2017
European Marine Engineering conference | awards | exhibition
Celebrating innovation in marine engineering “The economics for scrubbers are going to become very clear in January 2020 – and very compelling” Iain White, global marketing manager, ExxonMobil Marine Fuels & Lubricants, see page 3
European Marine Engineering conference | awards | exhibition
CONTENTS DAY ONE Sulphur Cap dominates Day One of EMEC 2017
Published May 2017 Editor: Paul Fanning t: +44 20 8370 1737 e: paul.fanning@rivieramm.com Sales Manager: Rob Gore t: +44 20 8370 7007 e: rob.gore@rivieramm.com Production Manager: Richard Neighbour t: +44 20 8370 7013 e: richard.neighbour@rivieramm.com Published by: Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK www.rivieramm.com ©2017 Riviera Maritime Media Ltd
DAY TWO Innovation celebrated on Day Two
MARINE INTELLIGENCE Emissions and alternative fuels dominate discussion
BALLAST Operators and manufacturers give perspectives on Ballast
AWARDS Innovators honoured on prestigious night
EXHIBITION Delegates took advantage of an exhibition highlighting some of the latest in marine engineering technology
www.mpropulsion.com
A CELEBRATION OF MARINE ENGINEERING Taking place in Amsterdam for the second year running, the European Marine Engineering Conference 2017 cemented its place confirmed its status as a key event in the marine engineering calendar. While the Conference itself followed a now-familiar format, there was innovation in that it was preceded on April 24 by two new conferences. The Marine Intelligence Conference and the Ballast Water Management Conference ran concurrently at the Movenpick Hotel, attracting hundreds of delegates keen to discover the latest about big data analytics and ballast water management respectively. Perhaps unsurprisingly, the Conference itself was dominated in part by discussion of the forthcoming Global Sulphur Cap in 2020. This was the main topic of conversation in a number of the sessions – particularly those concerning engines, fuels and lubricants – as well as in the Doug Woodyard Memorial Debate. That isn’t to say that this was the only topic, however. Discussions of energy storage, power management, propulsion, lifecycle maintenance and condition monitoring. And, of course, the owners and operators had their say in the final session. As ever, the Marine Propulsion Awards were a particular highlight, celebrating as they always do innovators both new and long-established. In general, then, a highly successful event that had plenty to offer to all concerned. We at Riviera Maritime Media would like to thank all those who took part this year and look forward to seeing you at next year’s event.
Marine Propulsion & Auxiliary Machinary | October/November 2015
2 | CONFERENCE DAY ONE
Sulphur Cap dominates Day One of EMEC 2017 The impact of the 2020 deadline formed the substance of most of the first day
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s is now customary, day one of the European Marine Engineering Conference began with the engines forum of, which was dominated by engine manufacturers’ preparing for the challenges posed by IMO’s global sulphur cap, due to come into force in 2020. Part one of the forum, which opened the conference, concerned two-stroke engines and was chaired by Dr Ioannis Vlaskos, director of the engine business unit, global market sector director – marine for Ricardo. Dr Vlaskos described the forum as “one of the highlights” of the conference and gave an overview of the
technology trends of the last few years that have brought both two- and four-stroke engines to unprecedented levels of efficiency. René Sejer Laursen, promotion manager, dual-fuel engines, MAN Diesel & Turbo, presented a technical rundown of the latest MAN engine developments in the light of 2020’s global sulphur cap. He asserted: “I do not think we can get any better in terms of engine efficiency – I think we have reached the limits.” Instead, he suggested that improvements now were focusing on greater reliability, fuel flexibility and lower emissions. He also suggested that it may be possible to
European Marine Engineering Conference supplement 2016
meet Tier III regulations by mixing water with methanol, something he described as “a gamechanger”. Konrad Räss, general manager combustion system R&D, Winterthur Gas & Diesel, spoke on engine design and lubricant selection for future fuels, looking particularly at the likely impact of the sulphur cap. He suggested that lowsulphur fuels would create higher amounts of deposits and abrasive residues, as well as having negative impacts on cylinder liner wear. The two-stroke session was rounded off by Akihito Aota, manager, marine machinery & engine group, Mitsubishi Heavy Industries Europe, who
introduced the new Japan UE Engine Corporation formed by MHI’s engine division’s merger with Kobe Diesel. The first product of this, he said, would be the UEC50LSH-Eco engine. He also spoke on the company’s MGO mono-fuel engine, which is designed to respond to the demand for low-sulphur solutions and can achieve extremely low fuel oil consumption. The four-stroke session of the engine forum highlighted fuel flexibility as a key driver in the latest engine developments. It began with an explanation by Dr Hinrich Mohr of AVL List of the world’s first dual-fuel conversion of high-performance diesel engines for Fred Olsen Express' high-speed craft. This involved the conversion of a Caterpillar 3618 base engine and achieved a NOx reduction of 45 per cent, SOx reduction of 90 per cent and a CO2 reduction of 32 per cent
