example) associated. Ultimately, an early retirement of the ship can also be taken data, for example) associated. Ultimately, an early retirement of the ship can also be taken intointo consideration. consideration. Energy Saving Devices (ESDs) Energy Saving Devices (ESDs) Hydrodynamically based energy saving devices Hydrodynamically based energy saving devicesare arequite quiteproven proventechnologies technologies that that started started proliferating in the 1980s. These devices can bebeconsidered proliferating in the 1980s. These devices can consideredasasoperating operatingininthree threebasic basiczones zones of the hull (see [1], Carlton 2019). Some are located before the propeller (zone 1), some at the propeller station (zone 2), and some after the propeller (zone 3) Propulsion and Future Fuels 2023

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Conference Paper of the hull (see [1], Carlton 2019). Some are located before the propeller (zone 1), some at the propeller station (zone 2), and some after the propeller (zone 3)

Figure 3 zones for classification of energy-saving devices (see [1], Carlton 2019) Figure 3 zones for classification of energy-saving devices (see [1], Carlton 2019)

Some devices transcend these boundaries; however, the zones are useful to categorize the Some devices transcend these boundaries; however, the zones are useful to categorize the various devices. various devices. In zone I the ESD is reacting with the final stages of the growth of the boundary layer over the In zone I the ESD is reacting with the final stages of the growth of the boundary layer over stern of the ship. This is either to gain some direct benefit from the boundary layer or to presen the stern of the ship. This is either to gain some direct benefit from the boundary layer or to the propellerpresent with the a more flow regime, and somecases, cases, perhaps both propelleradvantageous with a more advantageous flow regime, andin in some perhaps both. Devices in zones II and III are working within both the hull wake field and modifications Devices in zones II and III are working within both the hull wake field and modifications to tha to that wake field caused by the slipstream of the propeller. In this way, they are attempting to wake field caused thewhich slipstream of thebe propeller. In this way, they are attempting to recove recover by energy, would otherwise lost. energy, which would otherwise be lost. Becker Mewis Duct® and Twisted Fin®

® ® Becker Mewis DuctBecker and Twisted In 2008 Marine SystemFin launched a novel hydrodynamic ESD on the market: the Becker

Mewis Duct® (BMD), see Figure 4, left. This device operates within zone 1 and is featured by a duct and a fins system. The working principle is described in detail in the next section. In 2008 Becker Marine System a novel hydrodynamic the market: the Becke Since its launch, the BMDlaunched has experienced extraordinary success andESD to dateon over 1500 BMD, ®corresponding to more than 200 different ship designs, have been delivered and successfully Mewis Duct (BMD), see Figure 4, left. This device operates within zone 1 and is featured by installed on full form vessels like bulk carriers and tankers.

a duct and a fins system. The working principle is described in detail in the next section. Since its launch, the BMD to has experienced success to dateinover In response customer demand, theextraordinary application of the BMD conceptand was expanded 2012 1500 BMD to include faster vessels with lower block coefficients, such as container ships. This led to the successfully corresponding to more than 200 different ship designs, have been delivered and development of a new product named Becker Twisted Fins® (BTF), as depicted in Figure 4, installed on full right.form vessels like bulk carriers and tankers.

Conceptually the BTF is similar to the BMD, consisting of a radial series of pre-swirl fins In response to customer demand, the application of the BMD concept was expanded in 2012 encased by an optimized pre-duct. Additionally there is a series of radial outer pre-swirl fins to include faster vessels with lower block coefficients, such as container ships. This led to the that are twisted for optimal pre-swirl generation. development of a new product named Becker Twisted Fins® (BTF), as depicted in Figure 4 Both devices have a direct impact on the EEXI and CII, as described in the following sections. right. Due to the simplicity of the installation process during regular dry docking, without the need of removal, many shipping are opting for such Conceptuallypropeller the BTF is similar to thecompanies BMD, consisting of adevices radialas countermeasure series of pre-swirl fins for a timely compliance with the new requirements. encased by an optimized pre-duct. Additionally there is a series of radial outer pre-swirl fins that are twisted for optimal pre-swirl generation.

Both devices have a direct impact on the EEXI and CII, as described in the following sections Due to the simplicity of the installation process during regular dry docking, without the need o propeller removal, many shipping companies are opting for such devices as countermeasure for a timely compliance with the new requirements. 206

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Figure 4 Becker Mewis Duct® (left) and Becker Twisted Fins® (right) after installation at the shipyard.

BECKER MEWIS DUCT® AND TWISTED FIN® WORKING PRINCIPLE The Becker Mewis Duct®, also called in the literature pre-swirl duct, is based on a combination on two fully independent working principles (see [10] Mewis 2009 and [11] Mewis et al. 2011)

• The contra-propeller principle, well known for more than 100 years (see [16],

Wagner 1929).

• The pre-duct principle first published in 1948 by Van Lammeren (see [14]]. The design goal of the Mewis Duct® in comparison with other ESDs is to improve two fully independent loss sources, namely:

• Losses in the ship’s wake via the duct • Rotational losses in the slipstream via the fins The duct has the function of straightening and accelerating the hull’s wake into the propeller and producing net forward thrust, while the pre-swirl fin system reduces the rotational losses in the propeller slipstream. Additionally, the improved slipstream behind the duct significantly reduces the hub vortex losses and further positive effects are associated to less propeller cavitation (less noise, less vibrations), improved course keeping. Over the years and also thanks to the experience collected during several tank tests conducted in independent model basins and advanced CFD calculations the geometry of the BMD evolved from a typical full ring duct to a semi ring duct, leading to further benefits related to weight optimization and drag reduction. For newest ship designs with already well optimized hull lines, the shape of the duct is further optimized with twisted fin profiles that are extending the duct for more pre swirl effect, see Figure 5.

Figure 5 Becker Mewis Duct® - newest design for well optimized hull lines.

207

Conference Paper For each ship design, the BMD is optimized by means of CFD calculations and finally tested in an independent model basin. Alternatively, an extended CFD analysis can substitute the tests in the model basin. During the optimization process the design is further optimized by choosing the best combination of fin angles. The design process is quite complex and iterative. It starts with the computation of the wake field evaluated at various planes and operating conditions (see Figure 6).

Figure 6 Becker Mewis Duct® - computed wake field. The first duct design is taken as starting point and up to 45 parameters can be optimized in order to find the best duct design, in terms of performance (power savings). Typically and also for time reason, the parameters that are changed during the design optimization are “only” 10-12: duct diameter, duct profile length, duct profile thickness, duct profile pitch, number of fins, fins circumferential location, fins profile thickness, fins pitch and fins profile radial variation. An average power savings of 6% for about 200 different tested ship designs has been measured. In general the power saving is constant over the speed range and the small fluctuations which are sometime seen in the results are usually due to the inaccuracy of the measurement system of the model basin. The application of the BMD becomes increasingly difficult as the block coefficient of the vessel decreases, typically for high-speed vessels. Such vessels have finer hull lines, which generally results in cleaner more uniform nominal wake fields (see [12], Mewis et al. 2013). Due to higher flow speeds, there is a higher risk of cavitation of the duct. Additionally the duct and fins are subject to higher dynamic pressure load, which results in higher stress values and therefore more difficult structural design. The BTF is a logical development of the BMD which incorporates alternative and new design features designed to overcome as much as possible the difficulties previously outlined. All fins are twisted in the span-wise direction enabling a more uniform hydrodynamic fin loading and controllable pre-swirl. For retrofit projects due care has to be taken to limit the degree of pre-swirl generated in order to minimize the reduction of shaft speed and consequent “heavy” propeller running. The design process of the BTF is very similar to the BMD, including the selection of the best combination between various parameters and the optimization process based on finding the optimal fin angle (either in the model basin or as advanced CFD calculations). Up to now more than 200 BTF corresponding to more than 20 different ship designs have been installed on different sizes of container ships with an average power saving of about 3.5%.

APPLICATION OF ESDs FOR EEXI AND CII COMPLIANCE The BMD and BTF are defined as Energy Efficiency Technologies (EET) of category A (see [4], MEPC.1/Circ.815). This category groups all the technologies that shift the power curve, which

208

optimal fin angle (either in the model basin or as advanced CFD calculations). Up to now more than 200 BTF corresponding to more than 20 different ship designs have been installed on different sizes of container ships with an average power saving of about 3.5%. APPLICATION OF ESDs FOR EEXI AND CII COMPLIANCE.

Conference Paper

The BMD and BTF are defined as Energy Efficiency Technologies (EET) of category A (see

[4], MEPC.1/Circ.815). category groups all the technologies the power curve, results in the change of This combination of Pp and Vref : e.g. whenthat Vrefshift is kept constant Pp will be which results in the change of combination of P and Vref : e.g. when Vref is kept constant Pp p reduced and when Pp is kept constant, Vref will be increased (Figure 7, from a real case). will be reduced and when Pp is kept constant, Vref will be increased (Figure 7, from a real case). Other technologies under this category are for example low friction coatings, high performance Other technologies under this category are for example low friction coatings, high performance propellers bulbs. propellersand andrudder rudder bulbs.

Figure 7 Effect of the BMD on the Vref (dashed curve: ship without BMD, continued curve: ship with

Figure 7 Effect of the BMD the Vref (dashed curve: ship without BMD, continued curve: ship with BMD). The measured speedon gain was 0.29 kn. BMD). The measured speed gain was 0.29 kn. Propulsion and Future Fuels 2023

Alessandro Castagna

Effect of the BMD and BTF on the EEXI

5/9

The Vref is part of the denominator of the EEXI formula, which can be simplified as follows:

EEXI =

Power * SFOC * Cf DWT * Vref

(1)

Where: Power = engine power, SFOC = specific fuel oil consumption, Cf = CO2 conversion factor and DWT = deadweight. The application of an ESD would directly impact the Vref, specifically leading to an increase in its value (representing the speed gain, see Figure 7) and to a decrease in the EEXI value. As per MEPC resolution 333(76) the effect of the ESD on Vref can be calculated according to the following methods:

• Sea trial • Dedicated model tests • Numerical calculations Since in most of the cases there is a time and cost constrain for dedicated sea trial or model tests, numerical calculations are preferred, especially for projects where the energy saving devices are installed as retrofit (and a reduced lead time is highly appreciated). Numerical calculations are intended as computer aided calculations in which the Navier-Stokes equations are resolved by means of a Computational Fluid Dynamics (CFD) software, which requires to implement at least Reynolds-Averaged Navier-Stokes equations as governing equations with the consideration of viscosity and in presence of free-surface (see MEPC 78/ INF.16). As per resolution MEPC.333(76), numerical calculations can be used in complement of model tests or as a replacement of the latter. The methodology and numerical model used needs to be validated/calibrated against parent hull sea trials and/or model tests, with the approval of the verifier.

209

Conference Paper The mentioned resolution contains all the minimum requirements to be implemented in the numerical modelling and to be included in the final report: from a detailed description of the geometry of the hull and all appendages, to the turbulence model to be used (commonly the k-? model). Additionally, the CFD 3D model must be validated through a mesh sensitivity analysis and convergence plots have to be included to assess the convergence of the calculations. The calibration of the results is a crucial part. In case model test or sea trials for the ship being fitted are available, the numerical models used are to be calibrated against the parent hull. For the calibration a factor is calculated as the ratio between the sea trial power and/or model tests and the numerical calculation found power. In case model tests and/or sea trials are not available, which is possible for very old ships, the calibration needs to be conducted against a similar ship or a set of comparable ships. A “similar ship” is defined as a ship with similar hull form, same number of shafts/propellers, within a threshold of 5% difference in terms of Lpp, Cb, displacement at maximum summer draft, with similar bow shape, similar stern hull shape and arrangement with appendages. With “set of comparable ships” is intended those ships with the similar hull form, with the same number of shafts/propellers and with similar bow shape and stern shape. In case of installations of BMD or BTF on ships, for which comparable model tests at drafts other than the EEXI draft are available, the procedure of determining the new Vref and new speed power curve at EEXI condition can be reduced to a simple formula, as described in The whole MEPC speed/power 78/INF.27. curve is shifted along the speed axis by multiplying each speed point The whole speed/power curve is shifted along speed axis by multiplying each speed point with a constant factor from formula 2.2.3.4 from the MEPC.333(76) with a constant factor from formula 2.2.3.4 from MEPC.333(76)

(2)

[ ] ) ( is the sea trial service speed under the design load draught; DWT

DWTS,service 2 9 ⅓ x VS,service x K x Vref = DWT * Vref

PME

PS,service

[knot]

(2)

where, VS,service S,service is the deadweightwhere, under the design draught; is theloadpower the main engine S,service VS,service is the seaload trial service speed P under the design draught;of DWTS,service corresponding V S,serviceunder ; andthe k isdesign the correction is theto deadweight load draught;factor. PS,service is the power of the main engine corresponding to V S,service; and k is the correction factor.

The correction factor is calculated from the relation of the deadweight of both drafts and the The correction factor is calculated from the relation of the deadweight of both drafts and the new speednew power curve obtained, seesee Figure speed poweris curve is obtained, Figure 8. 8.

Figure 8 Shift of design/service draft to EEXI draft (from MEPC 78/INF.27) Figure 8 Shift of design/service draft to EEXI draft (from MEPC 78/INF.27)

It goes without saying that this procedure, even if commonly accepted, is not as precise as numerical calculation based on CFD. As reported in the beginning of this section, the effect of the ESD is reflected on the Vref as speed gain. The speed gain (on the x-axis) is correlated to the power saving (on the y-axis) 3 but since the speed-power relationship of a ship 210 can be approximated with P ≈ V , the speed gain would be way less than the power savings. In numbers, this can be quantified as 1-2% speed gain corresponding to power savings of 4-8%.

Conference Paper It goes without saying that this procedure, even if commonly accepted, is not as precise as numerical calculation based on CFD. As reported in the beginning of this section, the effect of the ESD is reflected on the Vref as speed gain. The speed gain (on the x-axis) is correlated to the power saving (on the y-axis) but since the speed-power relationship of a ship can be approximated with P ≈ V3, the speed gain would be way less than the power savings. In numbers, this can be quantified as 1-2% speed gain corresponding to power savings of 4-8%. In practice, the application of the ESDs for EEXI compliance is done together with the EPL in order to limit the speed drop with limited power. A combination of multiple ESDs can also be taken in consideration. In this case a comprehensive numerical calculation or dedicated model tests including all fitted devices must be executed.

Effect of the BMD and BTF on the CII The CII scheme gives all vessels a rating from A to E based on reported IMO DCS data, and each ship needs a rating of C or better. Vessels that achieve a D rating for three consecutive years or an E rating in a single year need to develop an approved corrective action plan as part of the SEEMP. Otherwise, they risk becoming unattractive to the charter market or unable to trade internationally. While the ESD have a limited effect on the EEXI, their impact on the CII is much more relevant. Following the MEPC.352(78), the attained annual operational CII of individual ships is calculated in its most simple form as the ratio of the total mass of CO2 (M) emitted to the total transport work (W) undertaken in a given calendar year, as follows:

attained CIIship = M / W

(3)

The total mass of CO2 is the sum of CO2 emissions (in grams) from all the fuel oil consumed on board a ship in a given calendar year, as follows:

M = FCj x CFj Where,

(4)

j is the fuel oil type; FCj is the total mass (in grams) of consumed fuel oil type in the year; and CFj represents the fuel oil mass to CO2 mass conversion factor for fuel oil type.

The attained CII will be required to be documented and verified against the required annual operational CII. This will enable the Recognized Organization to determine the operational CII rating. Therefore, the effect of the ESD is included in M (total mass of CO2) and consequently in the fuel consumption, which is directly related to the power savings. It is estimated that the total effect of the ESD on the CII would be comparable to the measured power savings.

CONCLUSIONS The application of Becker’s ESDs Mewis Duct® and Twisted Fins® for EEXI and CII compliance has been investigated. While the impact on EEXI is limited due to the derivation of the speed gain from the speed-axis of the speed-power curve, the effect on the CII is considerably more substantial. This is because power savings are directly linked to fuel consumption and, consequently, to CO2 emissions. A simplified comparison can be seen in Table 1.

211

Conference Paper Power reduction

4-8%

Ship speed increase

1-2%

EEXI improvement

1-2%

CII improvement

4-8%

Table 1. Improvement on EEXI and CII due to installation of Becker’s ESDs

CII and data reporting Since the CII is a measure based on reported operational data, the accuracy of the fuel consumption measurements is crucial. Fuel consumption can be measured using flow meters and/or tank soundings. The accuracy of fuel flow meters varies between 0.05-3%, depending on type, manufacturer, flow characteristics, and installation (for instance, refer to VAF at https://www.vaf.nl/products-solutions/). On the other hand, estimating the accuracy of fuel consumption measured through tank soundings is challenging and is typically within the range of 2-5% (see [2], Faber, 2013). An error in measurement of around 5% would generally lead to a downgrade in the CII rating category. Therefore, it’s crucial to pay close attention to the measurement system and the reported values, aiming to maintain errors within manageable limits.

The time for action is now. According to 2020 data from Ship Review, a ship ESG assessment platform, over a third of the global fleet does not meet the CII requirements. About 13.9% of the fleet has a rating D, and 21.8% a rating E, necessitating the implementation of remediation plans. Similarly, an analysis conducted by VesselsValue reveals that over 75% of the fleet, including bulkers, tankers, and containerships, fails to meet EEXI compliance, prior to any efficiency modifications. In the short term, a substantial demand for ESDs such as the Becker Mewis Duct® and Becker Twisted Fin® is expected, particularly among shipping companies committed to achieving decarbonization targets in a timely manner.

REFERENCES [1]

CARLTON, Marine Propellers and Propulsion. Fourth Edition, 2019

[2]

FABER, J., NELISSEN, D., SMIT, M. (2013). Monitoring of bunker fuel consumption, Delft, CE Delft.

[3]

MEPC.1-CIRC.850-Rev.2, 2013 Interim Guidelines for Determining Minimum Propulsion Power to Maintain the Manoeuvrability of Ships in Adverse Conditions

[4]

MEPC.1/Circ.815, 2013 Guidance on treatment of innovative energy efficiency technologies for calculation and verification of the attained EEDI

[5]

MEPC 78/INF.16, Development of draft 2022 IACS guidelines for the use of computational fluid dynamics for the purposes of deriving the V ref in the framework of the EEXI regulation, 31 March 2022

212

Conference Paper [6]

MEPC 78/INF.27, Development of the draft 2022 IACS guidelines on the implementation of EEXI

[7]

RESOLUTION MEPC.333(76), adopted on 17 June 2021 2021 Guidelines on the Method of Calculation of the Attained Energy Efficiency Existing Ship Index (EEXI)

[8]

RESOLUTION MEPC.352(78), adopted on 10 June 2022 2022 GUIDELINES ON OPERATIONAL CARBON INTENSITY INDICATORS AND THE CALCULATION METHODS (CII GUIDELINES, G1)

[9]

ABS Regulatory News - MEPC 80

[10] MEWIS - A Novel Power-Saving Device for Full-Form Vessels, 2009 [11] MEWIS, Friedrich. Guiard, Thomas - “Mewis Duct – New Developments, Solutions and Conclusions“, Second International Symposium on Marine Propulsors, SMP 11, Hamburg, June 2011. [12] MEWIS, Friedrich. Guiard, Thomas, Leonard Steve - The Becker Mewis Duct® - Challenges in Full-Scale Design and new Developments for Fast Ships, 2013 [13] SHIP REVIEW: https://scopegroup.com/media-centre/Scope-launches-Ship-Review-- 70-000-ESG-ship-assessments--40-000-CII-Ratings [14] VAN LAMMEREN, W. P. A. (1949). ‘Enkele Constructies ter Verbetering van het Rendement van de Voorstuwing’. Ship en Werf van 1 April 1949 No. 7, Rotterdam, the Netherlands. [15] VESSEL VALUE: https://www.offshore-energy.biz/vesselsvalue-75-pct-of-global-fleet- will-not-be-eexi-compliant/ [16] WAGNER, R. (1929) “Rückblick und Ausblick auf die Entwicklung des Contrapropellers”, Jahrbuch der Schiffbautechnischen Gesellschaft, 30. Band, pp. 195 – 256,, Berlin, Germany.

