Issuu

FEBRUARY 2022

Vol. 103 Issue 1200

ESS for deep-sea:

Battery costs are key

Smarty Mathew: ABS digitalisation interview

BWMS focus:

Going with the flow

Ready for take-oﬀ:

Corvus’s Halvard Hauso

ALSO IN THIS ISSUE: H2-fuelled MR tanker | Japanese turbo license | Wight and OCEA merger | UK shore power consultation

Annual Conference 8-9th March 2022

Sage Gateshead

The UK Maritime Enterprise: Time for Action Decarbonising maritime and offshore renewable energy Offshore Renewables Opportunities

Meet Our Speakers

Robert Courts MP Minister for Maritime

Rear Admiral Rex Cox

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The Role of Technology & Marine Science Stuart Barnes ORE Catapult

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Charles Haskell Lloyd’s Register

Brian Johnson

Marine and Coastguard Agency

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Visit www.maritimeindustries.org to purchase tickets.

CONTENTS

FEBRUARY 2022

8 NEWS

14 Hurtigruten oks hybrid retrofits

Norwegian operator Hurtigruten has ordered the retrofit of three of its fleet with new Bergen engines and large energy storage systems.

28 Entente cordiale

The owners of France-based shipbuilding group OCEA and Wight Shipyard have agreed to a merger between the two groups. The deal is scheduled to complete by March 2022.

31 Levelling up integrated drives

GE Power and UK-based collaborators have won funding to explore the commercial exploitation of an integrated drive for multi-MW solutions.

FEATURES

REGULARS

8 Regional Report Japan’s shipbuilding industry aims to be ahead of the game in supplying new generations of deep-sea traders that give real eﬀect to the energy transition.

10 Leader Briefing

Smarty Mathew, Vice President, Digital Solutions at ABS and Evan Gooch of Nautical Systems see greater scope for digital solutions.

37 Ship Description

Online motorship.com 5 Latest news 5 Comment & analysis 5 Industry database 5 Events Weekly E-News Sign up for FREE at: www.motorship.com/enews

Social Media Linkedin Facebook Twitter YouTube

The first of Stena Bulk’s new IMOIIMeMAX series of methanol-fuelled chemical/product tankers, Stena Pro Patria, will rank among the most energy eﬃcient medium-range tankers in existence.

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

12 The cost of eﬃciency

A new MAN study identifies the cost of battery systems as a key variable when assessing the potential application of the technology on board deep-sea vessels.

24 The journey is the destination The former ceo of The Fjords, Rolf Andre Sandvik, discusses plans to upend the northern European luxury cruise vessel market with a zero-emission luxury cruise concept.

26 Ramping up interest

Amid surging orders for maritime energy storage systems, the arrival of alt fuels will increase demand among larger vessels, Corvus Energy’s CCO Halvard Hauso notes.

28 Cross-Channel cooperation Toby Mumford of Wight Shipyard Co. discusses the upcoming merger with OCEA, as well as a major order for battery-hybrid ferries in the UK.

34 UK consultation on shore power The launch of a UK consultation around shore power connections, and the potential for a national ETS scheme has provoked some strong responses.

The Motorship’s Propulsion and Future Fuels Conference will take place this year in Hamburg, Germany. Stay in touch at propulsionconference.com

FEBRUARY 2022 | 3

NEWS REVIEW

VIEWPOINT

TANKER EMITS NO GHGS DURING PORT OPERATIONS

NICK EDSTROM | Editor nedstrom@motorship.com

Speaking truth to power This issue is dominated by the expected impact of the introduction of shore power connection requirements within the European Union, as well as the broader drift towards electrification upon the maritime industry. The EU published a proposal (COM/2021/559 final) as part of the revised Alternative Fuels Infrastructure Directive (AFID) that will introduce requirements for ports within Europe’s core and comprehensive TEN-T network to offer container and passenger vessels of more than 5,000 gt shore power connections. The proposal itself is both well-intentioned and unrealistic. Kari Reinikainen has produced a useful overview of the shore power connection issue in a feature in this month’s magazine. However, the Commission needs to be aware of technical barriers, so that the proposal can be improved. Interestingly, the new UK consultation on shore power is seeking to identify just those techno-economic issues. The Motorship identified the scale of power demand from larger container vessels as a significant obstacle before the proposal was submitted. This is confirmed by an authoritative white paper by MAN Energy Solutions on battery power solutions for commercial shipping, which provides the data. The white paper estimates that the power consumption requirements of a 20,000 teu ultra large container vessel during a 32-hour port stay amount to 256MWh. The wider issue of how large container ports will meet a significant expansion in local energy demand remains unresolved. To misquote an American aphorism, “a GWh here, a GWh there, and pretty soon you’re talking about major northwest and northern European ports acting as a real draw on the energy supply of medium-sized northern European countries”. Introducing a ceiling on the size of vessels covered, or perhaps applying an exemption to vessels that spend more than half their time operating outside the territorial waters of the EU’s member states, might also help to bring down the overall cost of installing shore power connections, and the associated electricity grid strengthening work, for ports within the EU. The irony is that the European Union’s proposals are arriving just as the technical possibility of introducing battery systems on to deep-sea vessels is receiving greater attention. The upcoming arrival of alternative fuels into the maritime market will accelerate this shift. This at least is the expectation of Corvus Energy’s chief commercial officer, Halvard Hauso, who is interviewed in this month’s issue. He also mentions that the company’s investment in a PEM fuel cell solution is proceeding, with the solution on track to be commercially available by 2024. Returning to MAN Energy Solutions’ white paper on the subject, it patiently explains why some of the potential solutions that battery power proponents put forward for larger vessels are unfeasible, from both a technological and an economic perspective. Potential applications for battery systems with deep-sea vessels’ auxiliary engines do exist, but the business case for such installations is dependent upon the future evolution of battery system costs. It is hard to predict just how the expected rise in demand for batteries in the automotive sector will affect the supply/demand balance over the coming decade – and shortages of critical raw materials or national hoarding remain possibilities.

4 | FEBRUARY 2022

The Port of Gothenburg welcomed Tern Island on Thursday, a tanker that emits no greenhouse gases or carbon particulates during port operations where compatible shore power connections are available. Owned by Swedish tanker operator Terntank, Tern Island is designed with Terntanks Hybrid Solution which features a Corvus battery pack, on-shore power supply and a DC-Link system which is reported to be able to reduce its auxiliary energy consumption during port operations by 99%. The Motorship featured the vessel design in August 2020. The vessel features a five-cylinder, 500mm bore RT-flex50-D low pressure LNG dual-fuel main engine from WinGD that uses liquefied biogas or LNG which means that it is able to operate on completely fossil-free fuel. Tern Island’s main engine, boiler and auxiliary engine are also designed to run on biofuels. By combining the optimised hull and rudder design with dual fuel capability, when utilising 30% biogas, in comparison to a same sized conventional vessel, Tern Island reduces CO2 emissions by 70% and almost eliminates SOx, NOx and particulate emissions. The battery packs provide peak shaving, an energy reserve for power generation, limit unnecessary parallel running of generators and provide a

8 Tern Island represents an evolution in chemical tanker design, combining a battery system, and cold ironing with a hybrid bow thruster

blackout prevention function that keeps the electrical network alive. Tern Island has a cargo capacity of 16,500m3 in 14 epoxy coated tanks and will be commercially operated by the Finnish North European Oil Trade (NEOT) in the Baltic Sea area. It will be included in a pool along with other vessels from Terntank. Designed by Terntank and Kongsberg Maritime CM AS and delivered in December 2021 at China Merchants Jinling Shipyard, Yangzhou, Dingheng, the vessel is the first of a series of two 15,000dwt chemical and product tankers in the Terntank Hybrid Solution series. The vessel’s shore power connection has been developed together with the Port of Gothenburg which is believed to be the first port in the world that can connect tankers to electricity. The shore power supply is part of Gothenburg’s Energy Port initiative, which is the first of its kind in the world. When complete it will enable a reduction in carbon emissions from vessels in the port by 1,800 tonnes per year. Gothenburg is not the only port in the Baltic Sea that is investing in shore power supply for commercial shipping. Gävle is finalizing their shore power connection in June 2022 and Port of Pori is in the planning stage.

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

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NEWS REVIEW Thordon Bearings has released a new propeller shaft seal with a unique Safe Return to Port (SRTP) design. The Thordon BlueWater Seal is a commercial grade axial lip seal specifically designed for merchant shipping fleets. It seal incorporates a secondary Safe Return to Port emergency seal. This inflates in the event of damage to the primary seal, allowing the shaft to continue to turn, allowing the vessel and crew to return safely to the nearest port. First used in the company’s TG100 and SeaThigor, designed for the workboat and specialized naval vessel markets respectively, it represents the first SRTP seal designed for the merchant fleet. As well as its SRTP capability, the seal features a RENFORM main seal ring. This technology, developed in-house by Chief Research Engineer Gary Ren, allows the facing elements of the seal to operate almost without any friction. In practical terms, it means the seal is much better suited to variable and low draught conditions – a key benefit to a globally-operating merchant ship. During comparative trials on Thordon’s full-scale test rig in Ontario, Canada, the seal operated without friction spikes and considerably less friction than similar seals leading to reduced wear, longer life and less maintenance. Thordon Bearings confirmed to The Motorship that the new seal was expected to lead to marginal fuel

BRIEFS HTW8’s e-certs move After meeting in February 2022, the IMO’s HTW 8 advanced regulation changes to formalise the use of electronic seafarers’ certificates. The Sub-Committee agreed draft amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, and the STCW Code. The draft amendments clarify changes to existing terms and terminologies that might prevent electronic forms

6 | FEBRUARY 2022

NEW SHAFT SEAL HAS SRTP BENEFIT 8 Thordon’s Chief Research Engineer, Gary Ren, pictured with the BlueWater Seal featuring the newly developed RENFORM main seal ring

eﬃciency savings estimated at “0.5-1.0%”. The COMPAC system includes Thordon’s proprietary seawater lubricated COMPAC bearings, shaft liners, ThorShield anti-

corrosion shaft coating, a Thordon Water Quality Package, a Thordon Bearing Condition Monitoring System, and, now, the new BlueWater Seal. The seal can be installed to all

vessels with shaft diameters between 300mm to 1000mm (11.8in to 39.4in) and is simple to install, operate and maintain. Class approvals have been received from ABS, LR, DNV, BV and CCS. Thordon Bearings was also working on a project with a major shipyard and naval architect to investigate the possibility of eliminating the stern tube. This would be likely to improve the economics of adding a water lubrication option to existing and future series designs, The Motorship heard.