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DAY ONE CONFERENCE | 3
(although it was acknowledged that this was offset by methane slip). The next speaker was Robert Ollus, product manager of the Wärtsilä 31 engine, who also identified the importance of fuel flexibility as a key driver in the development of fourstroke engines. He identified health and environmental concerns as key drivers, along with the need to reduce fuel costs and increase reliability. Mr Ollus identified gas as now being “better than diesel” in combustion terms and said “The future is cleaner, more efficient, more flexible and more autonomous,” highlighting the Wärtsilä 31’s adopted title as ‘the world’s most efficient four-stroke engine’ as evidence of this. The final speaker was Kaisa Honkanen, head of sales and marketing, Blue Ocean Solutions, who discussed emulsified fuel technology, saying “The only additive our product has is water. I’d like to explain how water can fuel a cleaner future.” She went on to detail the benefits potentially offered by her company’s patented emulsification systems, which she claimed offered lower CO2, proven fuel savings of 2.5 per cent, NOx reduction of up to 20 per cent and reduced capex and opex on SCR. This is achieved by creating a greater fuel/air surface area for combustion. Delegates taking part in the Doug Woodyard Memorial debate decided that the industry was ready for the global sulphur cap to be introduced in 2020, despite holding the opposite view before they heard the panellists’ arguments. The debate formed part of this week’s annual European Marine Engineering Conference taking place in Amsterdam, which is organised by Riviera Maritime
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Media and supported by Marine Propulsion magazine. Before the debate started, a poll of delegates showed that 73 per cent supported the motion that ‘This conference does not believe the shipping industry is ready for the global sulphur cap.’ When the vote was retaken after the discussion, the proportion had fallen to 47 per cent. Neil Anderson, marine director at the UK-based emissions-reduction specialist Lab, argued that meeting the 2020 deadline for reducing sulphur emissions to the equivalent of burning 0.5 per cent sulphur fuel could cost the industry US$60 billion, with operating costs rising by 60 per cent when it comes into force on 1 January 2020. He said there were 22
not a retrofit option, he said. Other alternative fuels will come into their own in the future “but what is the future? I think we will see these fuels coming into their own in 2025, 2040 or 2050,” he predicted. Opposing the motion was Simon Brown, managing director of Emsys Maritime, which makes scrubbers and emissions monitoring systems. He chaired IMO’s Working Group of experts which revised the NOx Technical Code as part of the MARPOL Annex VI revisions in 2008. He reminded his listeners that the 2020 deadline had been set after IMO determined that there would be sufficient suitable fuel available and pointed out that the industry had had “12 years to get used to this” since the 2008
“So for those of you considering investment in scrubbers, the economics for scrubbers are going to become very clear in January 2020 – and very compelling.” alternative fuels to choose from and the alternative of fitting a scrubber was complex and lengthy: dealing with classification matters alone can take a year, he said. Shipowners “need to make a decision, there needs to be preparation and I would question whether the industry as a whole is ready for compliance.” The motion was seconded by David Cox, technical manager at Reederei Nord, who said that whether shipowners are ready or not, they have to be ready. “But are we really ready? I would say "no, we are not.’” He spoke of alternative fuels “that are being pushed on us” and highlighted the most popular, LNG. It is very expensive and
revisions and the deadline. So the industry as a whole was ready, he said. “The shipowning community now has to start planning how they are going to do it.” He was seconded by Sachin Mohan, global head of marine solutions at Exmar Shipmanagement. It has designed its newbuildings to be able to use LNG or be fitted with scrubbers “so as an owner and operator, we are ready.” As for LNG, Exmar has been using it for 50 years. “It’s easy,” he said, adding that engine makers have advised him that it will be possible to retrofit engines of up to about 10-15 years old for LNG use. And with the US and Australia now exporting LNG, there will be so