213

Speaker

KLAUS RASMUSSEN Head of Projects and PVU Sales - MAN PrimeServ, MAN Energy Solutions

BIOGRAPHY Mr. Klaus Dahmcke Rasmussen is head of sales retrofit projects at MAN Energy Solutions, Mr. Rasmussen has more than 20 years’ experience from the LNG and LPG industry. His team has recently closed several dual fuel retrofit projects of MAN ES 2 stroke engines (both Methanol, LPG and LNG as fuel) to ship owners like MAERSK, CMA CGM, BW LPG and Hapag Lloyds.

214

Conference Paper

Retrofit & Upgrade Solutions 2-Stroke MANB&W engines,

Projects & Products

~ 80-90 % of global freight is transported by a sea

~ 33.000 Two-stroke powered large merchant marine vessels in the world

~ 23.000 MAN B&W two-stroke engines

11/17/23

Powering sustainable shipping by opening clear routes Ammonia

Methanol ME-LGIM 164

Methane ME-GI & ME-GA 621 - 268

LPG ME-LGIP 164

1250+ 215

→

Ethane ME-GIE 51

56%

57%

31%

2021

2022

2023

Two-stroke dual-fuel share of total newbuilding market

11/17/23

Conference Paper Two-stroke dual fuel uptake and forecast in MW Two-Stroke DF Contracting Measured in MW

100%

% of MW Contracted per Year

90% 80%

85%

70% 60% 60%

50%

57%

40% 30% 20% 10%

33 20

Cru de Tankers Container vessels All others

Product Tankers General cargo LPGC

July 2023

0% Bulk Carriers LNGC Total Source: FRD/MAN ES

Note: Relatively low oil tankers and bulk carrier contracting volume in 2022

Public

11/17/23

Two-stroke dual fuel mix forecast Expecting a rapid uptake in Ammonia DF contracting Two-Stroke DF Contracting Fuelmix Forecast 100%

in kW

10%

6% 16%

90% 35%

Share of Fuel based on kW installed

80%

29%

35%

38%

40%

42%

86%

30%

35%

55%

51%

50%

46%

20%

30%

2022

2023

2024

2025 LNG

2026 LPG

2027

Ethane

35%

39%

10%

2028 Me thanol

2029

• LNG and methanol DF will dominate the DF contracting the next couple of years • Rapid uptake in Ammonia is expected when launched

38%

50%

July 2023

40%

42%

60%

40%

45%

70%

40%

23%

2030

2031

Ammonia

23%

2032

2033

• By 2030 it is impossible to predict a winning fuel (if such exists). This is highly dependent on future legislation and regulation

Source: FRD/MAN ES

Public

11/17/23

2-Stroke Retrofit Conversion Engine Population 23.000 engines 4.600 engines

ME-C electronically controlled engines with 50+ bore sizes

DECARBONIZATION

Potential is commercially viable if vessel's new building price exceeds 50M EUR (LNG) and 35M EUR (Methanol)

3.800 engines

1.900 engines

ENVIRONMENTAL LEGISLATION 2-Stroke engines installed base

Total potential based on: - Engines with proven dual fuel design - Positive business case - Legislation as a driver

ENGINE EFFICIENCY

Note: § The total potential is equivalent to a CO2 reduction of 80 Mio Tons / year or taking 40 Mio cars of the streets if converted to green Methanol

SAFETY & RELIABILITY

§ Contract value: 3 – 7 MEUR / engine

11/17/23

Conference Paper Dual Fuel Conversions For Reduced CO2 Emissions Dual Fuel Conversion (link)

Fuel Types

Ethane (LEG)

LPG

Methane

Bio Fuels

E-Methanol

E-Ammonia (NH3) In the pipeline

Retrofit

(available from 2026/27)

CO2 Reduction Well to wake Ref HFO

LNG 16%* SNG 65 %*

17%

To be validated

Depending on Blends

94%*

100%

Engine Types

ME-C

MC ME + ME-C ME-B

ME-C

Stroke & Bore Size

G 95 S/G 90 S/G 80 S/G 70 S/G 60 S/G 50

S/G 60 G 50

G 60 S/G 50

All stroke & bore sizes

G 95 S 90 G 80 S 60 S/G 50

TBD

* FuelEU Maritime

11/17/23

Dual Fuel Conversions – Engine Solution A solution based on hardware and service supply Main Engine

To be clarified based on

Services provided as part of

Conversion Scope

detailed study

the solution

HP Fuel Pipes Cylinder Cover Gas Injectors Gas Control Block Adaptor Block Gas Chain Pipes Sealing Oil System GI(E) Control System

Piston

Research & development

- Piston Crown

Engineering

- Piston Rod

ME-C to LGIP (link)

Procurement

- Piston Rings - Compression Shims

Delivery

Cylinder Liner

Installation consultancy

Exhaust Valve

Test & commissioning consultancy

FIVA Valve

Engine recertification

- To be MAN-ES Type

Project management

ME-C to ME-GI (link)

PMI System - PMI Auto-tuning DAU11

11/17/23

Conference Paper

Dual Fuel Conversion Price Indication Overview of complete retrofit cost incl. engine, fgss and yard scope

Container Vessel 15,000 TEU LNG: 35 M$/vessel

Methanol: 25 M$/vessel

Bulk carrier Newcastlemax LNG: 23 M$/vessel

Methanol: 18 M$/vessel

VLCC LNG: 23 M$/vessel

Methanol: 18 M$/vessel

Project costs complete very much depend on owners need for endurance and fuel tank capacity – in the above example we have calculated with 50% endurance of original design Public | PrimeServ Denmark – ©2023

218

11/17/23

Conference Paper Dual Fuel Conversion – Reference List 21 vessels completed, Delivered orders

Vessels

MAN ES scope

CO2 savings (ton/year)

Nakilat

1 vessel

LNG retrofit of 2 x 2s Main Engines on 1 x LNG Carrier

17,400*

Hapag Lloyd

1 vessel

LNG retrofit of 2s Main Engine on 1 x Container vessel

13,000*

Navigator LLC

1 vessel

Ethane retrofit of 2s Main Engine on 1 x Ethane Carrier

4,000*

BW LPG

15 vessels

LPG retrofit of 2s Main Engines on 15 x LPG Carriers

95,000*

TSW/CMS

2 vessels

LPG retrofit of 2s Main Engine on 4 x 84,000 CBM VLGC

12,000*

Matson Inc.

1 Vessels

LNG retrofit of 2s Main Engine on 1+1 x 3600 TEU

10,000*

11/17/23

Dual Fuel Conversion – Reference List 26 vessels on order On order

Vessels

MAN ES scope

Matson Inc.

1 vessels

LNG retrofit of 2s Main Engine on 1+1 x 3600 TEU

CO2 savings (ton/year)

TSW/CMS

2 vessels

LPG retrofit of 2s Main Engine on 4 x 84,000 CBM VLGC

12,000*

A. P. Møller Mærsk

11 vessels

LGIM retrofit of 2s Main Engine no 11 x ULCV

500,000*

10,000*

Not to be disclosed

2+8 vessels

LGIM retrofit of 2s Main Engine no 2+8 x ULCV

600,000*

Seaspan

15 vessels

LGIM retrofit of 2s Main Engine no 15 x ULCV

1,100,000*

To be public in december

xx vessels

LGIM retrofit of 2s Main Engine no xx x ULCV

x,xxx,xxx*

+300 vessels have been quoted in 2023 Owners are still validating Duel Fuel Retrofit projects MORE WILL COME J

219

Speakers

STAM ACHILLAS Head of Business Development & Sales – 2 Stroke Fuel Conversions, Wartsila

SIMONE BERNASCONI Head of Global Product Line Upgrades, Accelleron

BIOGRAPHY Simone heads Global Product Line Upgrades, a cross functional product line focusing on supporting owners and operators in achieving higher operational efficiency with lower fuel consumption while meeting environmental regulations. Simone began his career at ABB Turbocharging in 2008 as an application engineer. He later led Engine & Turbocharging Systems in Technology, following which he joined the Service organization and held several positions before leading the Upgrades team, a position he has held since 2020. Simone holds a master’s degree in mechanical engineering from the ETH Zurich and a Certificate of Advanced Studies in Corporate Finance from the University of Zürich.

220

Conference Paper

How engine part load optimization can help improve profitability while contributing to CII compliance for merchant marine vessels

Conference Paper

Synopsis Synopsis Wärtsilä and demonstrate Accelleron the demonstrate the potential engine part load optimization for Wärtsilä and Accelleron potential of engine part loadof optimisation for merchant marine vessels merchant marine vessels in increasing profitability and enhancing regulatory compliance to increase profitability and enhance regulatory compliance through joint field experience. through joint field experience

222 Wärtsilä and Accelleron Paper on Engine Part Load Optimisation | 24 October 2023

Conference Paper

Abstract

The journey of the shipping industry towards carbon neutrality is being accelerated due to escalating fromtowards financial institutions, expectations, and increasingly The shipping demands industry's journey carbon neutrality is end-user being accelerated due to escalating demands from stringent regulations on both global (such as IMO’s CII) and regional (for instance, ETS) financial institutions, higher end-user expectations and increasingly stringent regulations on a globalEU (such as scales. We can acknowledge that the target is highly ambitious and calls for a combination the IMO's CII) and regional (for example, the EU ETS) scale. The target is ambitious and requiresofa several measures. combination of several measures. In this context, minimizing the current fleet’s carbon emissions is not just a vital step towards In this context, minimising the current fleet's carbon emissions is not only an essential step towards achieving achieving the goal but also an econoåmic imperative. In an economic scenario where CO2 the goal but also an economic imperative. In an economic scenario where CO2 emission costs rise and the emission costs rise and the competition for alternative carbon-neutral fuels will increase competition for alternative carbon-neutral fuels increases energy costs, implementing cost-effective efficiency energy costs, implementing cost-effective efficiency measures can provide ship owners and measures can give ship owners and operators competitive edge in the market. operators with a competitive edge in the amarket. Currently, numerous vessels are being reduced power due to economic related to Currently, numerous vessels areoperated being atoperated at reduced powerconsiderations due to economic fuel costs and to ensure compliance with the new IMO EEXI and CII regulations. For engines that have been considerations related to fuel costs as well as to ensure compliance with the new IMO designed for higher service load,downside the downsides of this practice on are engines sub-optimal efficiency, increased carbon regulations EEXI & CII. The of this practice that have been designed deposits and high usage blowers. for higher service loadofisauxiliary suboptimal efficiency, increased carbon deposits and high usage of auxiliary blowers. Wärtsilä and Accelleron have combined their expertise in optimising engine tuning and turbocharger

Wärtsilä and to Accelleron combined expertise in optimizing engine tuning and turbocharger specifications jointly shift the engine's their optimum load range to lower loads. The key to success lies in adopting specifications to jointly shiftthat the identifies engine’s the optimal range synergies to lower loads. Theengine essential factor a robust, holistic approach mostload beneficial between tuning and for success lies in adopting a robust holistic approach that identifies the most advantageous turbocharger adaptation. Moreover, the approach offers greater flexibility, allowing the tuning to be tailored synergies engine tuning and turbocharger adaptation. according tobetween specific customer requirements and vessel operating profiles.Moreover, the approach offers greater flexibility allowing customization of the tuning to meet specific customer requirements and adapt to specific vessel operating profiles.

Wärtsilä and Accelleron Paper on Engine Part Load Optimisation | 24 October 2023

223

Conference Paper Introduction Modern maritime vessels are constantly evolving, driven by the need to adapt to new standards and meet the increasingly stringent demands of today’s multi-stakeholder environment. The decarbonisation megatrend is steadily taking hold across the maritime industry. A competitive edge – the increasing importance of efficiency In the competitive maritime market, vessel efficiency, service speed and asset profitability are paramount. Operators are constantly looking for ways to make their vessels more marketable and cost-effective. As we look to the future, efficiency will become even more important in the maritime industry. This is driven by a number of factors: n stricter regulations n rising cost of carbon emissions n the emergence of sustainable fuel options, which will be more expensive compared to today’s fossil fuels n increasing pressure from financial institutions and the public to reduce carbon emissions from shipping. Combined, these factors will bestow a premium on efficient vessels in terms of asset value and make them more attractive in the market. In conclusion, the maritime industry is at a pivotal moment. Although the drivers for decarbonisation can vary greatly between maritime segments, the decarbonisation megatrend is having an increasingly significant impact on the industry as a whole.

The existing fleet – sailing at lower speeds Today, a significant proportion of the global merchant marine fleet has been designed for a high service speed and has high main engine power. However, for both commercial and regulatory reasons, over the last decade ship operating speeds have been reduced in several segments of the maritime industry in order to: n reduce fuel costs n improve vessels’ Carbon Intensity Indicator (CII) rating n comply with the EEXI regulation, which came into force in 2023 n reduce the carbon footprint of the global fleet n reduce costs ahead of the EU Emissions Trading System (EU ETS) being extended to cover shipping. As a result, operators now have the opportunity to optimise their engines according to the actual service loads they are operating at today. This is the basic idea behind Wärtsilä 2-Stroke Part Load Optimisation, or WPLO for short.

224

Conference Paper The thermodynamic aspects of Wärtsilä 2-Stroke Part Load Optimisation (WPLO) The basic concept of WPLO is to enhance engine performance during low load operations (typically 30–75%), even if this means compromising operation at high loads (typically above 85%). This approach is widely applied on modern vessels, often in combination with lower installed power compared to older designs. Unfortunately, a significant proportion of the existing maritime fleet delivered before 2016 still has high installed main engine power, with engines that are optimised for high loads where they rarely operate today. WPLO offers a practical and cost-effective solution to this problem.

Turbocharger The turbocharger can be optimised for operation at lower loads by adjusting the characteristics of the turbine and the compressor.

Turbine The turbine area can be reduced in order to generate higher pressure. This can be achieved to some extent with a smaller nozzle ring. To achieve the best results, the turbine rotor and nozzle ring should be jointly retuned. Additionally, a specification that shifts the optimal efficiency range towards a lower pressure ratio should be chosen.

Compressor

For 2-stroke engines, an increased pressure ratio directly reduces the surge margin of the compressor. Action must therefore be taken to ensure safe operation. The first step is to verify the surge margin under the new conditions using accurate simulations. In most cases, countermeasures are required on the compressor side to return the surge margin to a reasonable value. This can be achieved by reducing the size of the air diffuser or, for the best results, by optimising both the air diffuser and the impeller. Doing so increases the surge margin and shifts the optimum efficiency range of the compressor towards a lower pressure ratio.

Engine The potential to optimise engine performance for part-load operation largely depends on whether it is decided to maintain the original maximum continuous power rating (CMCR) or to apply permanent derating. Modern electronically controlled engines can be tuned by adjusting software parameters and even allow some fine-tuning on site during engine testing. Together with a permanent derating of the engine, components such as injectors can be adapted to the new power rating. When WPLO is applied, the engine power is kept within the designed rating field. When defining a revised performance-optimised tuning, NOx emissions and torsional vibrations need to be verified against applicable regulations to ensure compliance.

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Conference Paper WPLO options Typically, WPLO is implemented in combination with a permanent engine load limitation as shown in Figure 1, which illustrates three different levels of optimisation. This approach can be applied when loads above 85% are no longer required for operational reasons. It can be done in combination with a new propeller featuring a lower maximal power and with engine power limitation (EPL) to comply with the EEXI regulation. One of the biggest advantages of permanent derating is that further optimisation of engine components like fuel injection nozzles is easy to implement. WPLO solutions can be easily adapted according to specific customer needs, making a virtually infinite number of possible variants theoretically possible. For simplicity, the variants are classified into three levels of optimisation depending on the scope: (1) Basic optimisation: Engine tuning + injector nozzle + nozzle ring (2) Medium optimisation: Engine tuning + injector nozzle + nozzle ring + compressor wheel (3) High optimisation: Engine tuning + injector nozzle + nozzle ring + compressor wheel + turbine shaft Thefuel fuel reduction optimisation of these different approaches is illustrated for a The reduction optimisation potentialpotential of these different approaches is illustrated for a representative representative generic case. generic case. The in the auxiliary blower switching point is also a point of interest. more extensive the part load Thedrift drift in the auxiliary blower switching point is also a pointThe of interest. The more extensive optimisation, the optimisation, lower the blowerthe switching This canswitching provide significant additional the the part load lower point. the blower point. This can benefits provideassignificant ship's speed can be reduced even further for slow steaming without the need to operate auxiliary blowers additional benefits as the ship’s speed can be reduced even further for slow steaming without continuously. This can provide considerable fuel savings when the goal is to sail at the lowest possible the need to operate auxiliary blowers continuously. This can provide considerable fuel savings speed and avoid continuous blower operation for efficiency and reliability reasons.

when the goal is to sail at the lowest possible speed and avoid continuous blower operation for efficiency and reliability reasons.

Figure 1: Generic illustration of the benefits of three different WPLO strategies with permanent derating at 85%illustration engine ofpower. Specific fuel oil consumption (SFOC) of the engine is 85% expressed Figure 1: Generic the benefits of three different WPLO strategies with permanent derating at engine power. Specific fuel oil consumption (SFOC) of the engine is expressed in g/kWh. in g/kWh.

Retaining full engine power capability

In cases where the original engine power output cannot be reduced for operational or regulatory reasons, but the owner is still interested in implementing part-load optimisation, an exhaust wastegate (EWG) needs to be installed. Essentially, the EWG acts as the scavenge air pressure and turbo speed control at high load when a defined threshold is exceeded. The upside of this approach is that it provides flexibility and greater fuel savings at high load (see case 4 in Figure 2); the downside is that it increases system complexity, cost and implementation time. New pipes between the exhaust receiver and exhaust pipe after the turbo must be installed, a new exhaust valve and actuator are required for flow control and control 226 software needs to be implemented, along with adaptation of the alarm and monitoring system (AMS).

Conference Paper Retaining full engine power capability In cases where the original engine power output cannot be reduced for operational or regulatory reasons, but the owner is still interested in implementing part-load optimisation, an exhaust wastegate (EWG) needs to be installed. Essentially, the EWG acts as the scavenge air pressure and turbo speed control at high load when a defined threshold is exceeded. The upside of this approach is that it provides flexibility and greater fuel savings at high load (see case 4 in Figure 2); the downside is that it increases system complexity, cost and implementation time. New pipes between the exhaust receiver and exhaust pipe after the turbo must be installed, a new exhaust valve and actuator are required for flow control and control software needs to be implemented, along with adaptation of the alarm and monitoring system (AMS).

Figure 2: Generic illustration of the benefits of four different WPLO strategies including one with an Figureapplied. 2: Generic illustration of the benefits of four different WPLO strategies including one with an EWG applied. EWG

WPLO implementation

WPLO In general, implementation the main challenge and key to successfully upgrading the existing maritime fleet is general, the ability to be as non-invasive as possible in order minimise thefleet time required In the main challenge and key to successfully upgrading the to existing maritime is the ability to for be as non-invasive as possible in order torisks minimise thesecuring time required for return implementation and the technical implementation and the technical while a fast on investment. This calls risks while securing of a fast on investment. This a calls for degree minimisation of the hardware scope and a high for minimisation thereturn hardware scope and high of standardisation, balanced with degree of standardisation, balanced sufficient flexibilityrequirements to adapt to specific (e.g. sufficient flexibility to adapt to with specific customer (e.g.customer service requirements speed, propeller service speed, propeller characteristics characteristics and engine type). and engine type). The following sections describe how WPLO is designed around these principles.