MAN and Hyundai cooperate on EEXI compliance MAN Energy Solutions has signed a cooperation agreement with Hyundai Global Services to deliver its Overridable Power Limitation (OPL) solution to MAN B&W-branded low-speed engines manufactured by Hyundai Heavy Industries Engine & Machinery Division (HHI-EMD). Eﬀective immediately, the agreement is set to run for an initial period of two years. The development of OPL is spurred by the introduction of the IMO’s MEPC 335(76) regulation to be enforced from January 2023 that will require vessels already in service to meet the Energy Eﬃciency Existing Ship Index (EEXI). MAN Energy Solutions developed OPL to meet the vast majority of shipowners’ desire for

a simple, economical solution that would comply with the impending regulation. OPL reduces carbon emissions by restricting the maximum power and thus fuel consumption produced by prime movers to a lower value than what was originally designed and certified for. Under the terms of the agreement, HGS will resell MAN Energy Solutions’ OPL solution for EEXI compliance for all HHI-EMD-manufactured, MAN B&W-branded ME and MC engines. To accommodate customers as quickly as possible, HGS will itself install the OPL solution on all such units. Jens Seeberg, Senior Manager and Head of Retrofit & Upgrade, MAN Energy Solutions, said: “MAN

Energy Solutions is committed to driving decarbonisation in the maritime industry. This we achieve by continuously working with all our licensees, maritime authorities and leading industry experts to develop solutions that reduce carbon emissions, especially for vessels already in service. Our cooperation agreement with Hyundai Global Services will provide our OPL solution to shipowners seeking EEXI compliance for their fleet in a timely manner without disrupting their business operations. At the same time, it will contribute towards the maritime industry’s net-zero emissions goal. We expect this agreement to be the first of many with other, industry partners.”

MHI-MME turbo deal

Big ESS investments

AiP for H2 reformer

Mitsui E&S Machinery has signed the first license agreement with Mitsubishi Heavy Industries Marine Machinery & Equipment (MHI-MME) for the non-exclusive right to manufacture MET-MB/ MBII Series Turbochargers for Mitsui-MAN B&W engines. Mitsui plans to start with three types of MET turbochargers: MET-42MB/42MBII/66MBII and the first one will be launched early 2023. Other types will follow according to market requirements.

Hurtigruten has ordered the retrofit of three of its fleet with new Bergen engines and large energy storage systems. The conversions will be carried out at Norway’s Myklebust Yard, and will be completed by summer 2023. As part of a fleet-wide upgrade, seven of Hurtigruten’s fleet will be fitted with SCR systems. Following the upgrade, all of Hurtigruten Norway's seven Costal Express ships will become Tier III-compliant.

RINA has granted Approval in Principle (AiP) to Swedish designer FKAB Marine Design’s hydrogen powered MR Tanker. The AiP is claimed to be the first for a design using currently viable technology and fuels that achieves IMO 2050 targets. The propulsion is based on combining the ship’s fuel (LNG) with steam to produce hydrogen and CO2. The MR LNG/hydrogen-fuelled vessel is the result of a joint project with ABB and Helbio.

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

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REGIONAL FOCUS: JAPAN

JAPANESE R&D FOCUS ON ‘GREENER’ SHIPS Japan’s shipbuilding industry aims to be ahead of the game in supplying new generations of deep-sea traders that give real effect to the energy transition Although manifold ownership structures and the use of various registries can belie the true extent of Japanesecontrolled shipping, the country’s mercantile fleet is considerable and this continues to provide the bedrock for a substantial shipbuilding industry. At huge variance to attitudes in the UK and elsewhere, Japan views the maintenance of a powerful merchant fleet as vital to both the economic and security interests of an island nation reliant on international sea trade. Nonetheless, and despite the retention by Japanese shipyards of many loyal overseas clients, growing recourse over the years by Japanese operators and trading houses to yards in China and elsewhere in Asia Pacific has constrained the builders’ market potential, and taken its toll on overall order volume. At the same time, Japanese shipbuilders have themselves contributed to a degree of hollowing-out of domestic capabilities by establishing new shipyard ventures and collaborations abroad as well as outsourcing elements of construction to lower-cost areas. Recent events have included cases of withdrawal from commercial shipbuilding altogether in favour of a concentration on engineering, equipment, technology and higher-value naval work. R&D PROJECTS ACCELERATE However, the increased volume and resourcing of Japanese R&D projects directed at realising pragmatic ship design and powering solutions for the new epoch of energy transition and digital transformation, together with closer and more widespread technological collaboration in such studies between the shipowning and shipbuilding sectors, may arrest the decline in the industry’s strength. An appreciation in government circles that the country’s shipyards, and not only sea trading capacity, are also important from the perspective of national economic security could have a signal influence on shipbuilding’s future. Allied with the national, long-term goal of becoming a carbon-neutral society by 2050, Japan’s maritime cluster in association with the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has drawn up a roadmap that sets an immediate objective of commissioning a first-generation, zero-emission ship into international trade as soon as 2028. The ambitious Japanese timeline is a response to the challenges posed to the shipping industry by IMO goals, and denotes a concerted bid to gain a competitive edge for Japanese technology, shipowners, shipbuilders and the allied sectors in the new era of environmental responsibility. The industrial significance of the strategy lies in the pivotal involvement of the country’s leading shipbuilding organisations, and consequently in the possibility of revitalising the industry through a new offering of ‘greener’ vessels. If the advanced technological standard in conjunction with the levels of quality, vessel efficiency, build productivity and contractual performance that are hallmarks of Japanese merchant ship construction, can be provided at acceptable newbuild prices,

8 | FEBRUARY 2022

the shipyards could claw back market share from their counterparts in China and South Korea. The roadmap is coloured by two potential scenarios. One is predicated on a move toward synthetic methane produced from LNG as the main marine fuel. Synthetic methane has the same GHG emissions as LNG but would be derived directly from captured CO₂, and is therefore expected to be regarded as carbon-neutral. A key practical advantage is that the synthetic product facilitates use in existing LNG-fuelled vessels and infrastructure. The other scenario foresees the adoption of hydrogen and ammonia as marine fuel. Neither yields CO₂ when burned, although ammonia is toxic and has poor combustion characteristics, while hydrogen poses certain technical and handling challenges. However, R&D endeavours by engine makers and designers have already resolved certain ‘downside’ issues, and further positive outcomes can be anticipated.

8 Part of a wider value chain: liquefied CO₂ carrier proposed by Mitsubishi Shipbuilding

C-ZERO CONCEPT DESIGNS Based on the two assumed scenarios, the Japanese roadmap identified four concept designs, dubbed the C-ZERO series, to be used as the basis for the 2028 zero emission merchant ship. Through the MLIT, the government has sponsored four cross-industry research consortia to develop the respective design projects, supported by the Green Innovation Fund initiative. Two of the design concepts are based on LNG and synthetic methane. One entails a 102,000dwt, 229m bulk carrier or 20,000TEU container ship, promising an 86% CO₂ reduction by maximising the synergy of LNG as the main fuel in combination with energy saving technologies including hybrid-powered, contra-rotating propellers, wind-assisted propulsion, and under-hull air lubrication. The other proposal, applied to the same types of vessel, is founded on the adoption of an onboard carbon capture and storage (CCS) system extracting CO₂ from the exhaust gases and using a methane-fuelled 55,000kW main engine.