much available that its cost will not be linked to the oil price. Discussion from the floor included questions about whether the 2020 date might yet be delayed and on who pays for the fuel, with further comments about enforcing the cap outside territorial waters, which panellists agreed would be difficult. As the final votes were cast, they were counted and displayed as moving bars on a graph projected onto the conference screen and it was clear it would be close. But as the final delegates made their choices, a gap opened up, opposing the motion. Asked later why he thought delegates had changed their minds, Mr Brown told Marine Propulsion that it may have been because both sides had a shipowner who had said that they had no choice but to comply. Perhaps inevitably the fuels session of the European Marine Engineering Conference concentrated on the challenges posed by compliance with the 2020 global sulphur cap. Iain White, global marketing manager, ExxonMobil Marine Fuels and Lubricants, asked what the most effective means of compliance would be, concluding that the industry seemed destined for a multi-fuel future. “If any shipowners have come here for definitive answer,” he said, “I’m afraid they’re going to be disappointed. There is no magic bullet for this challenge.” He pointed out that the price of heavy fuel oil was likely to collapse with the arrival of the cap, saying: “So for those of you considering investment in scrubbers, the economics for scrubbers are going to become very clear in January 2020 – and very compelling.” Conversely, he suggested, demand and costs for marine gas oil would rise sharply. MP
European Marine Engineering Conference supplement 2016
4 | CONFERENCE DAY TWO
INNOVATION CELEBRATED ON DAY TWO
From an established innovator to the systems of the future, technological innovation was the theme of Day Two
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ay two of the European Marine Engineering Confrence began with a recap of the previous night’s awards ceremony, followed by Karl Wojik, the winner of Marine Propulsion’s 2017 Lifetime Achievement Award, has reflected on his career at the European Marine Engineering Conference, saying: “I believe innovation is the basis of our future.” Dr Wojik has been a vice president at AVL List since 1986, but worked for MAN prior to that, having been the youngest ever senior vice president of MAN B&W. It was while he was at MAN that in 1979, he presented at the first engine with a fully-welded crankcase at a CIMAC congress This was just among the first steps in a career of innovation, however. Over his career, Dr Wojik has been instrumental in the design of around 60 new mediumspeed engines. In the 1990s, while at AVL, he pioneered research into gas engines. “In the 1990s nobody believed in gas engines,” he said. “But I wanted to find out what their limits were and to push beyond them. And then, in the 2000s, people suddenly started to become interested.” As well as his own work, Dr Wojik developed the CIMAC Cascades programme for young engineers. I wanted to establish small seminars and conferences for young engineers so that they had the chance to talk and present their work aand had the chance to talk to other young engineers,” he said. Today, Karl Wojik is still excited by innovation. Tasked by AVL List to build up the group for hybridisation, electrification and digitisation, he says:
European Marine Engineering Conference supplement 2016
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DAY TWO CONFERENCE | 5
“It has been like a new springtime for me. We have already developed innovations that are fascinating. We have achieved fuel savings up to 20 or 30 per cent.” Looking ahead, he sees digitisation as representing a new dawn for industry. “This is the future,” he says: “We are in the process of transferring from a material based economy to a knowledge based economy – and I think we should welcome it. The potential of batteries and other methods of energy storage in marine applications featured strongly in session six. Per-Erik Larsson, director sales and spares, Callenberg Technology Group began by discussing advanced marine power systems, with particular emphasis on improving operations and safety through advanced power management and distribution systems. In this presentation, he discussed the improvement of generator sets to create power consumption efficiencies. This, he suggested, would take place via innovation in energy storage systems, particularly batteries. He was followed by Benjamin Gully, who looked closely at the safe and successful implementation of maritime battery systems. “Batteries present many opportunities and benefits, including reduction of fuel consumption and emissions, reliability, redundancy, blackout prevention and ride-through,” he said. He conceded, however, that batteries pose real safety risks, but that those risks are manageable given adequate consideration and protection. Finally, Damir Radan, senior sales application engineer for GE Marine Power Conversion, looked at trends and technology prospects in energy storage. This looked at all the options, including fuel cells, about which he concluded: “Fuel cell technology is coming, but slowly.” The use of alternative fuels and fuel optimisation were the dominant topics in the Propulsion Forum. Dr Jose Gonzalez, chief engineer, large engines, Ricardo began by detailing a study his company undertook comparing a conventional tug running diesel engines using selective catalytic reduction (SCR) with a hybrid tug using gas engines and batteries. Ricardo has developed a suite of analysis and simulation tools to evaluate marine application of fuel consumption and, using these, the study showed