The following sections describe how WPLO is designed around these principles.

Turbocharger

An intuitive approach to applying a turbocharger with new thermodynamic characteristics is to

An intuitive approach tounit applying with newturbocharger. thermodynamicThis characteristics is to replace the replace the existing withaaturbocharger latest-generation would require redesigning, existing unit with a latest-generation turbocharger. This would require redesigning, manufacturing and manufacturing and installing most of the interfaces between the turbocharger and the engine, installing most of thethe interfaces between thetime turbocharger andcost the engine, which increases the which increases implementation as well as and complexity. implementation time as well as cost and complexity. WPLO follows a different approach. The basic concept is to keep the turbocharger in place, with all casings and interfaces between the engine and turbocharger remaining untouched. Instead, only the turbocharger’s internal core performance components are replaced (see Figure 3). This approach has several advantages, including a short payback period and low technical risk: • • •

•

The technical complexity of the upgrade is greatly reduced, being similar to a standard turbo overhaul. The time required for completion is greatly reduced, with overnight implementation possible. Attractive payback periods of as little as two to three years are possible. Most of the turbocharger 227 components that are replaced are the same components that would be replaced during a standard overhaul, meaning a significant proportion of the project cost is already covered by the standard maintenance budget. No crew training is required since all turbocharger and engine maintenance procedures remain

Conference Paper WPLO follows a different approach. The basic concept is to keep the turbocharger in place, with all casings and interfaces between the engine and turbocharger remaining untouched. Instead, only the turbocharger’s internal core performance components are replaced (see Figure 3). This approach has several advantages, including a short payback period and low technical risk: n The technical complexity of the upgrade is greatly reduced, being similar to a standard turbo overhaul. n The time required for completion is greatly reduced, with overnight implementation possible. n Attractive payback periods of as little as two to three years are possible. Most of the turbocharger components that are replaced are the same components that would be replaced during a standard overhaul, meaning a significant proportion of the project cost is already covered by the standard maintenance budget. n No crew training is required since all turbocharger and engine maintenance procedures remain unchanged. n There is no disruption to vessel operations.

Figure 3: Component upgrade. Only the turbocharger internal components are optimised: compressor wheel, air diffuser, turbine shaft and nozzle ring. The turbocharger casing and interfaces between the turbo and engine can be reused. (Source: Accelleron)

Figure 3: Component upgrade. Only the turbocharger internal components are opti airEngine diffuser, turbine shaft and nozzle ring. The turbocharger casing and interface engine can be reused. (Source: Accelleron) In the case of electronically controlled engines, tuning adjustments such as altering the injection pattern, exhaust valve and injection timing can be done by adapting the control parameters. For mechanically controlled engines these parameters need to be adjusted by shifting the corresponding cams, performing mechanical adjustments and replacing the injection equipment.

Engine

Additional retuning measures such as adjusting the fuel nozzle size/type and increasing the In the case of electronically controlled engines, tuning adjustments such as alte compression ratio need to be implemented by replacing mechanical parts. This applies to both exhaust valveand and injectioncontrolled timing engines. can be done by adapting the control parameters. mechanically electronically

For mechanically controlled engines these parameters need to be adjusted by shifting performing mechanical adjustments and replacing the injection equipment.

Additional retuning measures such as adjusting the fuel nozzle size/type and increas need to be implemented by replacing mechanical parts. This applies to both mech controlled engines. As an example, in the Solvang case described in the next chapter, retuning 228 modifications to engine parts and settings:

Conference Paper As an example, in the Solvang case described in the next chapter, retuning consists of the following modifications to engine parts and settings: n Derating the engine to 85% of the original CMCR by installing smaller fuel injector nozzle tips. n Applying new FAST type fuel nozzles with reduced spray hole diameters to reduce the amount of unburnt fuel. n Optimising exhaust valve and injection timing by means of WECS-9520 engine control parameters. The above modifications are specified and combined in order to achieve the lowest possible SFOC in the desired service range and within the given limits, e.g., NOx emissions, smoke, torsional vibrations and thermal and mechanical load. Verification and certification procedure n Targeted performance improvements shall be verified during a sea trial after modifications. n At the same time, onboard emission measurements must demonstrate compliance with NTC (NOx Technical Code). n Because WPLO includes changes in NOx-relevant components and settings, the NOx Technical File is to be amended accordingly. n Verification of the torsional stresses by measurements might be necessary. n Where the WPLO modifications are applied to a series of similarly equipped ships, performance verification and compliance demonstration will normally only be carried out on the first ship in the series.

Case Solvang: Combined optimisations ensure EEXI and CII compliance Norwegian shipper Solvang is one of the world’s leading transporters of LPG and petrochemicals, operating a fleet of modern and efficient vessels. The company’s strategy is to stay ahead of national and IMO regulations by working systematically to find the best technical and operational solutions for the decarbonisation of its operations.

Challenge – Comply with EEXI without slowing down Solvang needed to ensure that one of its specialised vessels would remain EEXI compliant without having to reduce sailing speeds to the point where the vessel, at an age of just 15 years and in good condition, would no longer be competitive. How could the vessel gain the extra knots of speed while remaining compliant, thereby protecting its profitability?

Solution – Wärtsilä 2-Stroke Part Load Optimisation (WPLO) Solvang had set aside funds to address this challenge and turned to Wärtsilä for help. The EEXI calculations demonstrated that reducing the power limit alone would result in the vessel simply not being able to sail at competitive speeds. Wärtsilä performed calculations to demonstrate that its WPLO solution, combined with propulsion optimisation, would allow the vessel to meet the requirements of EEXI while continuing to sail at market speeds. WPLO is an engine derating solution that enables the engine to maintain the same power but is optimised for lower loads. In Solvang’s case, WPLO comprised engine tuning plus turbocharger optimisation for the new engine tuning to maximise the efficiency gains. The turbocharger optimisation, performed by Wärtsilä’s partner Accelleron, involved changing core performance components only.

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Conference Paper One of WPLO’s biggest advantages is its technical simplicity. Because many of the components that are replaced are the same ones that would be replaced during a standard overhaul, the process can be completed in as little as one day, with no need for drydocking. In total, the work on Solvang’s vessel, which also included optimisation of the vessel’s CPP propulsion system by a third party, took six working days to complete. Benefit – Reduced fuel consumption and increased speed n Vessel able to maintain market speeds while remaining EEXI compliant n Fuel savings of 3–4% on the engine; combined fuel savings of 25% n An additional 10 years’ profitable life for a valuable asset n No impact on vessel operation and no additional training required for crews “The investments in improving engine and propulsion system efficiency have enabled a significant fuel saving of 25% or more for this vessel. These almost unbelievable savings mean that the vessel’s CII rating has improved from D to A.” Tor Oyvind Ask, Fleet Director, Solvang ASA.

Conclusion The maritime industry is currently in a transition phase on what will be a decades-long journey towards fully decarbonised operations. If meaningful progress towards carbon neutrality is to be made, it is essential that the existing global maritime fleet is upgraded. As it stands, there are only a handful of viable solutions given the financial, operational and safety factors that need to be taken into account. What is needed is a combination of different approaches and methods. This is where teamwork between industry players such as Wärtsilä and Accelleron comes into play. WPLO addresses the main obstacle to successfully upgrading the existing maritime fleet: the ability to be as non-invasive as possible in order to minimise the time required for implementation and the technical risks while securing a fast return on investment. WPLO can help shipping to take significant steps forward on its decarbonisation journey. In summary, the key features and advantages of WPLO are as follows: n All interfaces between the turbocharger and engine remain untouched. n All turbocharger casings can be reused with no modification required. n Only the core components that would be attended to as part of a standard turbocharger overhaul need to be modified. n Only essential engine modifications (injection nozzles and tuning) are required. n Maintenance procedures remain unchanged, and no crew training is required. n WPLO can be implemented quickly during a standard port call or during drydocking. n The solution offers a high degree of standardisation combined with the ability to adapt to the needs of the vessel operator. n A short payback time of between two and three years is possible. n Vessel market competitiveness is improved.

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MARK PENFOLD Technical Specialist, Power Generation Lloyd’s Register

BIOGRAPHY Mark Penfold joined LR’s Technical Directorate in September 2022 as Technical Specialist, Power Generation focusing on engines, alternative fuels and emissions. His rule development role focuses on alternative fuels, engines and emissions activities together with internal and external project support and participation in various industry bodies. Prior to joining LR, Mark held various Corporate Technology roles within another leading Classification Society and has accumulated over 20 years experience within marine classification technical services. Prior to joining Class, Mark was lead development engineer for a heavy-duty diesel engine manufacturer focusing on performance, durability and emissions testing of 2-stage turbocharging and emissions aftertreatment technologies. Mark has represented IACS at IMO for the development of alternative fuels and technologies under the IGF Code for ten years and has been active in many industry forums including the EU ESSF, ISO, CIMAC and SGMF. Mark is currently the LR representative in the CIMAC WG17 gas engine working group and IACS rep in the EU SAPS WS3 working group for emissions certification. Mark holds a First-Class Honors Degree in Mechanical Engineering and is a Charted Engineer with the Institute of Mechanical Engineers.

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Applying alternative fuels to existing ships 1 Introduction Decarbonising the existing fleet is an essential element of shipping’s greenhouse gas reduction trajectory. Without it, there could still be up to 20,000 merchant vessels running on fossil fuels by 2050, putting the chance of net-zero emissions from the industry at risk. This paper summarizes the Lloyd’s Register annual publication ‘Engine Retrofit Report 2023: Applying Alternative Fuels to Existing Ships’ which aims to track the state of engine retrofit demand, capacity, and uptake together with an assessment of technology, investment and community readiness levels. In this initial edition, methanol and ammonia are used as examples to consider the state of technology, compliance frameworks, systems integration capabilities and the business case for retrofitting. By monitoring the development of these elements across the years, the report will highlight key areas of risk for ship operators, owners and other stakeholders considering vessel conversions to alternative fuels.

2 Background 2.1 Retrofit Potential While fuel cost/availability and regulatory drivers remain uncertain, projecting demand is challenging. A maximum addressable market of 9,000-12,900 large merchant vessels was identified up to 2030, after which it is anticipated that all vessels will be built with net-zero or near-zero carbon fuels capability. In all likelihood, only a small number of these vessels will eventually be retrofitted as the business case for converting older vessels (beyond ten years) and smaller vessels will likely remain challenging. However, converting even a fraction of this potential market will require new capabilities and technologies from ship designers, shipyards, and operators.

2.2 Fleet readiness Fleet readiness for zero-emission fuels is growing, with 225 ammonia-ready and 120 methanol-ready vessels reported as in service or on order at the time of publication. While ‘fuel ready’ class notations certify that particular aspects of alternative fuel conversions have been approved in principle, or even approved and implemented – and that the required level of safety can be achieved, subject to the work being carried out correctly - they do not necessarily include detailed design, costs and conversion plans. This leaves uncertainty over the costs and timescales required to make a vessel labelled as ‘ready’ capable in practise of operating on zero-carbon fuel. To assist stakeholders in planning retrofits more effectively, a Zero Ready Framework has been proposed to provide additional clarity over vessel readiness. By committing to only financing, building, and ordering vessels that meet a clearly defined readiness level by specified dates, stakeholders can better manage the risks of the energy transition across existing fleets.

3 Regulatory Issues 3.1 Safety The application of gaseous and low-flashpoint fuels to the non-gas carrier fleet invokes the IMO’s International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels (IGF Code) for ships subject to the SOLAS Convention or applied under national Flag Administration

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Regulatory Issues

3.1

Safety

The application of gaseous and low-flashpoint fuels to the non-gas carrier fleet invokes the IMO’s Conference Paper International Code of Safety for Ships Using Gases or Other Low-flashpoint Fuels (IGF Code) for ships subject to the SOLAS Convention or applied under national Flag Administration requirements. The IGF Code includes a goal-based approach including functional requirements and a risk-based requirements. The IGF Code includes a goal-based approach including functional requirements approval process. The IGF Code provides the framework for approving all low-flashpoint and gaseous and a risk-based approval process. The IGF Code provides the framework for approving all fuels, however, currently only includes detailed prescriptive requirements for natural gas (LNG low-flashpoint and gaseous fuels, however, currently only includes detailed prescriptive methane) as fuel. requirements for natural gas (LNG - methane) as fuel. Application of the IGF Code for fuels other than natural gas is supported by IMO’s interim guidelines, Application of theplan IGFtoCode for fuels other than natural gasas is industry supported by IMO’s interim with a longer-term add these requirements to the IGF Code experience develops. guidelines, with a longer-term plan to under add these requirements to the Code as industry The use of methanol as fuel is supported the IGF Code framework by IGF MSC.1/Circ.1621, the experience develops. The use of as Methyl/Ethyl fuel is supported the which IGF Code framework Interim Guidelines for the Safety of methanol Ships Using Alcoholunder as Fuel, includes goals, by MSC.1/Circ.1621, the Interim Guidelines for therequirements Safety of Ships Usingwith Methyl/Ethyl Alcohol functional requirements, and detailed prescriptive together a requirement to as Fuel, which goals, functional requirements, and detailed prescriptive requirements undertake a riskincludes assessment. together with a requirement to undertake a risk assessment. Currently there are no IMO requirements or interim guidelines in place for ammonia as fuel and therefore approvals risk-based, meaning that in addition tointhe normal rigours of design Currently there areare no solely IMO requirements or interim guidelines place for ammonia as fuel appraisal a robust risk management process needs to be applied. The approval process outlinedof and therefore approvals are solely risk-based, meaning that in addition to the normalisrigours in the IMO Guidelines for the Approval of Alternatives and Equivalents as provided in various IMO design appraisal a robust risk management process needs to be applied. The for approval process Instruments (MSC.1/Circ.1455). is outlined in the IMO Guidelines for the Approval of Alternatives and Equivalents as provided

for in various IMO Instruments Lloyd’s Register have developed(MSC.1/Circ.1455). a Risk Based Certification (RBC) process which is consistent with and based on MSC.1/Circ.1455, and other related IMO guidelines, yet equally applies to non-SOLAS Lloyd’s have developed a Risk Based Certification process consistent projects.Register RBC is used where risk assessment is required to inform(RBC) certification andwhich provideisconfidence with and based on MSC.1/Circ.1455, and other related IMO guidelines, yet equally in new, novel and alternative designs. For an alternative fuel project, the risk-based processapplies needs toto non-SOLAS projects. RBC is used where risk assessment is required to inform certification meet the mandatory requirements in SOLAS Reg.II-1/55 (as referenced by the IGF Code ‘Alternative and provide confidence in new, novel and alternative designs. For an Design’ process), the guidance in MSC.1/Circ.1455, and be undertaken in alternative accordance fuel with project, the LR the risk-based process needs to meet the mandatory requirements in SOLAS Reg.II-1/55 (as RBC process. See Figure 1 for the RBC process. referenced by the IGF Code ‘Alternative Design’ process), the guidance in MSC.1/Circ.1455, and be undertaken in accordance with the LR RBC process. See Figure 1 for the RBC process.

Figure11 –– LR’s LR’s Risk Based Based Certification Certification(RBC) (RBC) Process Process Figure

3.2 Environment – NOx Emissions A further regulatory issue for engine retrofits is the NOx certification implications under MARPOL Annex VI regulation 13. The regulation requires the retrofit to be considered for the potential impacts on NOx emissions and the converted engine to be approved and certified in accordance with MARPOL Annex VI and the NOx Technical Code. If an identical already certified engine does not exist, as will be the case for many early retrofits, recertification means testing NOx emissions at sea or testing a suitable engine at testbed, which can be challenging. This issue is currently under discussion at IMO’s Pollution Prevention and Response (PPR) SubCommittee.

3.3 Environment – IMO Ambition IMO adopted its revised GHG reduction strategy as Resolution MEPC.376(80) the 2023 IMO Strategy on Reduction of GHG Emissions from Ships in July 2023. One of the key elements of the strategy, particularly for existing vessels and retrofits, is for the uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources to represent at least 5%, striving for 10% of the energy used by international shipping by 2030.

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IMO adopted its revised GHG reduction strategy as Resolution MEPC.376(80) the 2023 IMO Strat on Reduction of GHG Emissions from Ships in July 2023. One of the key elements of the strate particularly for existing vessels and retrofits, is for the uptake of zero or near-zero GHG emiss technologies, fuels and/or energy sources to represent at least 5%, striving for 10% of the ene Conference Paper used by international shipping by 2030.

IMO also adopted resolution MEPC.376(80) the Guidelines on Lifecycle GHG Intensity of Ma

IMO also adopted resolution MEPC.376(80) the Guidelines on Lifecycle GHG Intensity of Marine Fuels at MEPC 80 in July 2023. The well-to-wake and tank-to-wake emissions factors attributed Fuels at MEPC 80 in July 2023. The well-to-wake and tank-to-wake emissions factors attributed each fuel guidelines in the guidelines are intended to be used in future IMO measures to each fuel in the are intended to be used in future IMO measures to reduce to reduce shipp emissions. The developing GHG lifecycle requirements, together with market-based measures shipping emissions. The developing GHG lifecycle requirements, together with market-based Emissions Trading Scheme and further driving driving the the interest in retrof measures the andEU’s the EU’s Emissions Trading Scheme andFuelEU FuelEUMaritime Maritime are are further interest in retrofits.

4 Engine4Technology Engine Readiness Technology Readiness 4.1 General 4.1 General

While are a reasonable ofmethanol LNG and fuelled methanol fuelled engine While there are there a reasonable number ofnumber LNG and engine types and types sizes and sizes curre operatingininthe thegas gascarrier carrier and gas fuelled fleet, engine conversion packages have yet to currently operating and gas fuelled fleet, engine fuelfuel conversion packages have yet to be deployed at scale and in many cases remain under development. In this first deployed at scale and in many cases remain under development. In this first report both metha report both methanol, which been has already used shippioneering fuel on the LR Germanica si which has already used asbeen a ship fuelasona the LRpioneering Classed Stena Classed Stena Germanica sinceand conversion in 2015, ammonia, as which is emerging as have a conversion in 2015, ammonia, whichand is emerging a fuel candidate, been studied fuel candidate, have been studied to explore technology readiness for engine conversions. explore technology readiness for engine conversions.Section 5 of the report contains an in-de Section 5 of the report contains an in-depth review of the current state of retrofit solutions, of the Readiness current state of (TRL) retrofit solutions,indicating as well as Technology Readiness Level (T as well as review a Technology Level assessment theastate of readiness assessment indicating the state of readiness for commercial application. The assessments are ba for commercial application. The assessments are based on an evidence-gathering process on an evidence-gathering process involving both engine designers and LR technology experts. Us involving both engine designers and LR technology experts. Using the nine-point TRL scale already in the use nine-point by many organisations (see Figure 2). by many organisations (see Figure 2). TRL scale already in use

Figure 2 – Technology Readiness Level (TRL) Scale

Figure 2 - Technology Readiness Level (TRL) Scale

4.2 Technology Readiness Assessment LR has assessed the different technologies involved in engine retrofits against this scale, including retrofit packages for four-stroke and two-stroke engines, and fuel handling and storage technology (see Figure 3). Note this assessment is for retrofit package availability – it is recognised that some engine types from current engine supplier catalogues for new construction are at a higher TRL. Methanol engine conversions are on the cusp of being introduced at wider scale following the aforementioned Stena Germanica early adoption and application to some of the dedicated methanol chemical carrier fleet. At least two engine suppliers are ready to install engine retrofit packages imminently, with more in advanced stages of development. Ammonia engine conversions are a more challenging and more distant prospect. Newbuild engine concepts have yet to be finalised and the safety issues around using ammonia as fuel, already expected to be challenging on vessels built for that purpose, will mean more complexity around retrofit packages and their installation.