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

REGIONAL FOCUS: JAPAN As to the designs employing hydrogen or ammonia, one of the concepts involves a 21,000TEU, 399m boxship incorporating a hydrogen dual-fuel reciprocating engine of 60,000kW. For the ammonia-fuelled proposal, an 81,000dwt, 233m bulk carrier design has been formulated, with primary power of just under 10,000kW. Addressing ammonia’s shortcomings as to ignition properties, the concept envisages use of a pilot fuel, which would still oﬀer an improvement of more than 90% in CO₂ emissions. Onboard ammonia fuel storage would be in a tank mounted above deck right aft, as with LNG-fuelled bulkers already under production in Japan. Taking a holistic approach, Japan is looking into import flows of ammonia that could initially be used for firing at coal-fed power stations, thereby cutting CO₂ emissions. Marine bunkering could potentially then take place at certain generating stations, maximising use of the fuel supply infrastructure. INDUSTRY-ACADEMIA PARTNERSHIPS The R&D programme draws on the country’s comprehensive maritime cluster and academic institutions to shape a new future. Moreover, technological crossovers are facilitated by the diverse business sectors embraced by the larger shipping organisations and sogo shosha involved in the research. As one example, know-how in environmental systems developed for land-based plant is being tapped to create new marine technology for adoption in shipbuilding. The shipbuilders are determined to be ahead of China, South Korea, and Europe in presenting shipowners, operators and charterers with viable low-emission or zero-emission designs of deep-sea vessel. Under the Green Innovation Fund-backed programme, development of ammonia-fuelled ships is the remit of a research group comprising the Itochu Corporation, Nihon Shipyard (the joint venture of Imabari Shipbuilding and Japan Marine United), ClassNK, and Mitsui E&S Machinery. The project has thereby brought together Japan’s largest shipbuilding group and the country’s most prolific manufacturer of twostroke marine engines. Such is the integrated approach that the work plan includes preparation of the bunkering infrastructure and vessel ownership arrangements. In parallel, the NYK Group, Nihon Shipyard and ClassNK have been drafting technical proposals for a dedicated liquefied ammonia gas carrier fuelled by ammonia, and an ammonia floating storage and regasification barge. Nihon earlier developed a design for an ammonia-fuelled VLCC in conjunction with DNV, subsequently receiving Approval in Principle (AiP) certification. KHI IN PEM FUEL CELL PROJECT Kawasaki Heavy Industries, builder of the liquefied hydrogen carrier Suiso Frontier recently introduced to international service, is a participant in a project to devise a megawattscale hydrogen fuel cell system for a small passenger vessel, plus the associated fuel supply chain. The builder is partnered by NYK, Toshiba Energy Systems, ClassNK and ENEOS, and the consortium is aiming to have a demonstrator ready for operation in Yokohama in 2024. Namura Shipbuilding is party to a project that has the remit of building a 30m hydrogen fuel cell-powered passenger vessel for use in Osaka from 2025 onwards. Mitsubishi Shipbuilding is heavily involved in rolling-out carbon capture technology for shipboard applications, making recourse to its experience with landside plant. Research work conducted with ClassNK and K Line has seen a small carbon capture demonstration system retrofitted in August 2021 to the latter’s 89,000dwt coal bulker Corona

Utility. Data gathered from the ship between September 2021 and March 2022 will be used as a benchmark for the development of a full-scale commercial installation. With CO2 capture, utilisation and storage (CCUS) attracting attention worldwide as a promising means of achieving carbon-neutrality, demand can be expected to grow for dedicated, liquefied CO₂ tankers as part of the value chain, transporting CO₂ to storage points and industrial users. In the bid to add another string to its bow, building on a considerable track record in LNG and LPG tanker construction, Mitsubishi has linked with both Mitsui OSK Lines (MOL) and NYK Line on separate projects to develop liquefied CO2 carrier technology. Furthermore, the Japanese shipbuilder has joined European engineering, energy and technology companies in an R&D enterprise, entitled CO₂LOSIII, addressing liquefied CO₂ transport by sea. Mitsubishi’s strategy reached a milestone when it obtained approval in principle from Bureau Veritas for a LCO₂ cargo system design using independent Type C tanks.

8 Ammonia-fuelled 80,000dwt bulker – early outcome from Japan’s Planning and Design Centre for Greener Ships

LOOKING BEYOND CCUS Mitsubishi considers that increased collaboration is vital to the future wellbeing and growth of the shipbuilding sector in Japan, and has accordingly endorsed the initiative entitled the Planning and Design Centre for Greener Ships (GSC). This has brought the country’s nine leading shipbuilders together with other industry stakeholders to develop vessels and concepts oﬀering advanced environmental performance. Each company is contributing technology and personnel to the task of joint R&D directed at meeting medium- and longrange targets set by the IMO. While pre-competitive work will be undertaken cooperatively, technical outcomes will be used by each participant to independently develop and market its own ship types, with a view to early market release. GSC takes cooperation among Japanese yards to a new level, and could potentially boost the industry’s prospects through a timely oﬀering of vessels that meet the new age of environmentallyled design and engineering. A recent outcome of the GSC is an ammonia-fuelled bulker design for which ClassNK has issued an AiP. The class society reviewed the ammonia treatment measures, fuel piping system, hazard prevention as concerns flammability and toxicity, and emergency evacuation. The approval opens the way to the basic design information being taken forward by shipbuilders to the development of commercial designs and marketing of ammonia-fuelled bulkers.

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

FEBRUARY 2022 | 9

LEADER

ADDING VALUE BY CLOSING THE DIGITAL SILO GAP Smarty Mathew, Vice President, Digital Solutions at ABS and Evan Gooch of Nautical Systems discuss the changing scope of digital solutions Tell us a little bit about yourselves, and your careers before you joined ABS. Evan Gooch: My name is Evan Gooch, and I'm the president of Nautical Systems. I started out my career with a yacht manufacturing company building electronics monitoring systems. I then worked in the oil and gas industry for several years, developing systems that went on to land based drilling rigs to do their daily reporting. That ties in really nicely with my job at Nautical Systems. Smarty Mathew: I’m the vice president digital solutions here at ABS. I began my career with a start-up many years ago that was looking into naval architecture, vessel performance and design optimisation. After moving to the US to complete a Masters, I joined ABS 12 years ago. I originally worked in the R&D Department, before moving to the drilling equipment side, and then our consulting business. Most recently, I’ve taken responsibility for our digital transformation programme at ABS. Most of my career has been focused on trying to look at new technologies, innovative approaches, and how to essentially bring new products and services to market for ABS. Looking at your experiences outside maritime, what are the most exciting technologies that are transforming existing industries? EG: I think the maritime industry is still several years behind the oil and gas sector. And we're just now getting into this idea of big data, and how data can help us in our day-to-day operations. I think that's where the maritime industry is headed: we haven’t even begun to scratch the surface of what we can do with the data we're starting to collect now. That's one of the things that's exciting and coming up is looking at this data, how can we improve fuel eﬃciency, decrease our carbon emissions. SM: The pandemic has really been an accelerator for the shift towards Industry 4.0 solutions. And you're starting to see the maritime industry also adopting a lot of new technologies at the ports, terminals and bunkering infrastructure. We have also seen a move towards more and more automated shipboard capabilities. [This] is driving the need to measure things more at a higher level of fidelity at higher frequencies, being able to communicate this information back and forth between the crew and the shoreside, which will lead to more proactive actions on a near real time basis. These are a lot of changes that we have seen in other industries, which have been playing out on the safety side and the performance side.

Q A

Turning to the maritime sector, how far do you think maritime digitalisation technology will follow a similar trajectory to other industries? EG: While safety is a priority in a lot of industries, in maritime, especially, it is key. One of the key elements into being able to minimise incidents is to just minimise the number of crew. I was involved in a project in oil and gas that targeted a 75% headcount reduction on the drilling rig. So, I

Q A

10 | FEBRUARY 2022

Credit: d’Amico Group

Q A

think we're going to see the same thing happen in maritime, along with new technology around crew triangulation. How can I quickly locate people onboard in an emergency? I've seen that in numerous industries. And I think maritime will take advantage of that as well. Some of the things we're seeing from the class side in terms of remote surveys and being able to quickly inspect a vessel to determine if we see any safety hazards. Taking care of the crew we have and minimising the amount of crew that has to be onboard the vessel is really the future.

8 d'Amico Società di Navigazione opted to install NS Enterprise, ABS Nautical Systems’ fleet management software system, across its entire fleet of vessels

Tell us about the potential advantages of the interaction between diﬀerent solutions, such as the development of an ecosystem of diﬀerent solutions. SM: Even as we were framing our platform, My Digital Fleet, one of the key elements that we looked at together with multiple systems was the fact that while the industry today is moving towards more data-driven operations, there is still a fundamental need to kind of break down the data silos… So, My Digital Fleet can integrate the seamless flow of data back and forth from sensor information, operational data, transactional data or other types of data, coming in from fleet management systems like Nautical Systems and use its more advanced analytics capabilities to provide visualisations and insights. These insights can be used by your fleet management systems, which are being used on a day-to-day basis by the crew to manage their operations, to augment their decision making. This is becoming increasingly important as these systems are used in, let’s say, more critical operations in terms of both safety as well as reduced carbon footprint. That’s where being proactive, managing your operations, optimising your speed / rpm while underway, can make a

Q A

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

LEADER diﬀerence. None of this would be even a possibility even for the industry without the advanced analytics capabilities that we're talking about today. Could you provide any concrete examples about how My Digital Fleet or Nautical Systems can directly help achieve cost savings for your customers? EG: There are a number of ways that Nautical Systems and My Digital Fleet can hit the bottom line. At its simplest, Nautical Systems can help you make sure that you you're carrying the right spare parts on board and not just carrying too much inventory. At the other extreme, Nautical Systems captures operational data on fuel consumption and voyage information, which is then analysed in My Digital Fleet to produce updated insights on measures to achieve sustainability targets. This can result in a 5-8% reduction in fuel consumption and associated emissions, and 85% reduction in penalties and levies. So, not only can we increase or decrease costs, we can increase value. And that's an area that we're really excited about seeing this new technology come on board is taking what's been seen as a cost to the company and having you know, this reporting capability. And I think that's where this whole this whole process of bringing technology into the industry gets exciting, because it's not just about safety but also about hitting the bottom line as well.