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considerable benefits to be gained from the new hybrid power architecture. Following this was a presentation from Linus Ideskog, business development manager, Lean Marine and Mikael Karlsson, senior technical manager, Laurin Maritime that looked at fuel saving through propulsion optimisation. This looked at the way in which effective and accurate data collection could transform fuel management and the ways in which inaccuracies can creep into the data collection process. In a case study on one of Laurin’s tankers where close data logging showed where losses were occurring. “Using the lessons learned
from this has saved us tonnes of fuel per journey…If you cannot measure, you cannot manage,” said Mr Karlsson. Finally, Dr Marc Perrin, program manager LNG R&D projects, Engie Lab Crigen discussed the innovative optimisation of LNG’s use as a marine fuel. In this presentation, Dr Perrin concluded that, while LNG as a marine fuel brings a lot of advantages for minimising the environmental footprint of shipping, it still requires R&D and innovation to bring it to its best for this application. “New users are often not familiar with the differences in use between LNG and commercial, oil-based fuels,” he said. MP
European Marine Engineering Conference supplement 2016
6 | MARINE INTELLIGENCE
“We are here to help people work better and if 85 per cent of accidents are down to the human factor, that is where we need to focus.”
MARINE INTELLIGENCE CONFERENCE FOCUSES ON DIGITAL DIVIDEND Capturing data is one issue but the true art is extracting value in a cost-efficient way, delegates at Riviera’s European Marine Intelligence Conference heard
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or Winterthur Gas & Diesel’s (WinGD) Carmelo Cartalemi, the key is knowing what your core competence is and choosing the right partners for the other elements needed. “WinGD’s core competence is knowing how the engine should run. We partner to add data analytics capability to that,” he explained before detailing WinGD’s digital solution for optimised vessel operations. To monitor and guarantee the quality of data, it is encrypted by another partner company that also supplies NATO. Mr Cartalemi added that a key element was focusing on the age of data and remembering that it was “not necessary to send all data to shore.” “For now, the focus is on the engine and subsystem component – our core knowledge,” he explained. The next step will be to look at vessel performance which will allow the solution to consider environmental factors when making its calculations. Eniram maritime director Melvin Matthews told the gathering that while “smart technology should provide smart solutions”, it
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should be kept in mind that “the electric light did not come about through a continuous improvement of the candle.” Relating this to the maritime context, he explained that conventional thinking was that a vessel needs multiple sensors with all the planning and expense that implies. “A paradigm shift is needed in favour of virtual or artificial sensing. A technology that can be sent to any vessel in a DHL packet without the need for elaborate data gathering and all that resource.” This led to further discussion around sensor technology. Orange’s business development manager Tom Ebbenhorst admitted that Orange is on a learning curve to understand what kind of sensors and data is needed. “The all-important question is: who is going to pay for it?” ANC Advanced Technology general manager Jörgen Strandberg was clear on where responsibility lies in the event of sensor error: “The human”. “We are starting to see in the automotive industry all sorts of sensors but we still hold the driver responsible when something goes wrong. We will make the great leap when we can take the human element out. When we do that we will have to accept that humans will be slower to respond when things do go wrong.” But he was quite clear humans should not be penalised for human failings. “We are here to help people work better and if 85 per cent of accidents are down to the human factor, that is where we need to focus.” He was confident that improvements in sensor technology would mean that in time “we would be preventing 20 accidents for every time there is an incident due to a human being lax or lazy.” International Paint’s section leader for data exploration, Richie Ramsden, admitted that the company was capturing so much data it was a challenge to keep up. The company is working on solutions that will help owners know the best time to trigger an inspection or a clean. “We would like to test our algorithms by working with more and more shipowners,” he said. MP
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BALLAST | 7
Operators and manufacturers give perspectives on Ballast “We have seen microbial attacks in the past so believe using the ballast water treatment plant protects the coatings in the water ballast tanks. It also helps reduce the accumulation of mud there.”