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Ammonia engine conversions are a more challenging and more distant prospect. Newbuild engine concepts have yet to be finalised and the safety issues around using ammonia as fuel, already Conference Paper expected to be challenging on vessels built for that purpose, will mean more complexity around retrofit packages and their installation.

Figure 3 – Methanol Ammonia RetrofitPackages Packages TRL TRL Assessment Figure 3 – Methanol andand Ammonia Retrofit Assessment

4.3 Engine Supplier Updates

4.3

Engine Supplier 4.3.1 MAN Energy Updates Solutions – 2-stroke MAN Energy Solutions’ first methanol-fuelled two-stroke engines entered service in 2016 4.3.1 MAN Energy Solutions – 2-stroke onboard a series of methanol tankers owned by Marinvest and Waterfront Shipping, and today has 19 of the engines in two-stroke operation. They will entered be joined by around more than a MAN Energy Solutions’ first50-bore methanol-fuelled engines service in 2016 onboard 100 engines on order across larger sizes, including 60, 80 and 95-bore, for the first methanolseries of methanol tankers owned by Marinvest and Waterfront Shipping, and today has 19 of the 50fuelled containerships. bore engines in operation. They will be joined by around more than 100 engines on order across larger sizes, including 60, 80 and for the first methanol-fuelled MAN Energy Solutions has 95-bore, already received orders from Maersk containerships. and Seaspan (for HapagLloyd) for up to 80 retrofit packages in total on larger container vessels, and noted further

MAN Energy Solutions has already received orders from Maersk and Seaspan (for Hapag-Lloyd) for interest from owners of methanol tankers and ro-ro vessels. The projects cover engine bore up to 80 retrofit packages in total container notedthan further interest fromMAN owners sizes including 95, 80 and on 50. larger That equates to vessels, a marketand of more 800 operating of methanol tankers andalready ro-ro vessels. The projects cover engine bore sizes including 95, 80 and 50. engines that can be retrofitted for methanol. That equates to a market of more than 800 operating MAN engines that can already be retrofitted for Retrofit projects in these engine sizes will begin next year and, with a project lead time of around methanol. 14 months for the first retrofits, MAN anticipates that many vessels will have been converted

Retrofitinprojects these engine sizespackage will begin next and, with project lead timecontrolled of around 14 2025. Ininprinciple, a retrofit can beyear developed foraall electronically – meaning most engines that have been delivered since their introduction monthsengines for the first retrofits, MAN anticipates that many vessels will have been convertedinin2003. 2025. In Key components for MAN’s methanol ME-LGIM cylinder cover and fuel injection systems are principle, a retrofit package can be developed for all electronically controlled engines – meaning most shown in Figure 4. engines that have been delivered since their introduction in 2003. Key components for MAN’s methanol ME-LGIM cylinder cover and fuel injection systems are shown in Figure 4. MAN started its first ammonia-fuelled, one-cylinder test engine in Copenhagen Q2 2023. A sixcylinder 60 bore test engine will begin operating at Mitsui Engineering & Shipbuilding’s facility in Japan in January 2024 and the first ammonia-fuelled two-stroke engines are likely to enter service in 2026.

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MAN started its first ammonia-fuelled, one-cylinder test engine in Copenhagen Q2 2023. A six-cylinder Conference Paper 60 bore test engine will begin operating at Mitsui Engineering & Shipbuilding’s facility in Japan in January 2024 and the first ammonia-fuelled two-stroke engines are likely to enter service in 2026.

Figure – MANES ESME-LGIM ME-LGIM Cylinder Figure 4 –4 MAN CylinderCover Cover WinGD 2 stroke 4.3.2 4.3.2 WinGD 2 stroke

WinGD’s first methanol-fuelled newbuild engines, named X-DF-M, are expected to enter

WinGD’s first in methanol-fuelled newbuild named are expected to enter service in service 2025. The company has engines, determined that X-DF-M, these engines will follow the Diesel cycle principle, with high-pressure injection, opposed the Otto-cycle low-cycle 2025. combustion The company has determined that these engines willasfollow thetoDiesel combustion pressure injection used for burningas LNG in its existing X-DF engines. However, retrofit principle, with high-pressure injection, opposed to thedual-fuel Otto-cycle low-pressure injection used for packages will be made available for all existing WinGD electronically controlled engines, burning LNG in its existing dual-fuel X-DF engines. However, retrofit packages will be made available covering both dual-fuel LNG and single-fuelled diesel engines. for all existing WinGD electronically controlled engines, covering both dual-fuel LNG and singlefuelledWhile dieselthe engines. first methanol engines are under development in partnership with engine builders and Korea,engines WinGD are has under already advanced a in potential fuel injection concept, known While in theChina first methanol development partnership with engine builders in China as the Fuel Flexible Injector. This was developed as part of the pan-European HERCULES 2 and Korea, WinGD has already advanced a potential fuel injection concept, known as the Fuel marine engine innovation project and is designed with adaptable injection pressure for a range Flexible Injector. Thisincluding was developed as part the 2 marine engine of liquid fuels, conventional fuel of oils aspan-European well as alcoholHERCULES fuels including methanol innovation project and is designed with adaptable injection pressure for a range of liquid fuels, and ethanol. including conventional fuel oils as well as alcohol fuels including methanol and ethanol. WinGD has announced concrete steps in its plans to develop ammonia-fuelled engines, which

WinGD has concrete steps initits plans to develop ammonia-fuelled engines, which will be will be announced known as X-DF-A. In late 2021 announced a timeframe for both methanol and ammonia knownfuelled as X-DF-A. In anticipating late 2021 ititannounced a timeframe both concept methanolbyand ammonia fuelled engines, would finalise an ammoniafor engine 2025. As with WinGD’sitmethanol-fuelled the engine ammonia capable engines, anticipating would finalise anengine, ammonia concept byengine 2025. will be designed with high-pressure fuel injection, using a Diesel cycle combustion concept. Conversions will be

As with WinGD’s methanol-fuelled engine, the ammonia capable engine will be designed with highpossible for all current WinGD engines. pressure fuel injection, using a Diesel cycle combustion concept. Conversions will be possible for all 4.3.3 Wärtsilä current WinGD engines. Wärtsilä delivered its first methanol engine conversion in 2015, retrofitting the ro-pax ferry Stena Germanica’s four Sulzer 8ZAL40S engines, an LR Classed ship. The engine conversions were undertaken one at a time while the vessel was in service, with the fuel supply system and

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Conference Paper tanks adapted at drydock – a project option that the company says is viable for future retrofits and could save considerable off-hire time. The Wärtsilä 32M is its first newbuild methanol engine, released in early 2022, and a retrofit package is available for diesel-fuelled Wärtsilä 32 engines. The modular design approach on Wärtsilä’s modern engine designs such as the W32 and W46TS enables fuel injection, piping, and control systems to be replaced with more ease than in previous models. However, it is an earlier version of the 46cm-bore engine, the Wärtsilä 46F, that will become the first modern engine in Wärtsilä’s four-stroke portfolio to be converted for methanol fuel. In April, the company announced that it will deliver engines for the fifth vessel in Celebrity Cruises’ Edge series in late 2023. With methanol capability for newbuild engines and retrofit packages already available for the 32cm- and 46cm-bore sizes, Wärtsilä will shortly release details of its plans to roll out methanol fuel technology across its four-stroke engine portfolio. Wärtsilä currently has two ammonia fuelled four-stroke test engines, one at its headquarters in Vaasa, Finland, and the other undergoing trials with customers Knutsen OAS, Repsol Norway and Equinor at the Sustainable Energy Catapult Centre in Stord, Norway. The company reports that it has already proven an engine concept running on high proportion ammonia blends of up to 70% ammonia so far and is currently confirming operations on pure ammonia (plus pilot fuel). Although Wärtsilä no longer designs two-stroke engines, it is the global service provider for all WinGD designed engines, which includes both the Sulzer and Wärtsilä two-stroke engine brands. It has developed a multi-fuel retrofit solution for these existing (electronically controlled) engines, which is based on high pressure (Diesel combustion cycle) injection. Wärtsilä will install its pilot concept on a large container ship vessel in early to mid-2024. 4.3.4 MAN Energy Solutions – 4 Stroke MAN Energy Solutions is developing a methanol retrofit solution for the 51/60 (51cm engine bore, 60cm stroke length) engine that will be retrofitted on a Stena ro-ro vessel and a Norwegian Cruise Lines cruise ship in late 2024 or early 2025. The retrofit solution is expected to be in series production from 2026. MAN is also planning a two-stage development for its four-stroke methanol technology. Initially the retrofit solution will feature a port fuel injection concept, where an injector located in the air inlet will deliver methanol into the air intake stream prior to entering the combustion chamber. This low-pressure combustion concept is easier to apply to existing engines and requires less costly auxiliary equipment including lower pressure fuel supply. As methanol availability and use matures, MAN plans to introduce a high-pressure direct injection concept. This will be similar to the injection system on its Diesel-cycle two-stroke engines. While MAN is investigating the use of ammonia in its 4-stroke engines, to date MAN has not put a timeframe on the development of newbuild four-stroke ammonia-fuelled engines or retrofit package availability.

5 System Integration Challenges While ship conversions for alternative fuels critically depend on engine technology readiness, the bigger challenge is integrating the wider fuel system and associated ancillary systems onto existing vessels. While retrofit is simpler for methanol (compared to LNG, LPG, hydrogen, or ammonia) since this is a liquid fuel at ambient temperatures and pressures, there are still the energy content, fuel specific properties and safety system requirements that impact existing vessel arrangements to be considered. A simplified arrangement for a methanol fuel system installation is shown in Figure 5 and the key issues are summarised in the following sections.

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vessels. While retrofit is simpler for methanol (compared to LNG, LPG, hydrogen, or ammonia) since this is a liquid fuel at ambient temperatures and pressures, there are still the energy content, fuel specific properties and safety system requirements that impact existing vessel arrangements to be Conference Paper considered. A simplified arrangement for a methanol fuel system installation is shown in Figure 5 and the key issues are summarised in the following sections.

Figure 5 – Methanol Fuel Storage,Processing Processing and and Supply Figure 5 – Methanol Fuel Storage, SupplySystem System

5.1

Tanks 5.1 Tanks

Larger Larger tank volume requirements for fuelsforwith lower finding appropriate tank volume requirements fuels withenergy lower density energy mean densitythat mean thatthe finding the place for tanks, meeting safety requirements withrequirements minimal impact structural integrity and cargo appropriate place for tanks, meeting safety withon minimal impact on structural capacity, is challenging. integrity and cargo capacity, is challenging. 5.2

Fuel preparation 5.2 Fuel preparation

Some existing vessels designs may make it difficult to find a contained space for the fuel pumps and Some existing vessels designs may make it difficult to find a contained space for the fuel pumps valve train that is required to be close to the engine room. and valve train that is required to be close to the engine room.

5.3

Piping 5.3 Piping The added cost and bigger dimensions of double-walled fuel piping means that ship conversion pipe Theshould addedbecost and bigger dimensions of double-walled piping means thatbulkhead ship routings planned to minimise the disruption to shipfuel structures (such as conversion pipe routings should be planned to minimise the disruption to ship structures (such penetrations). 5.4

as bulkhead penetrations).

Safety arrangements 5.4 Safety arrangements Venting, purging, ventilation and fire/gas leak detection and prevention all add to the complexity of applying alternative fuel systems to and existing ship designs. Across and all these areas, all designers Venting, purging, ventilation fire/gas leak detection prevention add to need the to complexity of applying alternative fuel systems to existing ship designs. Across all these areas, maintain a focus on safety and minimising the exposure of crew to toxic and flammable fuels. designers need to maintain a focus on safety and minimising the exposure of crew to toxic and flammable fuels.

Factor Elements 6Human Human Factor Elements

The impact on crew working with new fuels needs careful consideration and must not be overlooked The impact on crew working with new fuels needs careful consideration and must not be when equipping an existing vessel for alternative fuels. Working on a vessel with these fuels, as well overlooked when equipping an existing vessel for alternative fuels. Working on a vessel with as operating and maintaining new equipment, entails new these fuels, as well as operating and maintaining new risks. equipment, entails new risks. Part D of the IGF Code is applicable to all ships and all gases or low-flashpoint fuels subject to the Part D of the IGF Code is applicable to all ships and all gases or low-flashpoint fuels subject IGF Code. The requirements in that Part mandate crew training and certification in accordance with to the IGF Code. The requirements in that Part mandate crew training and certification in accordance with the IMO’s International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW). Assessment of human factors goes beyond working conditions and schedules to examine the design and safety procedures to ensure that these risks are minimised. Some of the key items to be considered are summarized in the following sections:

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Conference Paper 6.1 Ergonomics Ensuring the design of a vessel and its components address the intended users’ capabilities and limitations given the operating circumstances and conditions.

6.2 Roles and responsibilities Demonstrating that responsibilities of crew are clearly defined and that personnel can safely perform activities with the resources provided.

6.3 Competency and training Crew have appropriate training for the relevant fuel, any new technologies and existing skills with heightened relevance, such as maintaining situation awareness and recognizing potential hazards.

6.4 Resourcing Enough crew are available to safely perform activities such as navigating, mooring, ship integrity and emergency response.

6.5 Procedures and processes How should control processes be developed to address the criticality of the risk, and how is delivery managed to promote adherence from the crew.

6.6 Occupational health Consideration of risks inherent with fuels and new systems, and how these can be mitigated via design, procedure, and personal protection equipment.

6.7 Process safety hazards How to manage, and promote early recognition and response to, new circumstances where human activities may contribute to, exacerbate, or prevent recovery from a hazard.

7 Retrofit Capability and Capacity Fuel retrofits are more complex than most projects undertaken by repair yards. Converting the engine itself is a relatively straightforward process of installing prefabricated engine components. However, integrating alternative fuel systems on existing ships will demand new skills from ship repair yards. Section 7 of the report includes further details and the required shipyard skills cited by ship designers are summarized in the following sections.

7.1 Naval architecture The design and location of system elements including tanks, fuel preparation rooms and piping needs careful consideration to comply with safety requirements, particularly the need for venting and hazardous zones. Assessing the impact of each part on the structural strength and stability of the ship is also critical.

7.2 Electrical engineering Enhanced monitoring (leak and fire detection), automated mitigation systems (including purging, firefighting, venting and ventilation), as well as more complex regulation of the fuel

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Enhanced monitoring (leak and fire detection), automated mitigation systems (including purging, firefighting, venting and ventilation), as well as more complex regulation of the fuel chain place new chain on place new demands vessel electricalinfrastructure. and automationThis infrastructure. Thisgreater will require demands vessel electrical on and automation will require electrical greater electrical engineering skills from yards in order to adapt, or where necessary, install engineering skills from yards in order to adapt, or where necessary, install entirely new systems. entirely new systems.

7.3

Fuel handling 7.3 Fuel handling Especially during the commissioning and testing stages of the retrofit project, yards will need to have Especially during the commissioning the capacity to handle alternative fuels. and testing stages of the retrofit project, yards will need 7.4

to have the capacity to handle alternative fuels.

Capacity 7.4 Capacity Given the limited number of existing alternative fuelled vessels in operation and their relative recent introduction – limiting yard exposure to these fuelled vesselsvessels – this places a constraint onrelative the number Given the limited repair number of existing alternative in operation and their of repair yards currently capable of handling these projects. The above detailed skills requirements recent introduction – limiting repair yard exposure to these vessels – this places a constraint meanonthat only a few repair yards can capable be assessed as currently being The capable performing the number of repair yards currently of handling these projects. aboveof detailed skills requirements meanOur thatmodelling only a few repair yards can be as currently alternative fuel conversions. identified 16 yards withassessed a maximum capacitybeing of around capable of performing alternative 300 vessel conversions a year in total. fuel conversions. Our modelling identified 16 yards with a maximum capacity of around 300 vessel conversions a year in total.

Detailed project planning will be required to manage the retrofit, which can be facilitated with preDetailed will be required manage the retrofit, whichIn canallbecases facilitated with slot fabrication of project some planning of the required tanks, to equipment, and systems. shipyard pre-fabrication of some of the required tanks, equipment, and systems. In all cases shipyard availability will need to be considered. Repair capacity is already constrained and adding fuel retrofits slot availability will need to be considered. Repair capacity is already constrained and adding will place further pressure on slots, potentially resulting in longer lead times and/or higher conversion fuel retrofits will place further pressure on slots, potentially resulting in longer lead times and/ costs.orFigure shows projection on required capacity. higher6conversion costs. Figure 6 showsshipyard projection on required shipyard capacity.

Figure 6 – Required Yard Capacity for Alternative Fuel Conversions

8 Techno-Economic Analysis 8

Techno-Economic Analysismodelling indicate that using renewable methanol or ammonia The results of techno-economic today would more than double the fuel costs for vessels in all segments, at a global carbon The results techno-economic modelling indicate thatfuel using renewable– methanol orlarge ammonia price ofofUS$100 per tonne. For vessels with greater consumption notably the cruisetoday wouldand more than double fuel costs forfuel vessels segments, at athe global price of US$100 container ships the - the additional costsin inall a year approach pricecarbon of a conventional newbuild per tonne. For vessel. vessels with greater fuel consumption – notably the large cruise and container ships the additional fuel costs in a year approach the price of a conventional newbuild vessel.

The low-cost scenario, in which both ammonia and methanol decrease in price by close to 50%

and the carbon price reaches an ammonia extremelyand highmethanol US$350, decrease is just beyond the by tipping at and The low-cost scenario, in which both in price closepoint to 50% which alternative fuels become cheaper than continued use of conventional fuels. the carbon price reaches an extremely high US$350, is just beyond the tipping point at which alternative fuels become cheaper than continued use of conventional fuels. The cost of retrofitting is currently uncertain and will have a significant impact on the business case for both owner and operator. As an example, the owner of a Newcastlemax Vessel who

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Conference Paper wished to amortise the cost of a US$10 million retrofit over ten years would need to charge an 11% premium on current charter rates (at time of publication), representing a US$2,907 increase. This amounts to an extra US$1 million a year on the charter cost for the operator, on top of the cost of the new fuel.

9 Investment Readiness Current projects and market interest in engine retrofits indicate differing levels of appetite across vessel segments. Combined with the insights above on technology development, retrofit capabilities and cost, Lloyd’s Register formulated an Investment Readiness Level indicator for four segments – cruise, containers, tankers, and bulk carriers. The results demonstrate that although some sectors – notably cruise and container ships - are close to adopting methanol fuel retrofits, the investment case across all segments is still very immature. For ammonia, the business case for retrofitting remains hypothetical only until initial use cases are observed.