Talking about the development of detailed models of vessels and sub-systems, do you think there are any interesting developments on the horizon for modelling technology? SM: I think there is a simulation-based approach, which is looking at building representations of the vessel. There's also more of a data model that kind of ties together all the different systems that you have that work together to create, let's say, a system of systems on a ship. This captures the different interactions between them and how a failure on one system basically impacts the rest of the systems. That representation offers insights from both the reliability standpoint, as well as from different operational facets (such as fuel consumption and emissions), also something that's been modelled, but that can also be purely data driven through more machine learning models. So, there are those variations, and these are all virtual representations, whether it's a data model, or it's a simulation-based representation of the vessel, they all kind of have different needs in the industry. And we address both of those in different parts of ABS. EG: I agree with Smarty that there's a lot of value in having an exact digital replica of your vessel in terms of optimisation. What's interesting is as we were working with a couple other companies, and what we've seen is, you know, if we go to the equipment level, and everything is what we're seeing is that the more data we collect, the more we can look at failure modes, when does something fail? How can we optimise utilisation, and we get these generic models of what sort of thing should I be looking for in terms of, you know, equipment not operating at optimal efficiency? What should I look for in terms of preventing a catastrophic failure, and those models, as we get the data, lean towards this and build this generic data model that spans across entire fleets.

Q A

Credit: ABS

been the nature of our maritime industry, and not just maritime, but also the case in several other industries. But IMO and class societies such as ABS have been proactive on staying on top of new technology and their implementation. we've had what, for about three or four years now a guide, which is called ABS Smart Guide, which provides a notation for looking at data infrastructure and analytics capabilities. The maritime industry is well prepared to adopt and accept a lot of these new capabilities that are coming in, it's really been a question of maturity and the ability to create value, which is now becoming more and more obvious as the drivers for decarbonisation and digitalisation are much more in the forefront. And there is broader acceptance by the maritime industry to adopt some of these technologies as a basic need.

8 Evan Gooch told The Motorship that “we haven’t even begun to scratch the surface of what we can do with the data we're starting to collect”

What sort of products and services can our listeners expect to be using in five- or ten-years’ time? EG: Over the next couple of years, we're going to see more of an acceptance for predictive maintenance for machinery monitoring, as well as for tasks like inventory management. If you look further out, over five to ten years, we're going to see a lot of this become mainstream. I think that for one reason or another, we're going to see a drastic shift towards automation over the next five to ten years. SM: Apart from the digital transformation, looking into my crystal ball, it's going to be more autonomous vessels. You may still need a crew to supplement the vessel’s essential functions, but let's say the vessel is going to have its own brain and will be operating and managing its operations to some extent, and obviously in a much greener, environmentally nvironmentally safe way of doing things.

Q A

8 Smarty Mathew John, vice president of Digital Solutions at ABS

One of the diﬀerences between the maritime sector and other land-based industries has been the role of class in assuring safety. Where do you think the responsibility of class should end in terms of assuring diﬀerent digital products and services? SM: Regulation has always lagged a step behind how the industry is adopting certain things. And that's just

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FEBRUARY 2022 | 11

TWO-STROKE ENGINES

BATTERY ECONOMICS LIMIT ESS SCOPE FOR DEEP-SEA SHIPPING

Credit: ForSea

MAN Energy Solutions has issued a white paper evaluating battery technology and how it could be applied on board large ocean-going vessels powered by two-stroke engines. The company concludes that, with the exception of short-sea ro-ro shipping, battery-electric propulsion does not present a feasible alternative to conventional 2-stroke powered shipping at present

Pure-electric solutions are considered and quickly dismissed as impractical, from both a weight and volume perspective, for the majority of ship types considered in the white paper. Techno-economic considerations around upfront battery cost differentials and the need for the replacement of battery cells after 10 years of operation are recognised. The white paper acts as a comprehensive introduction to current battery technology, and introduces the main lithiumion chemistries, and explains why Lithium nickel manganese cobalt oxide (LiNiMnCoO2) is currently most favoured for maritime applications. Some of the main considerations around battery sizing – including the temperature at which the battery system operates, and the effect of charging and discharging patterns on the operational life of the battery are reviewed. While space considerations mean that some phenomena are not addressed (such as the challenge posed by lithium dendrites), the impact of battery ageing and operational limits on ESS specification requirements is addressed. BATTERY MANAGEMENT SYSTEM The white paper introduces the concepts of the battery system, ranging from the individual cell level up to the entire battery level. The differences between power electronics control and the battery management system are outlined, identifying the dual role of the BMS in controlling the charging and discharging of individual cells as well as monitoring the state of charge and system voltage. The role of the BMS in balancing the system to minimise individual cell-level variations in cell voltage as a result of different self-discharge rates and temperatures is explained.

12 | FEBRUARY 2022

8 The ForSea Tycho Brahe and Aurora (pictured) passenger ferries now feature 4,160kWh batteries

This connects with a discussion of the role of the BMS in handling safety considerations, including the detection of faulty cells. The white paper provides an introduction to the causes and potential remedies to safety failures, including the rare but potentially serious thermal runaway issue. MARINE APPLICATIONS Having outlined the composition of battery systems and explained how the BMS system works in practice, the paper touches on a number of different configurations where battery systems are employed. The pure-electric configuration, such as that seen in the 4.1MWh pure-electric Tycho Brahe passenger ferry, operating between Helsingor in Denmark and Helsingborg in Sweden, is described. More relevantly from the perspective of operators in the deep-sea market, the paper discusses the potential applicability of battery systems for deep-sea vessels. The differences between a semi-hybrid diesel-mechanical set up and some of the different full-hybrid diesel mechanical set up are introduced. The white paper notes that the latter arrangement includes a battery in combination with a PTO/PTI attached to a 2-stroke engine. This allows for the battery and auxiliary engines to support the propulsion of the vessel and for the main engine to charge the battery while at sea. Appraising the different combinations, the white paper concludes that the higher system efficiency offered by a 2-stroke prime move directly coupled to the propeller shaft means diesel-mechanical arrangements remain the most efficient arrangement for large ocean-going vessels.

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TWO-STROKE ENGINES By comparison, traditional diesel-electric propulsion is traditionally better suited to vessels with fluctuating load requirements, where the advantages of peak load shaving have the greatest eﬀect.

System level

BATTERY SIZE AND COST FACTORS The white paper also discusses the impact of the C-rate or the rate at which a battery is discharged relative to its maximum capacity. The smaller the proportion of the total capacity that is charged and discharged in one cycle, the longer the battery life, and as a result the more expensive it will be. This difference between different applications, and their impact of battery sizing requirements, is illustrated by comparing the example of a high-power, low-capacity battery system used to power thruster operation during manoeuvres, and a high-energy battery used to power a pure-electric harbour ferry. Aside from the sizing of an individual battery system, MAN Energy Solutions notes that including the weight of cooling, racks, and other ancillary equipment would increase the headline weight and volume of a battery system (see Table 1). While there are differences between different types of systems, and the requirements for air cooled and watercooled systems vary, it is clear that maritime battery systems have larger insulation requirements than batteries for terrestrial transportation applications. Maritime systems also require the installation of cooling equipment, fire detection and fire-fighting equipment. This goes some way towards explaining the price differential seen between battery systems for automotive applications and maritime applications. As of early 2022, MAN Energy Solutions notes that a heavy-duty marine battery system (circa USD500/kWh) while an automotive battery would cost close to USD210/kWh. Looking forward, the white paper challenged the accepted wisdom that a further decline in battery cell prices would lead to substantially lower maritime battery system prices. “Today, the cost of the cells constitutes roughly 40% of the total cost of the battery system… Even if the cell price fell by 75% compared to the current level, this would only correspond to a 30% reduction of the current total system cost.” MAN ES offered USD250/kWh as a potential lower price scenario by 2030. Although efficiencies of scale are expected to lower the cost of power electronics, battery modules and racks as production volumes increase, MAN ES highlights uncertainties about the future prices of key non-ferrous metal inputs, as well as rare earths.

Module level

Credit: Höegh Autoliners

Cell level

Specific weight [kg/kWh] 11-30

7-28

6-24

6-8

Specific volume [l/kWh] 12-38

10-12

7-10

1.5-2.5

Specific price [USD/kWh] 500

200-250

from 50,000dwt up to 320,000dwt, three types of container vessel and a 15,000dwt RoRo. It will come as little surprise to readers that with the exception of the short-sea ro-ro vessel assessed, batteryelectric propulsion does not oﬀer a feasible alternative to ICE-powered shipping at present. When the 5,000 lane metre RoRo was subjected to closer study, it became clear that replacing an existing vessel with a battery-electric alternative would increase the cost of an individual vessel by between 50% (if ESS prices were to decline to USD250/kWh) and 100%, while the slower operating speed would require the addition of an additional vessel to maintain current service levels.