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his year’s European Ballast Water Treatment Technology Conference in Amsterdam heard an enthralling ship operator perspective on the realities of being an early adopter of ballast water treatment technology. Delegates listened in rapt silence as Reederei Nord technical manager David Cox shared lessons learned from four years running ballast water treatment systems. Back in 2013 Reederei Nord decided to retrofit (an unnamed) filter and electrochlorination ballast water treatment technology system on a series of four Aframax tankers under construction at Sumitomo Shipyard. The only adjustment required to complete the installation was to specify "slightly larger capacity generators". The systems have been in regular use since their installation and according to Mr Cox are
“used at every opportunity” for a mix of practical, philosophical and financial reasons. “If you don’t use, you lose,” said Mr Cox. Or in other words, not operating the systems following their installation might have meant they would be difficult to re-activate several years down the line. There were more specific technical reasons too. “We have seen microbial attacks in the past so believe using the ballast water treatment plant protects the coatings in the water ballast tanks. It also helps reduce the accumulation of mud there.” Reederei Nord also believes their use is the environmentally responsible thing to do. And from a commercial point of view has found the systems require less energy and fuel consumption than ballast water exchange. There have been some clear downsides too. “Ballast time can be extended,” admitted Mr Cox. “With high cargo loading rates it can be problematic to strip tanks properly and on time.” There can be difficulty in muddy conditions. And during the ships’ ballast voyage a regrowth of organisms can occur. So far there have been six guarantee claims per vessel. The most serious issue has been excessive wastage of the cathodes. This necessitated a complete changeout after 50 hours, rather than the guaranteed 3,000. An added issue is that the system is not straightforward to use and requires operation at the most inconvenient point in the vessel voyage. “The chief operating officer is at his busiest at discharge – and we have given him another toy to play with at a time when he doesn't want to play with it!” Perhaps the biggest issue is that the systems do not have US Coast Guard type-approval and the manufacturer – who Mr Cox would not disclose but did confirm it was not Wilhelmsen– has since exited the business. “The systems have IMO approval and are approved by the USCG as alternative management systems through to 2023. This has given us the breathing space to help us decide what we are going to do.” Looking back, Mr Cox wishes that the company had stressed the need for US Coast Guard type-approval more strongly with the maker when they were ordered. But concedes “we can get a guarantee but if the maker disappears maybe that does not mean so much.” What is clear is that Reederei Nord will need to draw on all their experience in the near future. Soon they will have five different systems installed across their fleet of 19 vessels, including units supplied by Samsung and Alfa Laval. Mr Cox is anticipating challenges – especially when it comes to crew training. MP
European Marine Engineering Conference supplement 2016
8 | AWARDS
MARINE PROPULSION
AWARDS HONOUR
INNOVATION ⊲ ELECTRICAL POWER SYSTEM OF THE YEAR AWARD WE Tech Solutions for its variable speed permanent magnet shaft generator RIGHT: WE Tech
▼ ENVIRONMENTAL PERFORMANCE AWARD HASYTEC, for it Dynamic Biofilm Protection BELOW: HASYTEC
▲ MARINE COATING OF THE YEAR AWARD
ABS for its ABS Shaft Alignment Services
Jotun, for its Hull Performance Solution and its work on the ISO 19030 hull performance standard
ABOVE: ABS‘s
ABOVE: WE Tech
European Marine Engineering Conference supplement 2016
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▲ AFTER-SALES SERVICE EXCELLENCE AWARD
AWARDS | 9