10 Conclusion The ‘Engine Retrofit Report 2023: Applying Alternative Fuels to Existing Ships’, as summarized in this paper, outlines some of the challenges that lie ahead for the industry if alternative fuel engine retrofits are to play an important role in the decarbonisation of shipping. However, the technologies and capabilities for retrofits are emerging. While the business case for most vessels remains to be seen, that could change very quickly as more clarity emerges on fuel costs, availability and regulatory drivers including market-based measures and carbon pricing. Alternative fuels use is in its early stages, the application of these fuels to existing vessels even more so. As with any new use of technology, managing risks to crew, assets and operations is a fundamental first step. The challenges identified in this report – and the progress to be tracked in future editions – highlight the work that remains to be done in ensuring that those risks are mitigated. Lloyd’s Register further supports new construction and retrofit applications with the development of Rules, Guidance Notes and ShipRight Procedures. LR’s requirements for the use of gases or low-flashpoint fuels are given in the Rules and Regulations for the Classification of Ships using Gases or other Low-flashpoint Fuels, which incorporates the IGF Code and includes additional appendices dedicated to methyl/ethyl alcohol, ammonia, and hydrogen. LR also published its Guidance Notes for Engine Conversions in July 2023. The ‘Engine Retrofit Report 2023: Applying Alternative Fuels to Existing Ships’ is available for download at www.lr.org/ERR.

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SESSION 7.2

Advances in Lubrication

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Moderator

DR. MARKUS MÜNZ Managing Director, VDMA Large Engines

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Speaker

OLIVIER DENIZART Power and Marine Technical Manager, Lubmarine

BIOGRAPHY Once his PhD in Mechanical Engineering gained, Olivier Denizart started his career in the plastic processing business with Elf, but he’s been working for TotalEnergies Lubrifiants for 20+ years, achieving missions both in operations and R&D, in Europe, Asia and Latin America. He was recently appointed Technical Manager for Power and Marine entities within TotalEnergies Lubrifiants.

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Speaker

NIKOLAJ KRISTENSEN Head of R&D, Hans Jensen Lubricators

BIOGRAPHY Nikolaj Kristensen, 44 years old, Head of the R&D department at Hans Jensen Lubricators A/S. BSc in Energy Engineering, Aalborg University.

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Traversing the Evolution, Current Challenges and Future Horizons of Cylinder Lubrication in Two-Stroke Marine Engines As the maritime industry is subject to increased demands from both legislation and consumers, advanced technologies must be applied to meet those demands. Flexibility and versatility are required for the systems on-board to cope with a wide range of operational scenarios. Advanced surveillance and predictive algorithms are equally important to optimise operations and minimise downtime.

Introduction The two-stroke marine diesel engine is an invention that significantly reshaped the maritime world. From its rudimentary beginnings in the early 20th century to the colossal, efficient engines propelling massive vessels across the oceans today, the evolution of two-stroke marine diesel engines is a testament to human ingenuity and the relentless pursuit of progress in nautical technology. The development of the two-stroke engine in marine applications has been characterised by the continual enhancement of power, reliability, environmental, and climate responsibility. In recent years environmental and climate regulatory requirements have been the primary driver for the development. This focus has pushed the boundaries of the engine design, narrowing the band in which the engine can be operated satisfactory. There is a tendency that the crews do not have the necessary time nor qualifications [1][2] to give cylinder lubrication the attention it needs to operate a modern engine optimally. Initially, these engines were used in smaller crafts and naval applications, but their rapid growth and adaptation have been nothing short of transformative in international shipping and maritime trade [3]. In the subsequent decades, two-stroke diesel engines grew not only in physical size and power, but in global impact, propelling larger vessels, facilitating international trade, and connecting distant corners of the world through naval routes. However, this historical voyage is not without its challenges and controversies, particularly in relation to environmental impacts and the continuous balancing act between efficiency, power, and ecological responsibility [4]. This article will explore technological advancements in cylinder lubrication of two-stroke marine engines, the current ecological and regulatory challenges with propulsion of large marine vessels and how proper cylinder lubrication can assist vessel owners and operators in meeting these challenges now and in the future.

Technological Advances in Cylinder Lubricators From the heartbeats of early diesel engines to the colossal powerhouses of contemporary vessels, the efficient functioning of pistons and cylinders has been the lifeblood of mechanised transportation and industrial operations. Central to this efficacy is the task of lubrication – a seemingly understated yet immensely pivotal element. Please see Figure 1 for a graphical overview of the development of cylinder lubricator technology. The Dawn: Mechanical Lubricators The history of cylinder lubrication began with simple mechanical lubricators. Born out of sheer necessity, these devices were rudimentary in design, primarily consisting of oil reservoirs

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Figure 1: Overview of the development of lubricator technology.

amount oil delivery. These systems, though simple, played a fundamental in extending the that of used the engine’s own mechanical drive to pump oil into the cylinder.role Leveraging basic life of early engines, ensuring they operated smoothly by reducing wear and tear. mechanical principles, the lubricator’s oil flow was often dictated by adjustable pumps that determined the amount of oil delivery. These systems, though simple, played a fundamental

Therole Transition: Mechanical in extending the life ofRegulation early engines, ensuring they operated smoothly by reducing wear

As engines and tear.grew in complexity and operational requirements, so did the need for refined lubrication strategies. The era of mechanical regulation emerged, introducing enhanced control mechanisms Transition: Mechanical Regulation that The allowed for better management of oil flow based on engine speed and load. The introduction of As engines grew inmarked complexity and operational requirements, so did the need for refined mechanical regulators a significant leap towards reducing cylinder oil consumption, lubrication strategies. The era of mechanical regulation emerged, introducing enhanced optimising cylinder condition, and tailoring lubrication to the engine's immediate needs. These control mechanisms that allowed for better management of oil flow based on engine speed systems did have their limitations, as the target feed rate could only be accurately maintained at, or and load. The introduction of mechanical regulators marked a significant leap towards reducing close to a predetermined feed rate. cylinder oil consumption, optimising cylinder condition, and tailoring lubrication to the engine’s immediate needs. These systems did have their limitations, as the target feed rate could only Electronically controlled Pump Driven Lubricators: The Digital Leap be accurately maintained at, or close to a predetermined feed rate.

With the advent of electronic engines, which lacked the means to drive the mechanical lubricators and Electronically the increasingcontrolled integrationPump of digital components into machinery, cylinder lubrication witnessed Driven Lubricators: The Digital Leap its next major evolution. Electronically controlled pump driven lubricators themechanical convergence With the advent of electronic engines, which lacked the means to marked drive the of mechanical with electronic control. utiliseinto electronically lubricators engineering and the increasing integration of These digital systems components machinery,controlled cylinder lubrication witnessed itsprecise next major evolution. Electronically controlled pump of driven lubricators hydraulic pumps to deliver quantities of oil, with the added advantage programmable marked of mechanical engineering with electronic These systems control unitsthe thatconvergence allow for real-time adjustments based on sensor or usercontrol. feedback. This means utilise electronically controlled hydraulic pumps to deliver precise quantities of oil, with lubrication could be dynamically adjusted according to various parameters, including enginethe speed added advantage of programmable control units that allow for real-time adjustments based and load, fuel oil sulphur content, or cylinder oil BN. Feed rate could also be easily altered at a on sensor or user feedback. This means lubrication could be dynamically adjusted according central controlparameters, unit and theincluding target feed rate could accurately allorengine loads, to various engine speedbe and load, fuelmaintained oil sulphuracross content, cylinder regardless of how it was adjusted, ensuring improved protection andunit efficiency. oil BN. Feed rate could also be easily altered at a central control and the target feed rate could be accurately maintained across all engine loads, regardless of how it was adjusted,

Theensuring HJ SIP improved valve protection and efficiency.

Although not a lubricator, no chronicle of cylinder lubrication would be complete without mentioning the innovative SIP spray valve. Revolutionising the landscape of lubrication technology, the HJ The HJ SIP HJ valve SIP Although valve introduced a means no to deliver oil in atomised spray, ensuring even distribution and not a lubricator, chronicle ofan cylinder lubrication would be complete without mentioning theofinnovative HJon SIP valve. Revolutionising the design, landscape of lubrication optimal placement cylinder oil thespray cylinder liner walls. Its unique emphasising technology, the HJ SIP valve introduced a means to deliver oil in an atomised spray, ensuring

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Conference Paper even distribution and optimal placement of cylinder oil on the cylinder liner walls. Its unique design, emphasising precision and efficiency, not only enhanced the lubrication process but also contributed to significantly reduced oil consumption and better engine performance. The Future of Cylinder Lubrication The future calls for a flexible, versatile and data driven cylinder lubrication system. The following section details the uncertainties in the industry, following new customer and regulatory demands. This has already led to many different fuel types and operational scenarios. An advanced lubrication technology must be able to accommodate these uncertainties and already known variance. Navigating Through Murky Waters: The Uncertainty in the Maritime Industry The last two decades in the maritime industry have been embroiled in a sea of complexities and uncertainties, particularly emphasising the intricate realm of marine engine cylinder condition. From the implementation of the International Maritime Organization’s (IMO) Marine Environment Protection Committee (MEPC) MARPOL Annex VI in 2005, aimed at minimising pollutants and harmful emissions from ships to the contemporary demands for a significant reduction in GHG emissions, the industry has perpetually oscillated between technological advancements and operational challenges. On January 1, 2020, IMO’s global sulphur limit of 0.5 % entered into effect. Most operators chose to meet this requirement by using compliant fuels. This switch led to several issues [5]. Some of these issues were related to cylinder condition and lubrication. Several scuffing incidents were reported in the wake of the switch, and it soon became apparent that cleaning would be a bigger problem than first anticipated. Tests with BN 25 cylinder oils and lower soon showed that these BN levels were too low to adequately clean the piston ring pack of combustion residue and wear particles [6]. Some saw that BN 40 had similar problems with lack of cleaning and some saw that using BN 70 resulted in a buildup of calcium deposits on the piston. Finding a satisfactory level of cleaning without calcium deposit buildup proved difficult. The oil companies responded by making more expensive category II cylinder oils, which offer the cleaning ability of a higher BN oil without the calcium level that an equivalent category I oil would have. However, there are alternative options, e.g., by installing an improved cylinder lubrication system. This will allow the lubrication system to automatically clean the piston ring pack of combustion residue and wear particles periodically. This means that a low feed rate can be maintained for the majority of operation only increasing the feed rate in short bursts to facilitate proper cleaning. Initiatives like EEDI, EEIX and CII require ship owners to invest in novel technology or change their operation e.g., by reducing engine load or using low carbon fuels. As the requirements continually will be intensified [7], ship owners will have to adapt to the new reality and innovation will be a necessity to comply with the increasingly stringent demands. The implemented and soon to come regulations allow the vessel owners and operators to choose their own method of compliance. That gives the owners and operators freedom to choose what works best for them, but also put high degree of risk on their shoulders. There is no certainty that the fuel chosen for a new vessel today is readily available in its ports of call when it is delivered, let alone for the rest of its 20–25-year lifespan. It is still very uncertain what the dominant fuel(s) will be in the future [8]. This means that owners may have to retrofit newly acquired vessels for new fuels like ammonia or methanol down the line. Therefore, it is important to choose other systems on the engine as flexible and versatile as possible, so the possible changes in the future will be limited. In the pursuit of better fuel efficiency, the engine designers continually increased both the stroke-to-bore ratio and the pressure in the cylinder. The stoke to bore ratio has increased from 2.8:1 for the MAN K80MC3 to 4.65:1 for the G80ME-C10.5 – some engines go even higher. This change has made effective cylinder lubrication more challenging [9]. The mean effective

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has made effective cylinder lubrication more challenging [9]. The mean effective pressure (MEP) has gone from below 8 bar in the 1950’s to above 20 bar in modern engines. This increase in pressure stresses the cylinder oil in the engine and speeds up degradation. pressure (MEP) has gone from below 8 bar in the 1950’s to above 20 bar in modern engines. This in pressure stresses the cylinder in the engine speeds up degradation. Blackincrease carbon, while not a greenhouse gas, has anoil exceedingly highand warming impact on the atmosphere short term. The IMO has not yet implemented any binding resolution to reduce BC Black carbon, while not a greenhouse gas, urges has anship exceedingly high warming the emissions. Annex 3, resolution MEPC.342(77) operators to voluntarily useimpact cleaneron fuels atmosphere short term. The IMO has not yet implemented any binding resolution to reduce to reduce BC when operating in or near the Arctic [10]. However, the near future will likely see a BC emissions. Annex 3, resolution MEPC.342(77) urges ship operators to voluntarily cleaner binding resolution requiring ship owner to reduce BC emissions in the Arctic, in ECAs oruse globally. fuels to reduce BC when operating in or near the Arctic [10]. However, the near future will As around 50 % of particulate matter in the exhaust gas originates from the cylinder oil [11], likely see a binding resolution requiring ship owner cylinder to reduce emissions Arctic,factors in ECAs lowering cylinder oil consumption and improving oil BC utilisation may in bethe essential in or globally. As around 50 % of particulate matter in the exhaust gas originates from the cylinder reducing BC emissions. oil [11], lowering cylinder oil consumption and improving cylinder oil utilisation may be essential The overall uncertainty the maritime industry demand that the on-board systems have a high factors in reducing BCin emissions. degree of flexibility and versatility. This will allow the systems to adapt to the possible changing The overall uncertainty the maritime industry demandorthat the systems have a circumstances rather thaninhaving to upgrade entire systems make adon-board hoc solutions to high degree of versatility. This will allow the systems to adapt to the possible accommodate forflexibility a lack of and flexibility. changing circumstances rather than having to upgrade entire systems or make ad hoc solutions HJaccommodate Smartlube 4.0 to for a lack of flexibility. HJ Smartlube 4.0 is an advanced 3rd generation common rail cylinder lubrication system. The HJ Smartlube 4.0 system comprises the following components: Two high pressure units (HPU) HJ Smartlube 4.0 suppling pressurised cylinder oil to the of the system. Onerail cylinder manifold per cylinder HJ Smartlube 4.0 is an advanced 3rd rest generation common cylinder lubrication system. The measuring the oil Onecomprises cylinder control unit per cylinder controlling E-SIP valves. 4-10(HPU) HJ HJ Smartlube 4.0flow. system the following components: Twothe high pressure units suppling pressurised cylinder oil toon the rest ofsize the injecting system. the Oneoilcylinder cylinder E-SIP valves per cylinder depending cylinder into the manifold cylinder. Aper central measuring the and oil flow. One cylinder controlling the E-SIP valves. HMI to monitor control thecylinder system.control Please unit see per Figure 2 for an overview schematic of the 4-10 HJ E-SIP valves per cylinder depending on cylinder size injecting the oil into the cylinder. A system. central HMI to monitor and control the system. Please see Figure 2 for an overview schematic The HJsystem. Smartlube 4.0 allows endless possibilities for how cylinder oil is introduced into the of the cylinder. The HJ E-SIP valve is the injection valves in the HJ Smartlube 4.0 system. As the

Figure 2: HJ Smartlube 4.0 system overview.

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Figure 3: The HJ E-SIP injection valve.

Smartlube 4.0E-SIP allowsvalve endless forThis how means, cylinder that oil is the introduced into the traditionalThe HJHJ SIP valve, the is apossibilities spray valve. E-SIP valve can cylinder. The HJ E-SIP valve is the injection valves in the HJ Smartlube 4.0 system. As the deliver cylinder oil HJ as SIP a spray the Figure liner wall in the piston ring pack. Unlike the valve traditional 3: The HJ E-SIP injection valve. traditional valve,onto the E-SIP valve is aor spray valve. This means, that the E-SIP can HJ SIP valve, a solenoid on the E-SIP valve opens and closes the valve to allow cylinder oil to flow deliver cylinder oil valve, as a spray onto valve the liner in theThis piston ringthat pack. traditional traditional HJ SIP the E-SIP is a wall sprayorvalve. means, theUnlike E-SIP the valve can HJdeliver SIPE-SIP valve, a solenoid on E-SIP valve opens closes the valve to allow cylinder oil through it. HJ valves bethe activated anwall arbitrary ofpack. times each revolution. cylinder oil ascan a spray onto the liner or in and thenumber piston ring Unlike theengine traditional HJ to through it. HJ E-SIP valves can be activated an arbitrary number of times each engine They canflow adjust quantity between each injection. They can be activated individually or even give SIP valve, a solenoid on the E-SIP valve opens and closes the valve to allow cylinder oil to flow revolution. They can adjust quantity between each injection. They can be activated individually through it. HJ E-SIP valves can be activated an arbitrary of times each engine revolution. individual amounts. Finding an optimum algorithm, where number least amount of cylinder oil consumption orThey evencan giveadjust individual amounts. Finding an optimum algorithm, where least amount of cylinder quantity between each injection. They can be activated individually or even give meets lowest wear is possible with HJ Smartlube 4.0 due to its high degree ofits flexibility and of oilindividual consumption meets lowest wear is possible with HJ Smartlube 4.0 due to high degree amounts. Finding an optimum algorithm, where least amount of cylinder oil consumption versatility.flexibility and versatility. meets lowest wear is possible with HJ Smartlube 4.0 due to its high degree of flexibility and versatility.

Algorithms developed and patented by Hans Jensen Lubricators optimaldistribution distribution of Algorithms developed and patented by Hans Jensen Lubricatorswill willensure ensure optimal Algorithms developed and patented by Hans Jensen Lubricators will ensure optimal distribution ofup of the oil. Multi-timing is an algorithm where HJ Smartlube 4.0 injects cylinder the cylinder oil.cylinder Multi-timing is an algorithm where HJ Smartlube 4.0 injects cylinder in upinto three the cylinder oil. Multi-timing is an algorithm where HJ Smartlube 4.0 injects cylinder in up to three to three different crank angles, typically spraywall on the liner the wallpiston beforepasses the piston different crank angles, typically as a spray on as thea liner before thepasses lubricator different crankquills, angles, as aring spray on the linercompression wall before thestroke piston and passes the lubricator the lubricator intypically pack in the in the ring quills, in the piston ring pack inthe thepiston compression stroke and in the thepiston piston ring pack inpiston the expansion quills, in the piston ring pack in the compression stroke and in ring pack in the expansion pack in the expansion stroke. Please see Figure 4 for an illustration of this concept. Cylinder stroke. Please see Figure forthe an illustration this Cylinder iskey needed in cylinder most Please see 4 Figure 4 cylinder for an illustration of thisconcept. concept. oiloil is needed most of the of the oilstroke. is needed in most of liner of therefore, optimalCylinder distribution is toingood cylinder liner therefore, optimal distribution is key to good cylinder condition. Injecting cylinder oil cylinder liner therefore, optimal distribution is key to good cylinder condition. Injecting cylinder condition. Injecting cylinder oil as a spray onto the liner wall ensures cylinder oil gets to the oil as a spray onto the liner wall ensures cylinder gets top liner where the the top of the the hydrodynamic oil oil film has athe substantial risk of breaking down due as a spray onto theliner linerwhere wall ensures cylinder oil gets totothe topofofthe the liner where hydrodynamic oil film has a substantial risk of breaking down due to the low piston speed at TDC. to the low piston speed at TDC. Normally a cylinder is worn more at the top, but using spray hydrodynamic oil film has a substantial risk of breaking down due to the low piston speed at TDC. Normally a cylinder is worn more at the top, but using spray technology greatly reduces the wear at technology greatly reduces the wear at the top of the liner. If high sulphur fuel oils are used, Normally athe cylinder is worn more at the top, but using spray technology greatly reduces the wear at top of the liner. If high sulphur fuel oils are used, getting the oil to the top is even more getting the oil to the top is even more important, as the corrosion is worst at the top and abrasive the top ofwear the liner. Ifashigh sulphur oils aretop used, getting the oil to[12]. the top is even more important, the isfuel worst at the andby abrasive coupled with corrosion coupled withcorrosion corrosion aggravates wear a largewear margin Getting cylinder oil into aggravates wear by a large margin [12]. Getting cylinder oil into the piston ring pack is important important, aspiston the corrosion is important worst at the top and abrasive coupledfast withwhen corrosion the ring pack is for cleaning. As cylinderwear oil degrades injected into for cleaning. As cylinder oil fast when injected intointo the cylinder, refreshing the oil is the cylinder, thedegrades oil often is also key in maintaining healthy oil film and proper aggravates wear by arefreshing large margin [12]. Getting cylinder oil theapiston ring pack isoften important also key in maintaining a healthy oil film and proper lubrication therefore, multiple injections of lubrication therefore, multiple injections of injected cylinder oil perthe engine revolution is a good to for cleaning. As cylinder oil degrades fast when into cylinder, refreshing the way oil often is cylinder oil per engine revolution is aalways good way to ensure that a freshthe cylinder oil is always ensure that a fresh cylinder oil is available to lubricate engine components. The also key force inavailable maintaining a healthy oil film and proper lubrication therefore, multiple injections of lubricate the engine components. multi-timing algorithm is getting the of thetomulti-timing algorithm is gettingThe theforce bestofofthe both spray and ring pack lubrication cylinder oil per engine revolution is a good way to ensure that a fresh cylinder oil is always best of both spray and ring pack lubrication while also getting the added benefit of introducing fresh while also getting the added benefit of introducing fresh oil as often as possible. as often asthe possible. available tooillubricate engine components. The force of the multi-timing algorithm is getting the best of both spray and ring pack lubrication while also getting the added benefit of introducing fresh oil as often as possible.