BATTERY-ELECTRIC DEEP-SEA ENERGY CONSUMPTION The report then carefully examines the case for batteryelectric installations aboard a variety of deep-sea commercial vessels, including four diﬀerent types of bulk carrier, ranging

8 Höegh Autoliners’ new Aurora Class-design will feature a large ESS and an ammonia-ready high-pressure dual-fuel MAN B&W two-stroke engine

Pack level

ENERGY REQUIREMENTS DURING PORT STAYS While the charging of batteries with a PTO while at sea could allow vessels to operate with emission-free port stays, the advantages decline as the length of the port stay extends. The average stay for bulkers extends from 36 hours up to 72 hours for bulkers of 320,000 dwt or more. The implications for container vessels are important, given the current proposals under consideration by the European Commission to force container vessels to install battery systems. The sheer impracticability of pure-electric designs for commercial shipping is comprehensively debunked in the report: the white paper drily notes that a 209,000t battery installation on a 14,000 teu would “exceed the cargo carrying capacity of the vessel”. However, white paper outlines the energy requirements to enter and leave port, and finds that both bulkers and container vessel hotel load and propulsion requirements are relatively moderate. The report notes that there are a number of technical issues relating to leaving port on battery power and later engaging the two-stroke main engine. For a typical twostroke engine directly coupled to the propeller, the main engine can be turned/ motored along with the propeller shaft (which MAN estimates would require an estimated 5% of SMCR-power), or the main engine can be decoupled from the propeller shaft. The paper gives the example of the 500 kW of frictional power required to turn a 10,000kW engine along with the propeller shaft, compared with the 1,300 kW required to propel the 82,000 dwt bulk carrier at 5 knots in calm waters. The alternative to turning/motoring the main engine is to use a clutch to disengage it from the propeller shaft. There are two main families of clutches, the first of which requires the shaft to be at standstill when the main engine is engaged, whereas a second, more complex type, allows the engine to be engaged while the shaft is spinning. However, the high Capex costs of clutches can make other

8 Table 1: Specific weight, volume, and price of a large, >1 MWh, heavy-duty marine lithium ion battery as of 2019

8 Container Vessel Energy consumption during port stay

Vessel type

Container

Size

2,500 teu

14,000 teu

20,000 teu

Duration [hours]

Power [kW]

1,200

5,600

8,000

Energy consumption [MWh]

21.6

134

256

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FEBRUARY 2022 | 13

Credit: Hapag-Lloyd AG

TWO-STROKE ENGINES

PEAK SHAVING The white paper assessed the viability of peak shaving which keeps the engine load constant while peaks in the required power are supplied by a battery - for a main engine equipped with a PTO/PTI and a battery. A modelling simulation was carried out using a 6G70ME-C9.5 engine with an SMCR of 15,570 kW at 72 rpm. The mean SFOC was calculated by integrating the total injected fuel mass and the energy delivered by the crankshaft. The integration was performed in an SFOC evaluation window of 100 seconds. The study assessed that transmission and conversion losses in the electric generator and motor, which were estimated at 10% or around 1% of the overall load, exceeded the 0.4% SOFC savings achieved by peak shaving. BARRED SPEED RANGE A separate discussion concerned the potential applicability of energy storage systems to permit passage through the barred speed range. The topic is topical as tankers and bulk carriers are reducing the installed power on board to meet EEDI requirements, reducing the amount of power available to accelerate the shafting and the vessel. The white paper provides a detailed explanation of the potential applicability of an ESS or auxiliary engine to boost the acceleration of the shafting through the barred speed range. MAN ES notes that the in the case of adverse weather conditions, a battery solution would not be able to keep the operational point of the main engine above the barred speed range for an extended period. An alternative option during adverse weather conditions would be to utilise energy from the auxiliary engines to provide additional torque to the shaft via a PTI. BENEFITS OF BATTERY HYBRID SYSTEMS IN THE ELECTRIC GRID The white paper concludes with an overview of the potential application of energy storage systems into the electric grid aboard a deep-sea vessel. The potential for achieving savings by using a battery as a spinning reserve every time two or more auxiliary engines

14 | FEBRUARY 2022

run at constant low load for safety purposes is identified. This can optimise the fuel consumption of the auxiliary engines by increasing the load on the engine by running only one of them. By operating auxiliary engines closer to their optimal load, it increases their eﬃciency, reduces their operating costs and lowers maintenance. Meanwhile, the potential of peak shaving of auxiliary engines (or more) is examined. A battery installed for peak shaving leads to an operating cost reduction from acting as spinning reserve as well, as it will be possible to limit the time during which two auxiliary engines operate simultaneously. MAN noted that introducing a high-power 217kWh energy storage system capable of operating for 15 minutes (suﬃcient to avoid blackouts and to restart a tripped auxiliary engine) in addition to three auxiliary engines would cost USD108,500 at current ESS prices, with a payback period of around 6 years. If ESS prices fall to close to USD250/kWh, the cost of the installation would halve, as would the payback period. By comparison, the commonly assessed solution of replacing an auxiliary engine with a larger capacity ESS would have a higher cost, and a payback period of over 14 years. 8 The costs of peak shaving outweighed the benefits in modelling of the applicability of ESS systems based on MAN's 70-bore ultra long-stroke G-type engine

Credit: MAN Energy Solutions

solutions to reduce the energy consumption more attractive on large vessels

8 Supplying a 20,000 teu container vessel such as the Barzan (pictured) via a shore power connection would require 256MWh of energy per port call

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TWO-STROKE ENGINES

NEW MORE ACCURATE PRESSURE SENSOR The Kistler Group’s new 6041C M8 miniature cylinder pressure sensor represents a new advance for small-size water-cooled cylinder pressure sensors for large marine and stationary engines It incorporates state-of-the-art PiezoStar crystals and yields precise measurement results thanks to improvements to its design and manufacturing process. This versatile, reliable cylinder pressure sensor is the solution of choice for thermodynamic investigations in the engine development process, where overall accuracy is of highest priority. Combustion engines are set to maintain a position in future propulsion concepts for many years to come, but new alternative fuels will challenge engine developers. Kistler has launched a portfolio of highly advanced sensors that provide maximum support for the development process in order to meet this challenge. PRECISE AND STABLE MEASUREMENT The new 6041C miniature cylinder pressure sensor is the third generation of Kistler’s smallest water-cooled sensor (size: M8) and features minimal sensor-to-sensor deviation during combustion pressure measurements. Thanks to the small linearity deviation, engineers are able to yield accurate measurement data at all loads. Improved thermodynamic behavior creates more stable measurements within the operating temperature range of -20 to 350°C, with the sensor recording a sensitivity shift of under 0.2% 50 ± 30°C, even during thermal changes in the combustion chamber. Moreover, its thermal shock error is minimal, ensuring mean eﬀective pressure (MEP) accuracy under all conditions. The miniature sensor features an optimised cooling flow around the measuring g element to enhance its stability over long-term measurements ements and grants a longer service life without losing thermodynamic accuracy over time. The use of PiezoStar crystals, which are grown rown specially by Kistler, also contribute to the pressure ssure sensor’s reliability. They oﬀer exceptional tional measurement stability and minimal temperature erature dependence in demanding environments. The sensors function reliably at temperatures of up to 350°C. C.

uncooled variants 6045A, 6045B and 6044A. The sensor comes with a mounted cable, and optional PiezoSmart sensor detection. Kistler notes that flush mounted installation is recomme recommended to avoid pipe oscillations, while a reduction of the thermal th load can be achieved with an up to 2 mm rec recessed mounting position. The further recessed mo mounting, with a small gas channel in front of the dia diaphragm oﬀers excellent thermal-shock pr protection but can be prone to pipe oscillations. If the sensor must be mounted through the water jac jacket of the cylinder head, it is recommended to us use a mounting sleeve.

A ROBUST SENSOR FOR DIVERSE APPLICATIONS NS Compared to uncooled sensors, water-cooled sensors ensors have the advantage that they can be either recessecessmounted or flush-mounted, even when subjected ted to high thermal loads. Thanks to an advanced measuring suring element coupled with improvements to the production process, they provide measurement ement results with maximum accuracy. These advancess also give the 6041C miniature cylinder pressure sensor ensor higher natural frequency and excellent thermal ermal stability so the sensor is optimized for gas exchange hange analysis tasks. Like its predecessors, the 6041C cylinder pressure essure sensor requires only little space and can be mounted ounted in a sleeve or directly into bore holes starting ng from 12mm diameter. The sensor is compatible for mounting with its predecessors 6041B and 6041A, and the

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8 The new 6041C cylinder pressure sensor from Kistler oﬀers engineers various installation options

HI HIGHEST PRECISION FOR ENGINE DEVELOPERS Ro Roger Leutwyler, Product Manager for piezoelectric cy cylinder pressure sensors at Kistler, comments: “H “High sensitivity, high natural frequency, a low th thermal shock error and outstanding zero-point st stability: these advantages make our new 6041C cy cylinder pressure sensor deliver measurement re results with the highest accuracy. As a miniature se sensor with an M8 mounting thread, it is particularly su suitable for compact multi-valve engines where sp space is limited – and obviously, its benefits also co come into play whenever precision and long-term sta stability are critical factors.” 8 The new 6041C cylinder pressure sensor is compatible with highly advanced combustion engines that require high-performance measurement equipment

FEBRUARY 2022 | 15

TWO-STROKE ENGINES

MAN ENERGY SOLUTIONS INTRODUCES NEW LASER-TECHNOLOGY DRIVE SHAFT RINGS MAN Energy Solutions has qualified a new high-friction ring for the drive shafts of its large 2- and 4- stroke engines. The new rings have a surface texture created by a network of 55 micron pits surrounded by mounds of spatter so that the result resembles a uniform hexagonal array of hole saws. The texture is created using nanosecond-pulsed fibre lasers and then hardened using a chromium-based process developed by Denmark-based TRD Surfaces. “The drive shaft transfers torque from hydraulic pumps to the gear, and the high friction rings perform this function. They are also designed to slip if the torque exceeds a certain level to prevent overload of the gear,” said Dr Jesper Vejlø Carstensen, Senior Research Engineer at MAN Energy Solutions. “The high friction ring ensures this dual functionality but it requires the friction coeﬃcient to be within a certain specific range.” Previously, the rings were textured using a thermal spray coating. This provided less control of the variation in the coeﬃcient of static friction, which should be at least 0.6. If

‘‘

The drive shaft transfers torque from hydraulic pumps to the gear, and the high friction rings perform this function the coefficient is too low, unintentional slippage can occur, and if it is too high, excessive torque can be transferred to the drive train, leading to catastrophic damage to the component. In both cases, significant extra cost is involved as the pumps must be shut down while the drive shaft is disassembled and the ring replaced. After successful laboratory testing, the new rings were mounted on 2 x 3 driveshafts in two different marine engines on ships. The parts performed well, and after 1,500 hours of operation there was no evidence of slipping. “We have achieved a coefficient of static friction of 0.74 (0.6 requirement) and a relative standard deviation of 3–4% as opposed to

13–14% for thermally sprayed samples,” said Carstensen. He anticipates that the new rings will reduce maintenance costs by around 90%. MAN Energy Solutions has now introduced a set of new, more stringent specifications for the part. The previous requirement that the coeﬃcient of static friction be at least 0.6 has been changed to require the coeﬃcient of static friction to be within a range of 0.7 to 0.9. Carstensen notes that while the engines that have the rings fitted are huge, weighing up to 2,300 tons and exceeding 23 metres in length, the new design demonstrates that even details at the micrometre level are important. High friction rings elsewhere on MAN Energy Solutions engines will now be evaluated to see if the new technology will be beneficial. The research behind the development was undertaken by MAN Energy Solutions, Heriot-Watt University in Scotland and TRD Surfaces as part of the SHARK project funded by the European Union’s Horizon 2020 Framework Programme for Research and Innovation. The results were published in Materials..