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ompanies and individuals were honoured when the 2017 Marine Propulsion Awards were presented during a gala dinner in Amsterdam linked to the European Marine Engineering Conference. Seven of the awards were for technical innovations made during 2016, based on a shortlist selected by an independent panel of industry experts and over 3,200 votes in an online final vote. The winners were: After-sales Service Excellence Award: ABS, for its ABS Shaft Alignment Services Electrical Power System of the Year Award: WE Tech Solutions for its variable speed permanent magnet shaft generator Environmental Performance Award: HASYTEC, for it Dynamic Biofilm Protection Marine Coating of the Year Award: Jotun, for its Hull Performance Solution and its work on the ISO 19030 hull performance standard Marine Engine of the Year Award: Winterthur Gas & Diesel, for its X-DF engines
Planned Maintenance Software System of the Year Award: ABB Marine and Ports, for its Marine Remote Diagnostics and Integrated Operations Centers Ship of the Year Award: Sovcomflot for the icebreaking tanker Shturman Albanov Another award recognised a graduate research project by a postgraduate student, selected by John Carlton, professor of marine engineering at the School of Engineering and Mathematical Sciences, City University London. It was presented to Matthys Dijkman of C-Job Naval Architects for his Master’s thesis, Solving the LNG Load Response Challenge, carried out at the Technical University of Delft. In addition, Marine Propulsion’s editorial staff had nominated a Lifetime Achievement Award, which was presented to Karl Wojik, executive delegate of the AVL Management Board of AVL List. Edwin Lampert, head of content of Riviera Maritime Media, described Mr Wojik as “a man who is technically gifted and recognises the importance of sharing his experience across the industry and of encouraging a new generation to follow him and his peers.” MP
▼ GRADUATE AWARD
▼ MARINE ENGINE OF THE YEAR AWAR
Matthys Dijkman of C-Job Naval Architects for his Master’s thesis, Solving the LNG Load Response Challenge
Winterthur Gas & Diesel, for its X-DF engines BELOW:
▲ PLANNED MAINTENANCE SOFTWARE SYSTEM OF THE YEAR AWARD ABB Marine and Ports, for its Marine Remote Diagnostics and Integrated Operations Centers ABOVE:
⊳ SHIP OF THE YEAR AWARD
Sovcomflot for the icebreaking tanker hturman Albanov LEFT:
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▲ LIFETIME ACHIEVEMENT AWARD
Karl Wojik, executive delegate of the AVL Management Board of AVL List.
European Marine Engineering Conference supplement 2016
10 | EXHIBITION
EXHIBIT During breaks in the Conference, delegates had the opportunity to take advantage of an exhibition highlighting some of the latest in marine engineering technology
European Marine Engineering Conference supplement 2016
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unning alongside the European Marine Engineering Conference 2017 was the exhibition, in which a range of manufacturers and service providers were available to talk to delegates about their offerings and expertise. As ever, this exhibition gave delegates an opportunity to speak in depth about some of the latest technologies available and to put some of the discussions that took place in the Conference into the context – as well as giving colleagues and acquaintances a chance to catch up and talk business.
TION Exhibitors included: Ricardo Lean Marine Sims Pump Valve Lloyd's Register Callenberg/Baltec Marine Eaton THB Verhoef Zematra / AD Systems Kloska Group KlĂźber Lubrication Spurs Marine MAN Diesel & Turbo Thordon Bearings Ecochlor Ecospray Technologies VAF Instruments CC Jensen Panolin Tenmat
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European Marine Engineering Conference supplement 2016
ANNUAL EVENTS IN THE SERIES European Marine Engineering conference | awards | exhibition April 2018, Amsterdam www.marineengineeringeurope.com
Asian Marine Engineering
Asian Ballast Water Treatment Technology
November, Singapore www.marineengineeringasia.com
March, Singapore www.ballastwaterasia.com
European Marine Intelligence
Ballast Water Treatment Technology
April, Amsterdam www.marineintelligenceconference.com
April, Amsterdam www.bwttconference.com
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European Maritime Cyber Risk Management Summit
Asian Emissions Technology
June, London www.shipcybersecurity.com
November, Singapore www.emissionstechnologyasia.com
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