Figure 4: Multi-timing allow fresh oil injection both as SIP and possibly twice in the piston ring pack in the same engine revolution.

Figure 4: Multi-timing allow fresh oil injection both as SIP and possibly twice in the piston ring pack in the same engine revolution. 251

Conference Paper Automatic cleaning sequence is another algorithm developed and patented by HJL. This algorithm increases the cylinder oil feed rate periodically to facilitate cleaning of the piston and piston rings. When the feed rate is increased, the HJ Smartlube 4.0 system only increases the oil quantity injected into the piston ring pack, as this is where cleaning is needed. This has proven an especially powerful feature post the 2020 sulphur cap, where cleaning became a major issue. Automatic cleaning sequence is a strong alternative to the more expensive category II cylinder oil and will help maintaining a clean piston ring pack without risking calcium deposit buildup. A flexible and versatile lubrication system like HJ Smartlube 4.0 will be able to adapt to any operational scenario. This is paramount in the pursuit of optimal cylinder condition with a minimum of cylinder oil consumption and thereby a minimum of carbon and particulate matter emissions. However, this pursuit is only achievable with an attentive, committed, and competent crew, who has an interest in minimising cylinder oil consumption. This is often a challenge due to lacking crew training and other activities on-board. Therefore, the ability to closely monitor cylinder lubrication systems from a central hub, is the best way to ensure success with achieving optima for both cylinder condition and cylinder oil consumption across the fleet. IoT in the Maritime Industry As the maritime industry sails into the digital age, it is undergoing a transformative journey, significantly propelled by the Internet of Things (IoT). This technology interconnects devices and systems, facilitating seamless data transmission across networks and ushering in a new era of enhanced efficiency, safety, and sustainability. The marine engine, particularly its cylinder condition, sits at the core of every vessel, playing a crucial role in ensuring the success and safety of each voyage. The integration of IoT with cylinder condition monitoring represents a harmonious blend of time-honoured maritime traditions and cutting-edge technological innovation. Today’s maritime industry is immersed in a data-rich ecosystem. With the advent of IoT, both vessel components and onshore facilities have become integral parts of a digital narrative, offering valuable insights to avert failures, optimise performance, and streamline operations. Research and studies highlight that the maritime domain, with the incorporation of sensors, connected devices, and intelligent algorithms, is showing promising advancements in efficiency, safety, predictive maintenance, and environmental sustainability. The field of marine engine cylinder condition monitoring, once reliant on periodic manual inspections and historical data, is progressively evolving towards real-time data utilisation, automated analysis, and predictive methodologies, all made possible by IoT applications [13]. As we navigate towards future maritime horizons, the impact of IoT on monitoring and maintaining essential ship machinery is set to be significant. Continuous monitoring and data collection facilitated by IoT lead to well-informed decision-making and proactive maintenance strategies. This not only extends the life of engine components but also reduces downtime and operational costs. Moreover, IoT enables the integration of various onboard systems, creating a unified network that fosters improved communication and coordination. This holistic integration is vital for optimising vessel performance, ensuring all components function optimally, and pre-emptively addressing potential issues. Nonetheless, the transition to IoT in the maritime industry presents its own set of challenges. Integrating new technologies with existing systems demands substantial investment and meticulous planning. Additionally, robust cybersecurity measures are imperative to safeguard the integrity of transmitted data and protect vessel operations from potential threats.

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Conference Paper In summation, as the maritime industry charts its course through this digital transformation, IoT emerges as a beacon of innovation, guiding ships towards safer, more efficient, and sustainable futures. The capability to monitor and maintain cylinder conditions in real-time, supported by data analytics, represents not just a trend but the future of maritime operations. 2023-10-22 As the industry NKR embraces this technological tide, it sets sail towards an exciting and transformative journey ahead. summation, as the maritime industry charts its course through this digital transformation, IoT HJInSmartlink emerges a beacon of innovation, guiding HJ ships towards safer, more efficient, and sustainable The Hans as Jensen Lubricators product Smartlink offers onshore surveillance of a Hans futures.Lubrication The capabilitysystem. to monitor and maintain cylinder conditions in real-time, supported Jensen Please see Figure 5 for an illustrative view of the by HJdata Smartlink analytics, represents just athe trend butto the futureall of maritime operations. As the communication. Thisnot allows user follow data logged from the HJLindustry lubrication system. embraces technological tide, it sets sail towards an exciting and transformative journey ahead. The data isthis presented in an easy-to-use business intelligence solution. It also allows HJL to proactively react to any inconsistencies observed e.g., if the crew increases cylinder oil feed HJ Smartlink rate without prior approval. Positive experiences with HJ Smartlink have led HJL to initiate a trial The Hans Jensen Lubricators product HJ Smartlink offers onshore surveillance of a Hans Jensen where a vessel goes from a feed rate of 0.50 g/kWh to 0.40 g/kWh over the course of a Lubrication system. Please see Figure 5 for an illustrative view of the HJ Smartlink communication. few months. Thisthe has been madeallpossible notfrom onlythe due tolubrication superior cylinder lubrication This allows user to follow data logged HJL system. The data is technology and algorithms, but also because it is possible to survey the process onshore. presented in an easy-to-use business intelligence solution. It also allows HJL to proactively react to any inconsistencies observed e.g., if the crew increases cylinder oil feed rate without prior

HJL takes Positive security very seriously. HJL third parties approval. experiences with HJ Therefore, Smartlink have ledcollaborates HJL to initiate awith trial where a vessel who are experts in data transmission and data security. HJ Smartlink transmission goes from a feed rate of 0.50 g/kWh to 0.40 g/kWh over the courseensures of a few secure months. data This has been bymade utilising TLS not 1.2 only encryption, coupled with HTTPS/SFTP protocols, safeguarding the integrity possible due to superior cylinder lubrication technology and algorithms, but also and confidentiality oftothe data transit.onshore. Upon reaching its destination, the data is securely because it is possible survey theinprocess stored in an Azure Cloud, specifically located in Northern Europe. To further bolster security, HJL takes security very seriously. Therefore, HJL collaborates with third parties who are experts in Azure storage encryption is applied, providing an additional layer of protection to the stored data transmission and data security. HJ Smartlink ensures secure data transmission by utilising data. The on-board data acquisition is fortified using a Linux firewall and does not allow routing TLS 1.2 encryption, coupled with HTTPS/SFTP protocols, safeguarding the integrity and or NAT functionality. The firmware is remotely updated to ensure that all security measures are confidentiality of the data in transit. Upon reaching its destination, the data is securely stored in an always up to date. Furthermore, the device is IEC 61162-460 certified. As of now HJ Smartlink is Azure Cloud, specifically located in Northern Europe. To further bolster security, Azure storage only one way communication and access layer to theofcylinder system is exclusively encryption is applied, providing an additional protectionlubrication to the stored data. The on-board from the vessel to shore, ensuring that the cylinder lubrication system cannot be accessed remotely. data acquisition is fortified using a Linux firewall and does not allow routing or NAT functionality. Going forward, HJL will analyse collected data to enhance existing algorithms or create new The firmware is remotely updated to ensure that all security measures are always up to date. ones. The possibilities are vast, especially with a versatile cylinder lubrication system like the Furthermore, the device is IEC 61162-460 certified. As of now HJ Smartlink is only one way HJ Smartlube 4.0 and may include tailormade algorithms e.g., through digital twins.

Figure 5: Overview of the HJ Smartlink connectivity from the cylinder lubrication system in the engine room (to the left) to central surveillance at the office (to the right). Multiple vessels can be monitored using HJ Smartlink.

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Figure 6: Screenshot of the feed rate graph on HJ Smartlink. The vessel is operating at 0.50 g/kWh with two half hour cleaning periods every 24 hours.

The HJ Smartlink ushers in the 4th generation of cylinder lubrication systems. Much like Industry communication and access to the cylinder lubrication system is exclusively from the vessel to 4.0, the 4th generation of cylinder lubrication is data driven. Collecting and analysing data to shore, ensuring that the cylinder lubrication system cannot be accessed remotely. make digital twins and advanced predictive algorithms will enable yet another paradigm shift in cylinder lubrication. Going forward, HJL will analyse collected data to enhance existing algorithms or create new ones. The possibilities are vast, especially with a versatile cylinder lubrication system like the HJ Data will 4.0 likely new unconventional optimale.g., patterns howtwins. cylinder oil should be Smartlube andopen may include tailormade algorithms throughfor digital distributed. HJ Smartlube 4.0 will be able to accommodate any algorithm required to create of cylinder lubricationlife, systems. Much like Industry The HJpatterns. SmartlinkPredictive ushers in the 4th generation these algorithms will maximise component as preventive maintenance th 4.0, the 4 generation of cylinder lubrication is data driven. Collecting and analysing data to make will be substituted by predictive and proactive maintenance. This will also minimise equipment digital twins and advanced predictive algorithms will enable yet another paradigm shift in cylinder downtime as service can be planned, even if some components suffer premature breakdown. lubrication.

Conclusion

Data will likely open new unconventional optimal patterns for how cylinder oil should be distributed. HJ Smartlube 4.0 will be able to accommodate any algorithm required to create these patterns. The two-stroke marine engine has undergone an enormous development since the first Predictive algorithms will maximise component life, as preventive maintenance will be substituted engines were introduced, making huge leaps forward in power, reliability, and efficiency. This by predictive and proactive maintenance. This will also minimise equipment downtime as service development has not been without issues and cylinder condition has sometimes suffered can be planned, even if some components premature in the pursuit of making engines moresuffer efficient or burnbreakdown. new fuels. To compensate for the stress placed on marine engines by efficient designs and alternative fuels, a superior cylinder Conclusion

lubrication system is needed. The two-stroke marine engine has undergone an enormous development since the first engines were introduced, making huge leaps forward in power, reliability, and efficiency. This development Combining the flexibility and versatility of HJ Smartlube 4.0 with the possibility of remote has not been without issues and cylinder condition has sometimes suffered in the pursuit of making surveillance and data collection using HJ Smartlink offers a very powerful product suite to ensure engines more efficient burn new fuels. compensate for condition. the stress placed onbe marine engines in minimum cylinder oilor consumption withTooptimal cylinder This will instrumental by efficient designs and alternative fuels, a superior cylinder lubrication system is needed. ensuring minimum GHG and particulate matter emissions, both directly from reduced cylinder oil consumption and indirectly by prolonging the lifetime engine components, Combining the flexibility and versatility of HJ Smartlube 4.0 withofthe possibility of remote no matter what fuel is being combusted in the engine or how the engine is optimised. surveillance and data collection using HJ Smartlink offers a very powerful product suite to ensure minimum cylinder oil consumption with optimal cylinder condition. This will be instrumental in Even though the future is still uncertain for vessel owners and operators, small OEMs like Hans ensuring minimum GHG and particulate matter emissions, both directly from reduced cylinder oil Jensen Lubricators are constantly striving to make their life and the decisions they have to consumption and indirectly by prolonging the lifetime of engine components, no matter what fuel is make easier. being combusted in the engine or how the engine is optimised.

Even though the future is still uncertain for vessel owners and operators, small OEMs like Hans References: Jensen Lubricators are constantly striving to make their life and the decisions they have to make [1] Erdmann J., “Shipping under hard pressure in challenging times”, CIMAC Congress 2013 easier. Shanghai, (2013). References: [2]Erdmann Grady, W., a grip on its in skills decline”,times”, Lloyd’sCIMAC List, https:/ /lloydslist.com/ [1] J.,“Shipping “Shippingmust underget hard pressure challenging Congress 2013 LL1134493/Shipping-must-get-a-grip-on-its-skills-decline (2020) Shanghai, (2013). [3] Woodyard, D., “Pounder’s marine diesel engines and gas turbines”, eighth edition. Elsevier Butterworth-Heinemann, ISBN 0 7506 5846 0 (2003). [4] Geels, C., et al.: “Projections of shipping emissions and the related impact on air pollution and human health in the Nordic region”, Atmos. Chem. Phys., 21, 12495–12519, https://doi. org/10.5194/acp-21-12495-2021, (2021).

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Conference Paper [5] CIMAC Working Group 8: “CIMAC Guideline The causes of scuffing and actions to prevent scuffing in two-stroke engines” https://www.cimac.com/cms/upload/workinggroups/WG8/ Documents/2023-03-02_CIMAC_Guideline_Scuffing_FINAL.pdf (2023) [6] Kamchev, B.: “Low-BN cylinder oils fall short of the goal”, Lubes’n’Greases, Marine Lubricants, https://www.lubesngreases.com/magazine/26_11/low-bn-cylinder-oils-fall-short-of-thegoal/ (2020) [7] IMO: “International Maritime Organization (IMO) adopts revised strategy to reduce greenhouse gas emissions from international shipping”, https://www.imo.org/en/MediaCentre/ PressBriefings/pages/Revised-GHG-reduction-strategy-for-global-shipping-adopted-.aspx (2023). [8] Krigslund, N.: “Jan Rindbo warns against tunnel vision: “The honest answer is that none of us know what we’ll be sailing on””, ShippingWatch, https://shippingwatch.com/regulation/ article16453453.ece (2023). [9] J. Dragsted, “The first 50 years of turbocharged 2-stroke, crosshead marine diesel engines”, CIMAC, (2013). [10] IMO: “Protecting the Arctic from shipping black carbon emissions”, Annex 3, Resolution MEPC.342(77) https://wwwcdn.imo.org/localresources/en/OurWork/Environment/ Documents/Air%20pollution/MEPC.342%2877%29.pdf (2021). [11] Dragsted, J. “Influence of low cylinder consumption on operating cost for 2-stroke engines”, CIMAC Congress, Kyoto, (2004). [12] CIMAC Working Group 8: “CIMAC recommendation 31 The lubrication of two-stroke crosshead diesel engines” https://www.cimac.com/cms/upload/Publication_Press/ Recommendations/Recommendation_31.pdf (2017). [13] Durlik, I., et al.: “Navigating the Sea of Data: A Comprehensive Review on Data Analysis in Maritime IoT Applications”, Special Issue Future Internet of Things: Applications, Protocols and Challenges, https://doi.org/10.3390/app13179742 (2023).

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Speaker

CASSANDRA HIGHAM Castrol Global Industrial, Marine & Energy Marketing Director, Castrol

BIOGRAPHY With 18 years’ worth of experience working in BP and Castrol in strategic planning and communications, Cassandra has contributed to the development of Castrol and BP in offering brand management, research and development and B2B marketing. Having studied chemistry at the University of Oxford and achieved a doctorate from the University of Bristol, Cassandra is a specialist in her field and is a clear communicator from her long-standing career at BP. From a Fuels Technologist to the Director of Marketing of Global Marine and Energy, she has managed global transformation projects and implemented both internal and external strategic communication plans successfully throughout her career, in complex and changing markets. As the global energy transition drives formative change in the marine and energy industries today, Cassandra supports Castrol with delivering high-performance, reliable and environmentally compliant products worldwide. She helps deliver the company’s PATH360 sustainability programme, helping Castrol reach net-zero emissions by 2050 or sooner. Cassandra also ensures that Castrol’s tailored solutions and technical services, such as its “Get an expert on board” service, meet the customers’ needs and support compliance with the latest regulations.

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Conference Paper

Lubricating the decarbonisation transition The emerging expanded fuel mix poses new opportunities and risks, meaning the role of lubricants and lubricant providers within this sustainability-driven market is evolving. In an era of multi-tiered and complex regulations, increased focus on health and safety, mounting demand for reduced downtime, costly part failures and environmental governance, lubricants must be viewed as a lever of change, not as a commodity. In the past, the measure of performance of a cylinder oil was largely based on its base number (BN). With lower sulphur levels in fuels, cylinder oils needed to have both cleaning and neutralising power to protect engine hardware. Now, the question of lubricant choice has become considerably more difficult, with new attributes and qualities demanded of engine fluids. Yet, fundamentally, at the engine room level, a vessel still needs three things to operate safely and efficiently: fuels for propulsion, well maintained engine hardware and the right lubricant to support both. The wrong lubricant with the wrong fuel could cause significant or catastrophic engine damage resulting in downtime, loss of earnings, repair costs as well as risking the lives of seafarers. Reliability is key. Lubricants and the supporting services provided by their manufacturers should meet operator’s expectations that the operator equipment works safely, immediately and efficiently whenever they need it. The lubricant manufacturers should also provide solutions that increase maintenance intervals, lengthen equipment life, cut costs and maximise output. There’s no single solution to every challenge. But simple, inter-connected interventions can add up to deliver significant value. The process involves asset optimisation, risk mitigation and effective supply chain support. By making these processes part of an on-going, cyclic operational plan, shipowners can avoid problems such as corrosion, scuffing or poor combustion when sub-optimal lubricants are used. Lubricants for 2-stroke engines, for example, should provide optimal protection against corrosive and mechanical cylinder wear. They should provide the right formulation of BN and detergency to lubricate engines operating on gas or liquid fuels with varying sulphur contents. They should simplify dual-fuel operations when operating on fuels such as LNG. They also need to meet the needs of evolving engine designs, such as MAN Cat II performance levels introduced in 2020 and the on-going testing of low viscosity fuels such as methanol.

Condition monitoring Shipping companies are undergoing a profound and transformative period of change as both decarbonisation and digitalisation challenge conventional ways of thinking and working. This has increased the requirement for oil analysis and condition monitoring - and the substantial human expertise that underpins these activities - to identify and protect engine assets. As demands upon a ship’s crew continue to increase, and general operational complexity grows, the value delivered by expert partners has become more pronounced. Any condition monitoring requires multiple sets of eyes and consistency to accurately determine the benchmark by which to measure wear. Monitoring results mean that as wear accelerates over time, or if there is a sudden surge of damage, corrective actions can be taken without delay. Such actions might be increasing the feed rate for greater protection, assessing fuel, oil and lubricant balance alongside the OEM, or, if wear is severe, installing new cylinder

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Conference Paper liners or piston rings. Replacement cylinder liners and piston rings are not only costly for many operators and owners, but often have a long wait time. Condition monitoring technology has evolved significantly over recent times, moving on from the days of engineers physically examining equipment and relying on their senses and intuition. As part of this, oil analysis can identify contaminants early, helping owners make informed bunkering and maintenance decisions. With easy access to the necessary information in real time, and not just when an engineer can get to a machine for routine testing and sampling, operators can be forewarned when issues arise, allowing them to take preventive action before catastrophic damage occurs. Through proactively monitoring the condition of the lubricant and having a continuous stream of data to refer to through tools such as online sensor technologies, shipowners can not only identify the early warning signs of potentially catastrophic damage but will also have the evidence they require to demonstrate to their insurer that they have taken every step to mitigate the issue, thereby safeguarding any financial claim.