Meet WE Tech at Nor-Shipping Hall D03-43

16 | FEBRUARY 2022

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BALLAST WATER MANAGEMENT SYSTEM

WORKAROUNDS NEEDED TO COUNTER BWTS SHORTFALLS

Credit: Optimarin

The three-year experience-building phase associated with the Ballast Water Management Convention has resulted in data from 35 Member States and seven other stakeholders, relating to approximately 15,000 ships. The data is currently being analysed by the World Maritime University which will submit a report to MEPC 78 in June this year.

In a submission to MEPC76, Intertanko reported on its members’ experiences, highlighting reports of 10 ports where treatment systems have been unable to operate at optimal levels: Ohio (17 reports), New Orleans, (10 reports), Thames (nine reports), Brunsbuttel (eight reports), Haldia (eight reports), Alaska (eight reports), Rio Grande (six reports), Emden (six reports), Texas (six reports) and Alabama (six reports). MEPC 77 Tore Andersen, Executive Vice President Sales & Marketing at Optimarin, notes that MEPC 77 did not agree on the rules that are needed globally to help ship operators manage this situation. Instead, ship operators must devise workarounds that are acceptable to the vessel’s next port of call. This can include avoiding ballasting operations in water known to be rich in sediment or performing ballast water exchange before reaching the next port in combination with ballast water treatment. If the flow rate of treatment systems needs to be slowed down, this can add significant time and needs to be catered for in voyage planning.

8 Optimarin has a fast-track delivery model to expedite ship installations of ballast water treatment systems

“We save all operational data from our systems in the cloud and have gathered information about water quality in diﬀerent harbours, logging running hours and operation results so that owners can follow their ships and system performance,” says Andersen. “Our OptiLink system helps them to plan operations in the next port and avoid any issues.” The system can be linked via a vessel’s internet connection or via a 4G antenna. It provides a full overview of the entire fleet for shore-based personnel, with KPIs to compare vessel performance, and it’s ready to be incorporated into thirdparty voyage planning platforms. Additionally, Optimarin can provide use it to provide interactive remote support to vessels reducing the need for physical service jobs. FILTERLESS Despite the issues the industry has encountered with sediment-rich waters, some ballast water treatment manufacturers are moving to oﬀer variations of their equipment without filters. For example, Ecochlor’s filterless EcoOne™ and EcoOne™ Hybrid have now recently received United States Coast Guard (USCG) Type Approval.

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FEBRUARY 2022 | 17

BALLAST WATER MANAGEMENT SYSTEM

COMMISSIONING Commissioning testing will become mandatory prior to using a ballast water management system (BWMS) from the 1 June 2022 in line with BWM.2/Circ.70, rev1 to obtain an International Ballast Water Management Certificate. Dimitrios Tsoulos, Regional Sales Manager EMEA at De Nora said: “We believe that the industry will feel the pressure of this as some systems have struggled to meet compliance standards in real life conditions, and some suppliers have struggled to fully support their customers with installation and training needs. These issues will become more critical as faults in the BWMSs or lack of knowledge leave a vessel non-compliant.” De Nora welcomes this step forward as without widespread compliance testing. It was previously possible to underinvest in systems and installations that a shipowner merely hoped would comply with the rules. “As this changes, the whole market is starting to see that buying a poor quality BWMS or service means buying twice – with huge costs associated with rectifying mistakes.” EEXI Tsoulos says that the biggest and most socially conscious shipowners today are acutely aware that solving one environmental issue in a way that causes another is not a viable option – and the impact of ballast water on a whole vessel’s eﬃciency will be tightly monitored by every owner as shipping prepares for Energy Eﬃciency Design Index for existing ships (EEXI) implementation. “This is especially true for larger ships, which is why De Nora’s focus on low energy use and whole life costs for the BALPURE® and Hyde GUARDIAN® systems deliver true value for the environment.” ONE-WAY TREATMENT Langh Tech has introduced an option for one-way treatment for its LanghBW system which reduces the operating costs and required treatment time. For this, filtration and UVtreatment of the ballast water is done during ballasting only. Once the required retention time has been achieved (zero hours in IMO areas, 24 hours at USCG areas), the BWMS can be bypassed and ballast water discharged without any further treatment. This treatment regime can be applied in marine waters with salinity greater than 28 PSU. The one-way treatment option and capability to operate in extremely turbid waters with relatively high flow rate is achieved through Langh Tech’s specially designed UV-C

18 | FEBRUARY 2022

Credit: Langh Tech

Jad Mouawad, CEO of Mouawad Consulting, explains: “Filters are designed to remove large organisms from the ballast water, reducing the need for high UV, high chlorine, high chemical injection concentrations. Removing filters is basically a trade-oﬀ. You either keep it and reduce your consumption in the second treatment or remove it and increase your consumption in the second treatment. “The advantages of having a filter are obvious. It is a mechanical (semi-passive) way of getting rid of most large organisms. It also helps reduce some suspended solids due to an eﬀect called caking, meaning when small particles add up around a pore and block it, even though each one is smaller than the pore itself. But caking is not enough to reduce silt significantly in ballast tanks. Most of it is much smaller than the filter´s mesh size, so it goes right through it. “The disadvantage of a filter is that it adds another layer of treatment that can go wrong, either by clogging or by somehow malfunctioning. It requires maintenance, and it is an expensive product. It also adds significantly to limiting the maximum water flow that can be treated. So, removing it, if the second treatment is enough, is positive in that sense.” 8 An installation of Langh Tech’s specially designed UV-C reactor

reactor. The company is also investigating the possibility of using LED technology instead of fluorescent lamps to further improve energy eﬃciency. PORTSIDE It’s not just shipowners that are facing challenges. In a submission to MEPC77, Canada described its research which indicated that treated ballast water samples taken by researchers did not consistently meet the D-2 performance standard for organisms greater than 50 microns. They trained inspectors to take samples and found that they still needed additional support and didn’t have time to conduct the testing given the other compliance instruments they had to deal with relating, for example to crew welfare and safety equipment. The testing also resulted in one to three cubic metres of water that couldn’t always be disposed of via the ship’s bilge. Using indicative testing equipment also required extensive training, and Canada concluded that the devices could only be useful for enforcement in cases of gross non-compliance. TREATMENT-AS-A-SERVICE Monstrant Viam and Bawat Technology Services has created a company, Freedom Ballast, to introduce ballast water reception and treatment-as-a-service for US ports. William H. Burroughs, Founder and CEO of Monstrant Viam, highlights that, as well as existing practical and regulatory hurdles, a two-year regulatory development phase is soon to begin under the US Vessel Incidental Discharge Act (VIDA). Importantly, there is no experience xperience building phase for US discharges, s, he says. The USCG regulations and US EPA 2013 VGP are enforced with no learning ning curve. “Our plans are based on n the US EPA 2013 VGP and USCG’s regulations gulations (33 CFR 151 Subpart D) that allows discharges to a shore facility or another vessel for the purposes of treatment. The burden forr compliance ific US state is transferred to the specific which issues their permitss based

8 William H. Burroughs, Founder and CEO of Monstrant Viam

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22 NOV Hamburg 24 2022 Germany

2022

CALL FOR PAPERS – SUBMIT YOUR ABSTRACT NOW! Submissions are now open for the 2022 Propulsion & Future Fuels, the leading international conference on powering shipping’s emissions-cutting ambitions.

Abstracts are being accepted in the following categories: • Batteries and Hybrid energy for big ships. • Digitalization – Cyber security risks / Route Optimization / )MKMXEP XSSP *ǲGMIRG] 1IKEPMX] )MKMXEP 8[MR • Multifuel engines. • Ammonia – Implications on other machinery and technologies / Safety rules. • Methanol – Implications on other machinery and technologies / Safety rules. • eFuels - Synthetic bunkering / Incoming taxes & levy’s. • Fuel Cells as a solution for generator sets or auxiliaries. • Regulatory changes to the 2030/40 IMO targets. • Regulatory drivers – What to do with the old vessel / How are new vessels funded? Ʒ (EVFSR 1IZ] Ʒ 7IXVSǰX WSPYXMSR Sponsored by:

Supported by:

Abstracts should be no more than 250 words and should be sent, with a biography of the speaker, headshot photo and logo, to conferences@propulsionconference.com The deadline to submit a paper for the 2022 Motorship Propulsion & Future Fuels Conference will be 18 March 2022. For more information please visit: propulsionconference.com Contact: +44 1329 825 335 Or email: conferences@propulsionconference.com #MotorshipPFF

Organised by:

MOTORSHIP

THE

MARINE TECHNOLOGY

BALLAST WATER MANAGEMENT SYSTEM on the EPA’s National Pollutant Discharge Elimination System (NPDES) at the state level.” The Freedom Ballast service offering will start in the Mississippi Delta in Louisiana where an operating permit is pending. BACKLOGS Some equipment manufacturers have pointed to the installation backlogs that could impact shipowners’ ability to be compliant with regulations. Kim Tervonen, Product manager for Langh Tech, says one of the greatest challenges at present lies in the interface layer of different industries and actors. “The increasing raw material, manufacturing and logistical costs together with prolonged lead times can make it more difficult for BWMS manufacturers, yards and shipowners together to fulfil the D-2 standard on time before the IOPP renewal of the subject vessel, which may cause some regulatory issues.” Valve specialist W&O estimates that there are still over 15,000 BWTS installations outstanding, a sizeable proportion of the global fleet. The world’s supply chain sector’s current issues make sourcing parts at short notice challenging, and as owners and operators rush to obtain the required marine valves, actuated valves, pipes and fittings, there is a risk of becoming trapped in a bottleneck, where necessary ship parts cannot be sourced on short notice, says Kristof Adam, General Manager Europe, W&O. “It is not uncommon for unsuitable parts to be ordered hastily at a low-cost from local or unreliable suppliers, and on an ad hoc as needed basis. Not only does this make the equipment more costly, in doing this, shipowners and operators risk buying improper equipment and ending up with non-compliant assets, unused pipe, valves, and fittings.” A vital supply agreement can aid yards in pitching and completing the backlog of conversions, and combat the demand by ship owners and charterers. Konstantinos Dimopoulos, International Sales Manager at ERMA FIRST says: “There have been a lot of projects that have been planned and executed well, and the installations have been operating brilliantly for the shipowners concerned. However, as we are progressing now towards the end of the implementation period of the Convention, things are becoming more rushed, and there is a concern that the installations themselves may not be well managed. This can obviously impact the quality of the project.”

RIDING SQUADS Due to the current spike in freight rates, BIO-UV Group is fielding more enquiries for in-service installations using dedicated BIO-SEA flying squads. Maxime Dedeurwaerder, Business Director – BIO-SEA, says there is a noticeable trend for shipowners looking to work with a limited number of business partners during a retrofit project, and to be fully supported along that process. Coinciding with the introduction of digital modelling services, BIO-UV Group has also updated all versions of its UV technology-based BIO-SEA systems to ensure compatibility with GPS data acquisition. “This is a new feature we are providing in anticipation of possible future regulatory requirements,” Dedeurwaerder said. Additionally, BIO-UV has introduced a new reactor design. The previously approved BIO-SEA B-Series incorporates a mono-lamp reactor, and several ‘B’ reactors need to be mounted in parallel to reach high treatment rates. This requires specific manifolds for hydraulic balance, which can take a significant footprint. The new BIO-SEA M-Series, however, is based on multi-lamp reactors, equipped with two-to-seven lamps in a single chamber, allowing a more compact design for the same capacity of treatment. A maximum of two reactors are installed in parallel. The BIO-SEA M-Series system has been specifically designed to optimise the footprint and installation costs of a medium flow rate ballast water treatment system. Available as a modular or skid system and with fewer piping components, the company says it is available with a short lead time. RE-RETROFIT DESMI Ocean Guard’s order book spans well into 2024. “These are both retrofit and re-retrofit solutions. The latter is the replacement of existing ballast water systems that do not live up to the latest requirements or that can no longer be serviced because the supplier is no longer on the market,” says marine engineer, Bjarne Nørgaard Krogholm, Team Leader at DESMI Ocean Guard. Regardless of the challenges, the industry must be ready to meet IMO requirements for ballast water treatment by 8 September 2024. 8 Ko Konstantinos Dimo Dimopoulos, Inter International Sales Mana Manager at ERM ERMA FIRST

IN-TANK SOLUTION ERMA FIRST has added to its family of ballast water management solutions with oneTANK, the world’s smallest ballast water treatment system. The system’s footprint is 600mm x 600mm two square feet. It is IMO and USCG compliant and is suited to smaller vessels such as superyachts, fishing vessels and workboats, for vessels with limited ballast requirements such as semi-submersibles, and for larger vessels’ aft peak tanks. oneTANK refers to an in-tank, bleach injection treatment process for ballast tanks up to 5,000 cubic meters that is neutralized prior overboard discharge. Specifically, the system treats ballast water within the vessel’s ballast tank(s) and uses an 8.5% or 12.5% sodium hypochlorite (bleach) and 30% sodium thiosulfate solution (neutraliser) – common chemicals that can be purchased from chemical suppliers worldwide. No 3D laser scans are required to integrate the system as it is typically accommodated in the closest void area to ballast tanks in the engine room, bolting it in place and simply connecting directly to the ballast tank(s). This reduces piping complexity as the system is not dependent on the vessel’s ballast pumps for operation.

20 | FEBRUARY 2022

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BALLAST WATER MANAGEMENT SYSTEM

EFFECTIVELY NAVIGATING THE BWMS QUAGMIRE Shipowners considering ballast water installations in 2022 should beware backlogs at yards, and bear in mind challenging water conditions and Shanghai Test results when making decisions, Mark Riggio, Head of Marine at Filtersafe tells The Motorship From 8 September 2024, vessels are required to have a ballast water management system (BWMS) that can treat invasive aquatic species consistently and effectively. This is in line with the D-2 standard for the implementation of the International Maritime Organization’s (IMO) Ballast Water Management (BWM) Convention. While 2024 might still seem like a long time away, choosing an appropriate BWMS and filter for your vessel’s unique operating profile takes time. Proper planning, installation, certification and training must all be done prior to operations too. Moreover, with International Oil Pollution Prevention (IOPP) Certificates due this year, and installation and retrofit bottlenecks expected in shipyards, 2022 will be a critical year for BWMS installations. In a recent webinar, using readily available class society data, a marine engineer from Exponent International stated that only about 1/3 of the existing fleet has a BWMS fitted. Therefore, in order to be compliant with BWM Convention regulations, 15,000 systems need to be fitted in 2022. Shipyards simply won’t have capacity for those trying to fit systems at the last minute. Plus, if demand for shipyard spaces exceeds supply, the prices will increase, increasing OPEX costs. Therefore, it is important to make informed decisions now. CHALLENGING WATER CONDITIONS Whether a vessel will encounter sediment-rich waters should influence a BWMS purchaser’s decision. Planning for these conditions will impact the quality of system required and therefore CAPEX costs. While failure to effectively plan for these waters will greatly impact OPEX costs. Many ship operators are experiencing clogging problems with their BWMS in areas with high levels of total suspended solids (TSS), such as Shanghai or Hamburg. These result in costly disruptions, often damage to the BWMS and filter, and exposure to the substantial risks of regulatory non-compliance. There have been some cases where operators have decided to retrofit high-quality filters as a pre-filter to their current system. Similarly, there have been interesting cases where filters have retrospectively been added to a filterless system for operations in challenging water conditions. As a result, regulatory compliance is assured while disruption to operations is eliminated. However, this approach is no substitute for fitting an appropriate BWMS with a highperformance filter from the outset, which remains the most cost-efficient option. NO BLANKET EXCEPTIONS MEPC 77 merely reinforced the status quo when it comes to ballast water management in ports with ‘challenging water conditions’ and there are no blanket exceptions or bypassing of systems for ships operating in these locations, nor should operators expect them. Exceptions would allow low-quality systems to be by-passed in less-than-ideal ballasting conditions. There is no real basis for this. It’s contrary to the

22 | FEBRUARY 2022

environmental aims of the Ballast Water Management Convention (BWMC). It’s also against the UN Sustainable Development Goal 14 Life Below Water. Some will try to seek exemptions on a case-by-case basis, which is a risky, short-term approach which will require time spent, and therefore money spent, negotiating with the port on current water quality and compliance. The logical option is to ensure that you are buying an appropriate BWMS and filter from the outset. There is suﬃcient technology and equipment available on the market today to meet the operational challenges posed by challenging water conditions. CAPEX costs may be marginally higher, but OPEX costs are much lower. Operational delays and disruption are minimised, maximising trading time and providing a competitive advantage.

8 Mark Riggio

THE SHANGHAI TEST The Shanghai Test was developed to promote an advanced understanding of how a BWMS performs in real waters. Purchasers should look for a BWMS and filter that has not only passed the Shanghai test, but exceeded its requirements, as results show how well a BWMS and filter work in sedimentrich waters. They should look for three main results. Firstly, the filter’s clog percentage in relation to the TSS load. Secondly, that realistic outlet pressures were used in the test. Thirdly, that the filter screen cleaning time is eﬃcient. Selfcleaning capabilities can drastically reduce cleaning times and also reduce OPEX costs. Manual cleaning, and stopping operations to do so, takes time, crew attention and opens up compliance issues. To summarize, 2022 is a critical year for BWMS installations. Challenging water conditions and Shanghai Test results are just two of a myriad of considerations that purchasers must account for. However, when factoring in the additional OPEX costs associated with operational and regulatory issues, the case for a high-quality filter is clear.