Shared commitments Shipowners will face many technical and financial challenges in the coming decades. Marine Environment Protection Committee (MEPC) 80 led to a significant strengthening of the IMO’s GHG ambitions for shipping. The industry has moved from a target of 50% GHG reduction ambition by 2050 to net-zero by or around 2050. Interim targets of 20%, striving for 30%, in 2030 and then 70%, striving for 80%, in 2040, compared to 2008 levels, have been set. These targets are in addition to regional requirements which come with their own timetable of adoption and financial incentives and penalties. Meeting these goals will require collaboration and partnerships. No single player or organisation can achieve the scale of transformation demanded alone, and lubricant suppliers could take on the role of consultant and partner. They must have global supply chains and must constantly evolve their product portfolio to proactively meet the needs of shipowners by developing advanced high-performance lubricants.

FuelEU Proposed GHG reduction targets for shipping % GHG reduction (2020 reference)

-2%

-6%

-14.5% -31%

-20% -62% -80%

-40%

-60%

-80% 2025

2030

2035

Source: European Parliament

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2040

2045

2050 onwards

Speaker

DR. CHRIS LEONTOPOULOS Vice President, Global Ship Systems Center, ABS

BIOGRAPHY Chris Leontopoulos graduated with a Bachelor’s, Master’s, and PhD degrees in Mechanical Engineering, all from Imperial College, London. His past employers include Imperial College, TurboGenset Company, and Lloyd’s Register of Shipping. After 19 years in UK, Chris joined the ABS office in Greece in 2007, as a senior engineer in Plan Approval and later in Technology departments and since then he assumed a number of roles of increased responsibility. He is a Chartered Engineer, a Fellow of the Institute of Mechanical Engineers and holds a Master’s of Business Administration degree. Dr Leontopoulos is currently involved as a project manager in two IACS machinery working groups on Shaft Alignment Damages and Barred Speed Range. He has participated in a number of international conferences and has writen more than 15 journal papers, some of which have received an award. In June 2017, Chris received the first ABS Chairman’s Chair Award for his leading research, engineering skills and technical leadership and in December 2022, he received the Lloyd’s List Technical Achievement Award for his innovative project, Sterntubeless Vessels.

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Conference Paper

Sterntubeless vessels with water lubricated bearings – a novel promising design concept 1. Introduction ABS together with Thordon Bearings Inc, Shanghai Merchant Ship Design And Research Institute (SDARI) in China and National Technical University of Athens (NTUA) have embarked on a study to investigate a significant design intervention in the internals of the aft part of a vessel over typical commercial vessel designs. The joint consortium revisited an existing container vessel design and made a number of design interventions including but not limited to installation of sea water-lubricated bearings. The study is based on a 3,800 TEU container vessel. The proposed innovative design eliminates the stern tube itself, incorporates a shorter intermediate shaft, introduces a water-lubricated aft-most bearing and offers the option of eliminating the forward stern tube bearing. Several numerical calculations were employed to assess the feasibility of the proposed conversion and address the potential difficulties and associated risks in accordance with Class Rules. Overall, the findings highlight the potential benefits of this novel design, including improved propulsion efficiency, reduced maintenance costs, and increased operational reliability.

2. Background Most ocean-going ships utilize oil-lubricated stern tube bearings and use lubricating oils in applications for both on-deck and in-water machinery. Efforts by the shipping industry to reduce loss of oil cargoes and the focus on air emissions has resulted in less focus on oil leakages through the aft stern tube seal. The introduction of biodegradable, environmentally acceptable lubricants in sterntube bearings has not eliminated the oil pollution problem and such leakage is still considered a regulatory violation. These challenges suggest that a new approach is needed to the stern propeller shaft area design to permit easier maintenance, reduce oil pollution, and increase vessel efficiency. In response, ABS, the Shanghai Merchant Ship Design and Research Institute (SDARI), Thordon Bearings Inc. and the National Technical University of Athens have collaborated to bring forward new approaches. The influence of the ocean, bad weather and vessel motions affect sterntube aftmost seals, causing an inherent propensity to leak; by some estimates, ships with oil-lubricated bearings can lose six liters of oil a day. A rough calculation shows that 45,000 vessels working 330 days a year can annually release nearly 80 million liters of oil into the oceans. The consortium has studied a radical design that incorporates a number of interventions proposing an innovative propulsion system which eliminates the stern tube casting, reduces the shaftline length, replaces the oillubricated aft stern tube bearing with a water-lubricated alternative, and installs a torsional vibration damper. The employment of aft bearings using seawater as lubricant is not new; many naval and commercial vessels have already successfully installed bearings using seawater as lubricant. This design offers significant benefits such as the elimination of oil leakages through the sterntube, the reduction of the required engine room space, the elimination of barred speed ranges and increased accessibility to the tailshaft area. See figure 1.

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Conference Paper

Figure 1: Oil Leakage Through the Aft Sterntube Seal and Consequent Figure 1: Oil Leakage Through the Aft Sterntube Seal and Consequent Figure 1: Oil is Leakage Through the Offense Aft Sterntube SealWaters. and Consequent Oil Pollution Considered a Legal in all US Oil Pollution is Considered a Legal Offense in all US Waters. Oil Pollution is Considered a Legal Offense in all US Waters.

3. Design Interventions Design Interventions 3. Design Interventions The3.present work examines the conversion of a traditional 3,800 TEU Containership at design The present work examinesdesign the conversion of a traditional 3,800 TEU Containership at design stage towards a stern tube-less utilizing water-lubricated bearings. The original design The present worka examines the conversion of a traditional 3,800 TEUbearings. Containership at design stage towards stern tube-less design utilizing water-lubricated The original design involved the six-cylinder engine, an intermediate shaft with an intermediate bearing, tailshaft stage towards a stern tube-less design utilizing water-lubricated bearings. The original six-cylinder engine, the an intermediate shaft with an and intermediate bearing, tailshaft with involved two sternthe tube bearings, namely, aftermost stand to bearing the forward sterntube design involved the six-cylinder engine, an intermediate shaft with an intermediate bearing, with A two stern tube bearings, the produces aftermost stand to bearing the forward bearing. four bladed fixed pitchnamely, propeller a thrust of aboutand 2 tons to pushsterntube the tailshaft with two stern tube bearings, namely, the aftermost stand to bearing and the forward bearing. A forward. four bladed fixed pitch propeller produces a thrust of about a2 closed-circuit tons to push the container ship Both sterntube bearings are oil lubricated through sterntube bearing. A four bladed fixed pitch propeller produces a thrust of about 2 tons to containersystem. ship forward. sterntube bearingsmay are be oil lubricated through a closed-circuit gravity The forward. oilBoth usedBoth as sterntube a lubricant either mineral based, or an push fed the container ship bearings are oil lubricated through a closedgravity fed system. The oil used as a lubricant may be either mineral based, or an environmentally accepted lubricant stored in an oil tank above the sterntube. The lubricant oil circuit gravity fed system. The oil used as a lubricant may be either mineral based, or an environmentally accepted lubricant stored in an oil tank above the sterntube. The lubricant is expected to be replaced onestored or two years to avoid and other lubricant oil environmentally accepted every lubricant in an oil tank aboveviscosity the sterntube. The lubricant is expected to be replaced every one or two years to avoid viscosity and other lubricant properties degradation. but not least, simplex typetoofavoid seal separates theother lubricant oil of oil is expected to be Last replaced every oneaor two years viscosity and lubricant properties degradation. Last but least, a simplex type of seal separates thetolubricant theproperties aftmost bearing with the sea water. Any significant excursion of the shaft, vibration degradation. Last but notnot least, a simplex type of seal separates thedue lubricant oil of oil of theaftmost bearingwith the sea water. Any significant excursion of shaft, theinshaft, due tocould vibration or due toaftmost bad weather orwith due tosea an unexpected impact with a foreign body the the bearing the water. Any significant excursion of the duewater, to vibration due bad weather due toand an unexpected impact with ainto foreign body in the water, exceed the seal displacement limits could cause oil with leakage the sea water ingress orordue toto bad weather or or due to an unexpected impact a foreign body in or the water, couldcould exceed theseal seal displacement limits and could cause oil leakage the or ingress exceed the displacement limits and could cause oil leakage intointo the sea sea orto water ingress inside the aftmost bearing. Similarly, bearing and seal component wear, appears bewater the most inside the aftmost bearing. Similarly, bearing and seal component wear, appears to be the inside the aftmost bearing. Similarly, bearing and seal component wear, appears to be the most common cause for oil leakages and water pollution or water ingress with degraded lubricationmost forfor oilfailure. leakages and water or water ingress with with degraded lubrication commoncause cause oil leakages and water pollution or water ingress degraded lubrication andcommon eventually bearing See Figure 2pollution and Figure 3. and eventually bearing failure. See Figure 2 and Figure 3. and eventually bearing failure. See Figure 2 and Figure 3.

Sterntube Bearings

Intermediate Bearing

Sterntube Bearings

Intermediate Bearing

crankshaft crankshaft

Sterntube Sterntube

Figure 2: Tradi-onal Container Vessel Sha7line Design Figure 2: Traditional Container Vessel Shaftline Design Figure 2: Tradi-onal Container Vessel Sha7line Design The second most important design intervention addresses the relocation of the main engine The second most important design intervention addresses the relocation of the main engine The second most important addresses the relocation of the engine afterwards by a maximum of two design meters.intervention As a result of this, the length of the shaft linemain will be afterwards by a maximum of two meters. As a result of this, the length of the shaft line will be afterwards by a maximum of two meters. As a result of this, the length of the shaft line will be decreased andand therefore thethe number ofofthe The decreased therefore number thesupporting supportingbearings bearingscan canequally equally be be reduced. reduced. The decreased and therefore the number of the supporting bearings can equally be reduced. forward sterntube bearing can bebe eliminated and installed at at the the The forward sterntube bearing can eliminated anda aseal sealcan can be be replaced replaced and and installed forward sterntube can be The eliminated and of aofseal can be replaced and installed at the aftmost bulkhead of the engine room. the engine afterwards together aftmost bulkhead of bearing the engine room. Themovement movement themain main engine afterwards together aftmost bulkhead of the engine room. The movement of the main engine afterwards together withwith the the elimination of the forward sterntube bearing implies a shorter engine room space and elimination of the forward sterntube bearing implies a shorter engine room space withacargo the elimination of thepotentially forward sterntube bearing implies a Design shorter engine room space a larger space, potentially improving the Energy Efficiency Index (EEDI) of the and larger cargo space, improving the Energy Efficiency Design Index (EEDI) of and a larger cargo space, potentially improving the Energy Efficiency Design Index (EEDI) vessel. In addition, a shorter shaft line with one less bearing implies a different dynamic the vessel. In addition, a shorter shaft line with one less bearing implies a different dynamicof the vessel. both In addition, line as with one bearing implies different behavior in termsaofshorter torsionalshaft vibration well as less lateral vibration, knowna as whirling.dynamic To compensate for whirling, the intermediate bearing must also move afterwards so that the

261

Conference Paper bearing span is acceptable as far as whirling vibration is concerned. While keeping the engine intact, the shorter shaft line would increase the torsional stiffness of this system and therefore, the Barred Speed Range would increase towards higher RPM, together with higher torsional vibration amplitudes and stresses on the shaftline. Depending on the powertrain technical characteristics, such a reduction in length could cause the torsional stresses to exceed the IACS transient shear stress limit. Therefore, the installation of a torsional damper may be considered. The additional mass, inertia and damping coming from the torsional damper installation decrease the torsional vibration amplitudes, potentially to an extent that the Barred Speed Range may be eliminated. The third most important design intervention involves the elimination of the actual sterntube cylinder casting, together with the entirety of its corresponding oil-piping system, including the sterntube oil tank. It is well known that the area of the sterntube is inaccessible for possible survey or inspection of the shaft line and bearings that lie therein. It is also well known that the sterntube itself is effectively an oil bath, as required by the oil lubricated bearing system. See Figure 4. The removal of the sterntube opens up a new space which, together with the trimming of the stiffeners around it, can create a new chamber with sufficient size to allow a human inspector entry through a temporary opening through the bulkhead of the engine room. This of course, depends on the vessel size. Such an inspection chamber would serve the purposes of shaftline inspection, seal inspection and aftmost bearing inspection and bearing replacement from inside the vessel, while the vessel is afloat. Such a concept would eliminate the need for shaft line disassembly during a dry dock session. The inspection chamber would necessarily be irregularly shaped by cropping brackets and stiffeners but at the same time increasing the thickness and spacing of brackets and stiffeners would compensate for any reduction in overall local hull stiffness. This irregularly shaped aftmost inspection chamber should be of sufficient size for a human inspector to enter and work therein. Therefore, this concept may not be suitable for small vessels.

Figure Figure3:3:Principal PrincipalParticulars Par-cularsof ofthe theOriginal OriginalContainer ContainerVessel Vessel Torsional Damper

Water Lubricated Bearing

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Conference Paper Figure 3: Principal Par-culars of the Original Container Vessel Water Lubricated Bearing

Torsional Damper

Figure4:4:Schematic Schema-cShowing Showingthe theDesign DesignIntervention Interven-onatatDesign DesignLevel Level Figure

Figure 5: Modiﬁed AutoCAD Drawing of the Container’s Sha7line, Showing the Crea-on of an A7most Chamber Figure 5: Modified AutoCAD Drawing 4 of the Container’s Shaftline, Figure 5: Modiﬁed AutoCADShowing Drawing the of the Container’s Sha7line, Showing the Crea-on of an A7most Creation of an Aftmost Chamber Chamber

Figure 6:6:3D3DView Figure Viewofofthe theA7most AftmostInspec-on Inspection Chamber. Chamber Figure 6: 3D View of the A7most Inspec-on Chamber. 4.4.Numerical Simulations and ABS Rule Compliance Numerical Simulations and ABS Rule Compliance While the design concept conversion may possess promising features and benefits it is of While importance the design to concept may possess promising features andexisting benefits it isand of outmost assessconversion whether the design concept complies with the rules outmost importance to assess whether design conceptParts complies the 7, existing rulesas and 4. Numerical Simulations and ABSthe Rule Compliance regulations of the ABS Marine Vessels Rules (MVR), 3, with 4 and as well all regulations of theconcept ABS including Marine Vessels Rules (MVR), Parts 3, 4 Figures and features 7, as4, well as all6. international While the design conversion may possess promising benefits it is of international regulations SOLAS requirements. See 5, and regulations including See Figures 4, 5,complies and 6. with the existing rules and outmost importance toSOLAS assessrequirements. whether the design concept regulations of the ABS Marine Vessels Rules (MVR), Parts 3, 4 and 7, as well as all 4.1 Shaft Alignment international regulations including See Figures 4, 5, and 6. alignment. According to the existing Rules the SOLAS shaftlinerequirements. is to be subjected to satisfactory shaft An independent model is created for the original design, using in-house ANSYS customized 263 4.1 element Shaft Alignment finite software. Based on standard engineering procedures and practices for plan Accordingthe to the existing Rules the is shaftline to be subjected to satisfactory alignment. approval, mathematical model solved isand post processed using staticshaft steady state An independent modelthe is created the original design, using inclination in-house ANSYS customized analysis to determine bearingforreaction loads, the shaft and the relative finite elementangles software. Based onand standard engineering procedures practices for plan misalignment between shaft bearings. The modeling involvesand 6-degree-of-freedom

Conference Paper 4.1 Shaft Alignment According to the existing Rules the shaftline is to be subjected to satisfactory shaft alignment. An independent model is created for the original design, using in-house ANSYS customized finite element software. Based on standard engineering procedures and practices for plan approval, the mathematical model is solved and post processed using static steady state analysis to determine the bearing reaction loads, the shaft inclination and the relative misalignment angles between shaft and bearings. The modeling involves 6-degree-of-freedom pipe type of elements with shear effect to model the intermediate and the tail shaft while the propeller is a solid modelasand converting into superelements the substructuring technique. The modelled a thin disc with itthe mass and inertia ofusing the propeller as per the pertinent original bearings as linear spring-damper radial stiffness and damping and plans. are Themodeled engine crankshaft is geometricallyelements modeledwith by meshing the crankshaft as a solid gapmodel as clearance. All additional weights (crankthrow weights, chain forces, etc.) The are modeled and converting it into superelements using the substructuring technique. bearings as point loads. The bearing reactions are assessed based the ABS limitsand as well as are modeled as linear spring-damper elements with radialon stiffness andRule damping gap as the clearance. bearing maker limits. The same (crankthrow applies for shaft inclination as welletc.) as misalignment angles. All additional weights weights, chain forces, are modeled as point loads. The bearing areon assessed based on the ABS Rule limits as between well as the bearing More detailed bearingreactions modelling the Fluid Structure Interaction (FSI) the oil or maker limits. The shaft is inclination astowell as misalignment angles. More water film between thesame shaftapplies and thefor bearing performed ensure that metal-to-metal contact detailed bearing modelling the Fluid Structure Interaction between the oil or water film or film breakage, which wouldon cause increased bearing wear(FSI) or even damage and failure, is between the shaft and the bearing is performed to ensure that metal-to-metal contact or film avoided. breakage, which would cause increased bearing wear or even damage and failure, is avoided.

To validate the proposed model, the initial simulations are carried out for the original design To validate the initial simulations carried for the original which containsthe twoproposed sterntubemodel, oil-lubricated bearings. Theare results areout compared to thosedesign of the which contains two sterntube oil-lubricated bearings. The results are compared to those of the shipyard during the original plan approval process. Once the comparison is satisfactory, the shipyard during the original plan approval process. Once the comparison is satisfactory, the proposed modifications are implemented on the model, namely, the shortening of the shaft and proposed modifications are implemented on the model, namely, the shortening of the shaft the move of the Main Engine aftwards by 2m, as well as the elimination of the forward sterntube and the move of the Main Engine aftwards by 2m, as well as the elimination of the forward bearing and the replacement of the aftmost oil-lubricated bearing with a water lubricated sterntube bearing and the replacement of the aftmost oil-lubricated bearing with a water bearing, see Figure 7.see Figure 7. lubricated bearing,

Original Design

Shortened Design

Figure 7: FEA Modelling of the Powertrain Showing the Original and thethe Modiﬁed Figure 7: FEA Modelling of the Powertrain Showing OriginalShortened Design and the Modified Shortened Design

The shaft alignment of the modified design was carried out including hot static and cold static The shaft alignment of the modified design was carried outport including hot static vessel and cold static as well as dynamic conditions including propeller loads for and starboard turning, as well as dynamicdepths. conditions propeller loads for port and vessel for various propeller Hullincluding deflections were also considered in starboard the analysis, as turning, per the forRule various propeller depths. Hull deflections were also considered the analysis, as bearing per the ABS requirements for drydock or lightship, ballast and laden inconditions. The ABS Rule requirements for drydock or lightship, ballast and laden conditions. The bearing offsets both those of the shaftline and of the engine were optimized for best possible bearing both those of the and of the engine were optimized for bestfor possible bearing loadoffsets distribution using an shaftline ABS in-house proprietary genetic algorithm mathematical load distribution using an ABS in-house proprietary genetic algorithm for mathematical optimization. The results showed that for the modified design, all the bearing loads were well optimization. The results showed that for the modified design,the all IACS the bearing were well within acceptable limits including misalignment angles below limits loads of 0.3mrad. An within acceptable limits including misalignment angles below the IACS limits of 0.3mrad. An FSI also confirmed that the water film pressure distribution was acceptable as well as the FSI also confirmed that the water film pressure distribution was acceptable as well as the thickness under all loading conditions. thickness under all loading conditions.

TheThe criterion of the “engine shear force – bending moment envelope” was also examined and criterion of the “engine shear force – bending moment envelope” was also examined and waswas alsoalso found to be within thethe engine maker’s 9 and and 10. 10. found to be within engine maker’slimits, limits,see seeFigures Figures 8, 8, 9

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Conference Paper • Shaft Alignment Optimization Optimised

Fully

Ballast Hot Static Offsets Offsets Fully [mm] Ballast Hot Laden[mm] Hot Static Static 0 0 Offsets Offsets [mm] [mm] -0.394 -1.075 0 0 0.792 -0.619 -0.394 -1.075 0.828 -0.536

Laden Hot • Shaft Alignment Drydock Optimization Static offsets [mm] Optimised

I/M Bearing ASTB M/E 1 I/M Bearing M/E 2

Drydock 0 offsets [mm] 0 0 -0.146 0 -0.146

M/EM/E 1 3

-0.146 -0.146

0.792 0.846

-0.619 -0.41

M/EM/E 2 4

-0.146 -0.146

0.828 0.816

-0.536 -0.276

M/EM/E 3 5

-0.146 -0.146

0.846 0.75

-0.41 -0.143

M/EM/E 4 6

-0.146 -0.146

0.816 0.615

-0.276 -0.02

M/EM/E 5 7

-0.146 -0.146

0.75 0.433

-0.143 0.092

M/EM/E 6 8

-0.146 -0.146

0.615 0.184

-0.02 0.184

M/E 7

-0.146

0.433

0.092

M/E 8

-0.146

0.184

ASTB

Fully Laden Offsets [mm]

Fully Laden Reactions [kN]

Fully Laden Offsets [mm]

Fully Laden Reactions [kN]

Ballast Hull Deflections

Ballast Offsets [mm] Hull Deflections Ballast

Ballast Reactions [kN]

Ballast Offsets [mm]

All bearings are positively loaded and within their maker’s limits 0.184

Ballast Reactions [kN]

Figure 8: Sha7 Alignment Analysis All bearings are positively loaded andand withinOp-miza-on their maker’s limits Showing The Bearing Reac-on Loads to be All Within Limits Figure8:8:Sha7 ShaftAlignment AlignmentAnalysis Analysisand andOp-miza-on Optimization Showing Figure Showing

TheBearing BearingReac-on ReactionLoads Loadstotobe beAll AllWithin WithinLimits Limits The To examine the possibility of accelerated bearing wear during the operational life of the vessel, a sensitivity analysis was conducted considering the bearing loads as well as the misalignment examine the possibility accelerated bearingwear wear during the the operational ToTo examine the possibility ofofaccelerated bearing during operational life life of ofthe thevessel, vessel, angles for zero and maximum wear-down of the the aftmost bearing to 15mm). Throughout the a sensitivity analysis was conducted considering bearing loads(10 as well as the misalignment a sensitivity analysis was conducted considering the bearing loads as well as the misalignment analysis, bearing load and the misalignment anglebearing values(10 were found Throughout to be satisfactory angles forthe zero and maximum wear-down of the aftmost to 15mm). the angles for zero and maximum wear-down of the aftmost bearing (10 to 15mm). Throughout the analysis, the bearing load and and the misalignment angle be satisfactory both in terms of maker’s limits in terms of ABS Rulevalues limits.were The found resultstofrom the sensitivity analysis, the bearing load and the misalignment angle values were found to be satisfactory both in terms of maker’s limitsinand terms of ABS Rule limits. The from the sensitivity analysis were also extended the in “Engine flange Shear Force – results Bending Moment Envelope” both in terms of also maker’s limits in and in“Engine terms offlange ABS Shear Rule limits. The resultsMoment from theEnvelope” sensitivity analysis were extended the Force – Bending with the values being well limits within for all bearing wear-down values. The intermediate analysis were alsobeing extended in the within “Engine Shearwear-down Force – Bending Moment Envelope” with the values limits forflange all increase bearing values. The wear, intermediate bearing load increasedwell as expected, with the in the aftmost bearing however, with the values being well limits within for all bearing wear-down values. The intermediate bearing load increased as expected, thethe increase in aftmost the aftmost bearing wear, however, its limits were never exceeded evenwith under highest bearing wear down value. its bearing load increased as expected, withthe thehighest increase in thebearing aftmost bearing limits were never exceeded even under aftmost wear downwear, value.however, its limits were never exceeded even under the highest aftmost bearing wear down value. • Engine Flange Shear Force- Bending Moment Envelope

M/E FLANGE M+Q LIMITS

Bending and Shear Boundaries

• Engine Flange Shear ForceMoment Envelope Bending Shear Bending Flywheel

Ballast Fully Laden Drydock Ballast

21.4 -196.0 -37.0 21.4

68.4 363.5 175.9 68.4

All above conditions are “Hot Static” Drydock -37.0 175.9

125.2 125.2 125.2 125.2 125.2

Total Shear Force Q = F + G, where: All above conditions are “Hot Static” F: Model-calculated Shear Force [kN] Total Shear Force Q = F + G, where: G: Flywheel Weight [kN] F: Model-calculated Shear Force [kN] G: Flywheel Weight [kN]

Bending and Shear Boundaries

SHEAR FORCE Q [KN] SHEAR FORCE Q [KN]

Moment M Force Q Weight G [kN] [kNm] [kN] Bending Shear Flywheel Moment M Force Q Weight G Fully Laden -196.0 363.5 125.2 [kN] [kNm] [kN]

-600 -600

-500 -500

Fully Laden

Ballast

M/E FLANGE M+Q LIMITS 800

-400 -400

-300 -300

Fully Laden

Ballast 700 800 600 700 500 600 400 500 300 400 200 300 100 200 0 -200 -100 100 0 -100 0 BENDING MOMENT M [KNM] -200 -100 0 -100

Drydock Drydock

100 100

200 200

BENDING MOMENT M [KNM]

Engine Flange Bending Moment – Shear Force Envelope within maker’s limits

Figure 9: 9:The TheEngine Engine Shear ForceMoment Bending Moment Envelope Showing AllValues ValuesWithin WithinLimits Limits Figure Shear Force Bending Moment Envelope All Engine Flange Bending – Shear Force Envelope within Showing maker’s limits Figure 9: The Engine Shear Force Bending Moment Envelope Showing All Values Within Limits

7 7

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Conference Paper

Figure 10: Sensi-vity Analysis Studying the Water Lubricated Wear Down Eﬀects in the Intermediate Bearing and in the Engine Shear Force Bending Moment Envelope Criterion Figure 10: Sensi-vity Analysis Studying the Water Wear Down in the Intermediate Figure 10: Sensitivity Analysis Studying the Lubricated Water Lubricated Wear Eﬀects Down Effects in the BearingBearing and in the Shear Force Moment Envelope Criterion Intermediate andEngine in the Engine ShearBending Force Bending Moment Envelope Criterion 4.2 Vibration The vibration assessment involved torsional, lateral and axial vibration of the modified shaft 4.2Vibration Vibration line. The original design featured a critical speed at about 47 RPM, where the tailshaft and 4.2 The vibration assessment involved torsional, lateral and vibration ofofthe modified intermediate shaft stressesinvolved exceeded the IACS continuous and shaft thus The vibration assessment torsional, lateral and axial axialtorsional vibrationstress thelimit modified shafta line. The original design featuredstress critical speed at about about 47 RPM, where the and Barred Speed Range for torsional wasspeed imposed. The modified the shortened line. The original design featured aa critical at 47 RPM,design wherewith thetailshaft tailshaft and intermediate shaftstresses stresses exceededthe the IACS IACSthe continuous stress limit shaftline, the shaft aftmost water-lubricated bearing, removal torsional of the forward bearing intermediate exceeded continuous torsional stresssterntube limitand andthus thusa a Barred Speed Rangefor fortorsional stress was modified design shortened and the installation of atorsional torsional damper, impliedThe that the system had athe small mass Barred Speed Range stress was imposed. imposed. The modified designwith withthe shortened shaftline,thethe aftmost bearing, the removal the validated forward sterntube compensation, caused bywater-lubricated the shorter shaftline. Independent calculations the originalshaftline, aftmost water-lubricated bearing, the removal of theofforward sterntube bearing bearing and thevibration installation of a torsional damper, the system had design performed byimplied theimplied shipyard. Therefore, an independent valid and thetorsional installation of aanalysis torsional damper, thatthat the system had aa small small mass mass compensation, caused by the shorter shaftline. Independent calculations validated the model can produce reliable forshaftline. the modified shorter design. compensation, caused by theresults shorter Independent calculations validated theoriginaloriginaldesign torsional vibration analysis performed by the shipyard. Therefore, an independent valid design torsional vibration analysis performed by the shipyard. Therefore, an independent valid model can produce reliable results for the modified shorter design. model can produce results forInstalled the modified shorter • Torsional Vibration reliable Stress - No Damper Torsionaldesign. Vibration Stress - Damper Installed • Torsional Vibration Stress - No Damper Installed

Torsional Vibration Stress - Damper Installed

BSR

Figure11: 11: Torsional Figure Torsional Vibration Vibra-on Analysis Analysis Showing ShowingThat That the theInstallation Installa-onof ofaaTorsional Torsional Damper Can Eliminate the Barred Speed Range in the Shortened Design Damper Can Eliminate the Barred Speed Range in the Shortened Design Figure 11: Torsional Vibra-on Analysis Showing That the Installa-on of a Torsional In terms of torsional vibration, the analysis revealed that, despite the mass counterCanvibration, Eliminate Rangetorsional inthat, the Shortened Design Incompensation terms of Damper torsional the Barred analysis revealed despite the mass counterbetween the installation of anSpeed additional damper and the shortened compensation between the installation an additional torsional damper the shortened shaft line version, the original torsionalofcritical speed responsible for theand existence of the shaft line version, original torsional speed responsible for the existence of to the BSR, In terms of torsional vibration, analysis revealed despite the closer mass counterBSR, appeared tothe remain nearly atthe the critical same RPM range andthat, without it moving MCR. appeared remain nearly at the same range and without it moving closer to MCR. compensation between the installation of RPM an additional torsional damper andamplitude the shortened However,towith the installation of the specific torsional vibration damper, the was However, with installation of the specific torsional vibrationfor damper, the amplitude was shaft line to version, the originalreduced, torsional critical the speed responsible the existence oflimit the BSR, shown be the substantially below IACS continuous torsional stress and shown to to be substantially reduced, below IACS continuous and appeared remain at requirement the same RPM range and without moving stress closer limit to MCR. therefore, there wasnearly no more forthe a BSR. See Figure 11. ittorsional therefore, with therethe wasinstallation no more requirement for atorsional BSR. See Figure 11. However, of the specific vibration damper, the amplitude was Removing BSR has a number of below benefits, most importantly the torsional lack of fatigue shown to bethe substantially reduced, the IACS continuous stressconcerns limit and of the shaft line. Lack of BSR means that all of the powertrain’s RPM’s are available for full therefore, there was no more requirement for a BSR. See Figure 11. time operation throughout the vessel’s speed range, thus providing maximum maneuverability of the vessel operation without intermediary8speed restrictions or forced accelerations or

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Conference Paper decelerations through a forbidden set of RPM. This, in turn, has positive effects on the overall fuel consumption and emissions depending on the vessel operating profile and the frequency of the BSR passes.

4.3 Inspection Chamber Structural Requirements The creation of the aftmost inspection chamber allows through trimming of the stiffeners and brackets, the creation of a space, which can be accessible to a human inspector from the aft of the engine room. This inspection chamber is to comply with the pertinent rule requirements addressed through SOLAS, IMO, and ABS Marine Vessel Rules, including Common Structural Rules (CSR), see Figure 12. While the removal of the sterntube reduces the mass and increases the local stiffness, the simultaneous trimming of the local transverse stiffeners in the area of the sterntube and the complete removal of the longitudinal stiffeners also from the same area, reduces the overall local stiffness, the two design actions compensating each other in terms of stiffness. The latter would create a smooth floor level for the human inspector to enter and be able to walk inside the otherwise irregularly shaped chamber. According to ABS Marine Vessel Rules, Part 3, Chapter 2, Section 4, a number of specific requirements are to apply through semi-empirical equations used for double bottom sizing including the requirements for center and side girders, brackets, tank-end floors and floor stiffeners. In addition to the ABS Rule semi-empirical requirements, CSR direct calculations, such as Finite Element Analysis (FEA), may be carried out in this area to complement the hull strength calculations to ensure that the local vessel hull strength is not affected and that the local stiffness is satisfactory. Our local FEA revealed that an increase in the existing stiffener thickness by 30% would be more than sufficient to maintain the original stiffness in all directions, as no local vibration modes would incur a significant natural frequency change. Similarly, the temporary means of access for confined watertight spaces would be calculated considering the maximum pressure value from the flooded adjacent chamber, while its thickness is to be the same as that of the engine bulkhead. The plating thickness including the number of the tight bolts and the stiffeners would be calculated in accordance with ABS MVR Part 3, Chapter 2, Section 9. In this case, direct calculations or Finite Element analysis has also been conducted and reviewed for compliance with the ABS Rules. While typical minimum sizes for manholes and means of access include 600x800mm, in this particular case, openings with higher sizes may be required to allow the water-lubricated bearing cylinder to be removed from the chamber and through to the engine room for replacement work, as this is dependent on the tailshaft diameter.

4.4 Inspection Chamber System Requirements In accordance with ABS Marine Vessel Rules, Part 4, Chapter 6, Section 4, since the watertight bulkheads separate the propulsion machinery space into compartments, a direct bilge suction is to be fitted. The system is capable of pumping from and draining the watertight compartment. Similarly, the aftmost inspection chamber is to be provided with a vent. This involves a piping system with an outlet in the open weather on the vessel’s upper deck. In addition, as the inspection chamber is regarded as a confined space, it needs to be gas-free before entering, using appropriate ventilation pumps and portable oxygen analyzers. Permanent lighting is provided so that an inspector may be able to perform inspection and component replacement work (bearing, seal) within the chamber. Similarly, the aftmost inspection chamber defined as a non-easily accessible confined workspace with the possibility of water accumulation through either through the sea or through pipe passing through it, it is provided with a means of sounding the level of the liquid present. This means is a sounding pipe, although gauge glass, level indicating device, or remote gauging system may also be means of sounding. In addition, the condition of the chamber is recommended to be monitored through a closed-circuit camera at all times from the engine control room.

267

recommended to be monitored through a closed-circuit camera at all times from the engine control room.

Conference Paper

Figure 12: Permanent Means of Access into the A7most Inspec-on Chamber Figure 12: Permanent Means of Access into the Aftmost Inspection Chamber

Figure 13: Water Lubricated Bearings can be Replaced with a Split Bearing Tapered Arrangement Figure 13: Water Lubricated and Bearings can Keyset be Replaced with a Split Bearing and Tapered Keyset

5. CONCLUSIONS – BENEFITS

Arrangement

5. CONCLUSIONS – BENEFITS

Oil leaks from commercial vessel sterntubes can be prevented if ships are built with waterOil leaks from commercial vessel sterntubes can be prevented if ships are built with waterlubricated shaftlines. However, the proposed design goes much further than advocating lubricated shaftlines. However, the proposed design goes much further than advocating seasea-water as a bearing lubricant. A shortened shaftline, the creation of an aftmost inspection water as a bearing lubricant. A shortened shaftline, the creation of an aftmost inspection chamber, removal of forward sterntube bearing, removal of sterntube cylinder casting, and an chamber, removal of forward sterntube bearing, removal of sterntube aftmost water-lubricated bearing are features of the proposed design. cylinder casting, and an

aftmost water-lubricated bearing are features of the proposed design.

A temporary means of access to the aftmost inspection chamber is offered for inspection A temporary means of access aftmostwithout inspection chamber is offered for inspection and maintenance, which could to bethe achieved the ship requiring drydocking. There isand maintenance, which could be achieved without the ship requiring drydocking. There is no no tailshaft withdrawal, no propeller withdrawal and no shaftline disassembly, needed to

tailshaft withdrawal, no propeller withdrawal and no shaftline disassembly, needed to replace a worn-out or damaged bearing. The main benefits include no risk of water pollution, better gohome-capability compared with traditional oil-lubricated bearings, reduced overall operational costs due to no oil changes throughout the268 life of the vessel, minimized bearing accelerated wear, one less bearing with lower friction losses, reduced engine room space, and increased of cargo space. The tailshaft is continuously monitored digitally for bearing wear and temperature, and internal bearing inspection and bearing replacement can be done without

Conference Paper replace a worn-out or damaged bearing. The main benefits include no risk of water pollution, better go-home-capability compared with traditional oil-lubricated bearings, reduced overall operational costs due to no oil changes throughout the life of the vessel, minimized bearing accelerated wear, one less bearing with lower friction losses, reduced engine room space, and increased of cargo space. The tailshaft is continuously monitored digitally for bearing wear and temperature, and internal bearing inspection and bearing replacement can be done without having to disassemble the tailshaft and propeller and perform shaft re-alignment in the drydock. The latter can be a substantial time and money saver to an operator since drydock bookings, in conjunction with vessel off-hire become increasingly costly in our era. Lastly, there is no barred speed range, and thus, there is full flexibility throughout the rpm range without RPM or vessel speed limitations or restrictions, simply due to the torsional damper installation. For the aftmost inspection chamber there must be standard provisions for bilge pump and bilge alarm among others for safety compliance. Therefore, it can be concluded that the proposed design is a feasible design, compliant with the current ABS Rules and Regulations and offers numerous benefits both operational and above all environmental.

6. ACKNOWLEDGEMENTS The author would like to acknowledge the contribution of the ABS engineers, Mr Orestis Vlachos and Mr George Koutsoumpas, as well as our partners in this project at Thordon Bearings Inc., Mr Anthony Hamilton, Dr Elena Corin, Mr Craig Carter and Professor Papadopoulos and Mr George Rossopoulos from the National Technical University of Athens, for their relentless assistance and insightful comments.

7. REFERENCES Rossopoulos, G, O. Vlachos, C Leontopoulos, G. Koutsoumpas, A Hamilton, C Papadopoulos “ Design of Stern Tube-less Vessels with Water Lubricated Bearings Effects on environmental performance and shafting efficiency.” SNAME Maritime Convention, SMC 2023, 27-29 September, San Diego, CA. Wang BH, ABS Approval In Principle, Shanghai Merchant Ship Design and Research Institute CSSC “Sterntube-less Vessels with Thordon COMPAC Split Water Lubricated Aftmost Bearing” Certificate Number T2258617. ABS, Enhanced Shaft Alignment Guide. 2015, 2022. ABS, Marine Vessel Rules. January 2022, 4-3-2/7. Thordon COMPAC Bearings. Thordon Elastomeric Bearings Engineering Manual, Version 2022.1.

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2023

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Fish Waste for Profit Conference 19th-20th September 2024, Reykjavik, Iceland Fish Waste for Profit provides attendees with knowledge on how to maximise the return on investment (ROI) from potential discarded parts of the catch that can be turned into high value product. icefishconference.com

19th Greenport Congress & Cruise 16-18 October 2024 - Northern Europe The yearly congress provides environmental departments in Ports and Terminals with methods of greening their operations. portstrategy.com/greenport-cruise-and-congress

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