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THE JOURNEY IS THE DESTINATION The former ceo of The Fjords, Rolf Andre Sandvik, plans to upend the northern European luxury cruise vessel market with a zero-emission luxury cruise concept, he explains to The Motorship The underlying concept behind Sandvik’s new venture, Northern Xplorer, is that the next generation of high-end, climate-conscious travellers looking for more personalized, intimate travel will be attracted by luxurious experiences delivered with a minimal environmental footprint. At the heart of the concept, Sandvik plans to operate up to 14 zero-emission vessels, capable of accommodating up to 300 passengers in 150 cabins, along with a crew of up to 100. When asked why he had decided to promote such a mould-shattering design, Sandvik responded that “it had been my aim to prove that zero-emission was possible since we started The Fjords project with the Vision and Future of The Fjords and later Legacy of The Fjords battery-powered sightseeing boats coming into service.” “When we signed a contract for the first ship in the Vision series, some of our technical engineers and, indeed, other shipbuilders, were a bit sceptical. But together with the shipyard, suppliers, class and the authorities we worked through the challenges and got it done, and the vessels have proved enormously popular oﬀering emission-free trips in world-heritage scenery.” Each of the Northern Xplorer vessels will measure up to 130 metres, with a beam of 22 metres. The vessels have been designed in close collaboration with ABB Marine & Ports, which previously collaborated with Sandvik on the Vision of the Fjords project. The vessels have been designed by the west coast of Norway-based Multi Maritime AS, which as a relative newcomer to cruise vessel design, and has brought a fresh eye to every detail. While the process of obtaining classification society approval for the design was about to begin shortly, Sandvik noted that Multi Maritime had previous experience working with the Norwegian Maritime Authority (NMA) on other hydrogen-propelled designs. While the vessels’ design is expected to challenge existing norms of how a cruise ferry should look, they are expected to make a virtue of slower operating speeds. “We are turning [the existing model] upside down and cruising during daytime and doing short stops on the shores… and then coming into port at night or in the afternoon,” says Sandvik. Operating at zero emissions will lead to lower operating speeds “of around 10-12 knots”, although the vessels will be capable of reaching 17-18 knots when operating at full speed. Interestingly, Sandvik notes that the slower operating speeds are also integral to the business model. “When it comes to energy consumption, we estimate that our operating costs will be under 10% of those of comparable ships, based on energy prices in Norway”. HYDROGEN PROPULSION The propulsion system incorporates hydrogen-fuelled PEM fuel cells, which will be supplied by compressed hydrogen stored in a specially designed containment system located in the hull. However, Sandvik notes that the size and specific

24 | FEBRUARY 2022

type of PEM fuel cell is not likely to be finalised until shortly before the final order for the vessels is submitted. Sandvik notes that the first vessel will also hopefully include an innovative test pilot for an onboard hydrogen electrolyser, which will allow renewable energy from the vessel’s energy sources to be converted into hydrogen, or to recharge the onboard energy storage system (ESS). The exact capacity of the ESS is still being refined. The design also includes a photovoltaic system, as well as what Sandvik believes will be the first installation of grooves running along the side of the hull to capture wind energy. “The renewables element will not generate that much power at the beginning, but it's an exciting area to start a pilot and see what's feasible.” The first vessel is expected to enter service by early 2025, shortly before zero emission regulations enter into eﬀect in Norway’s heritage fjords in 2026. The construction of each vessel in the series is expected to take around 24 months, and negotiations with potential shipyards is continuing. “It's very natural for us to explore options in Norway first, and then go to Europe. Chinese or Asian yards don’t yet have the same knowledge of zero-emission technologies, although I expect that to change in the future.” Sandvik adds that he hopes to be able to take a collaborative approach towards sharing insights. “Cooperation between competitors is always for the best. That way we can develop new markets and new technology at less cost for everyone. Open innovation has always been and will continue to be my mantra.”

8 Rolf Andre Sandvik

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THE ARRIVAL OF ALT FUELS WILL EXPAND THE USE OF BATTERIES “We expect to see ESS systems installed on every vessel powered by alternative fuels in future”, Corvus Energy’s Chief Commercial Officer Halvard Hauso tells The Motorship When Corvus Energy’s CCO Halvard Hauso spoke to The Motorship in early February, he was in an ebullient mood. . The long-awaited upswing in the market for maritime energy storage systems (ESS) is beginning pick up pace. The overall market for maritime ESS solutions is expected to more than double in 2022, and will double again before the end of 2024. As the market leader in supplying ESS systems, Corvus was also expecting to benefit from the growth in the market. “We had a great year for sales in 2021, and expect our sales to double in 2022. If all goes to plan, we expect our sales to double again by 2024,” Hauso said with pride. Looking back, Hauso noted that it was only six months since the 500th vessel or application sale, which had been achieved in just 12 years. “But if you imagine how many vessels there are in the world, 500 is just the beginning compared with the 60,000 or so vessels in the global fleet. There is a lot to do.” CORPORATE INVESTMENT The company is in the middle of an expansion to locate sales staff close to growth markets in order to meet the upcoming demand. There are around “15 to 20 countries” around the world where the green shift has arrived where Corvus needs to be. “We have just opened a joint venture in Japan with Sumitomo. We have opened in Singapore. We have opened in Florida, in addition to Seattle. And we have opened in Denmark, and we are just about to open in the Netherlands.” Technical sales support was available in the Americas, Europe, Singapore and Japan. A DIVERSIFIED PORTFOLIO The company’s product portfolio was also being expanded, Hauso noted. Corvus’ existing range of different ESS systems had been developed with different operational requirements in mind, once its experience in installing systems had illustrated the limitations of a “one size fits all approach”. “We have a portfolio of four main batteries, and one is operated for fast charge and discharge, one is for volume based that we can get a lot of energy into a small space, while the last two are optimised for weight. So, and by doing that we can optimise for any vessel, as it is today.” Hauso continued: “If you're going to put a 25 MWh [ESS] into a 70-metre offshore supply vessel, [it] needs to do something else as well. So that's why we developed the Blue Whale battery”. PROGRESS ON FUEL CELL SOLUTION Hauso was just as keen to talk about the company’s progress in its innovative hybrid PEM fuel cell and ESS solution. The development project was launched in 2021 and seeks to develop marinized hydrogen fuel cell systems (based on world leader Toyota’s existing PEM fuel cell, which was developed for automotive applications.) The Project is a

26 | FEBRUARY 2022

significant undertaking: there is a team of engineers working on the project at Toyota, while Corvus has hired a team of 20 people to ensure that the system can be safely installed below deck on a vessel. “We are currently in the process to receive the approval in principle from DNV on the inherently gas safe fuel cell system. We aim to complete the class approval processes and have sailing pilots in 2023 and commercially available hydrogen fuel cell systems in 2024”

8 Halvard Hauso, CCO of Corvus Energy

MARKET DEVELOPMENTS Returning to the market, Hauso noted that while ordering behaviour was changing in several different vessel segments – “the adoption rate is picking up really fast” – some vessel segments were shifting towards battery-hybrid propulsion more rapidly than others. Hauso gave the example of the tug market, which had seen the rapid adoption of ESS systems and the first orders for fullelectric tugs. “We now have close to 10 full-electric tugs, I think – and I would expect to see the majority of harbour tugs ordered with either full-electric or hybrid systems in future.” “Because of the size of the tug market, and the number of orders placed annually [300-350], the shift towards hybridelectric is significant for us”. In addition to the expansion in the number of battery installations, the size of the battery was also increasing Hauso said, citing a recent order from Crowley for a tug with a 6MWh+ ESS. ZERO-EMISSION SOV AND CTVs Looking beyond the harbour tug market, Hauso identified the offshore wind market as a growth segment. “We expect demand for zero-emission SOVs and CTVs for the offshore

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HYBRID PROPULSION

8 Corvus Energy’s management team for the marine fuel cell development project is negotiating approval in principle from DNV on the inherently gas safe fuel cell system. We aim to complete the class approval processes and have sailing pilots in 2023,” Halvard Hauso told The Motorship

wind segment to increase in the coming years. I think it will become one of the largest segments in our portfolio because of the pressure for zero-emission vessels to operate out in the wind park”. If offshore electrical charging [at wind farms] becomes commercially viable, customers could charge pure-electric vessels close to the offshore wind farm. The size of the ESS installation which could reach 20-25 MWh battery in a relatively small vessel, and the growth of the market means that this is expected to become an increasingly relevant market segment for Corvus in the coming years. Hauso added that naval architects note hydrogen-fuelled fuel cells could provide baseload for zero-emission crew transfer vessels. The advantage of combining the PEM fuel cell with an ESS is that the ESS could provide peak shaving or load levelling, minimising the requirement to ramp up output from the fuel cell. “We know it is more efficient for both PEM and SOFC fuel cells to minimise load ramps, so there is a natural compatibility between batteries and the fuel cell systems.” SHORT-SEA DEVELOPMENTS Turning to larger vessels, Hauso noted that the market was prepared for the introduction of shore power charging requirements for Ro-Ro and Ropax vessels in Europe. “The market is really active: the demand for zero emissions while alongside in port and zero emission during the last leg in and out of port has risen sharply.” While ESS systems offer a solution for larger vessels to satisfy these requirements, “the upcoming introduction of OPC requirements will definitely increase demand for energy storage,” Hauso notes. This was an example of where regulation was encouraging ship owners to invest.

ALTERNATIVE FUEL DEVELOPMENTS Hauso concluded by discussing some of the new areas where battery technology has begun to gain a foothold. The cruise vessel and expeditionary vessel segments remain interesting, ESS systems are particularly well suited to the lower hotel loads typically required by expeditionary vessels. “Our first large cruise vessel conversion will be completed this year. We got the order late 2019, but installation has been postponed due to Covid-19. The pure car and truck carrier (PCTC) market represents a separate interesting niche. “We have sold batteries to a couple of PCTC vessels where they support the main engine and ensure that they have a more optimum operational profile on their auxiliary engines.” The solution is particularly applicable to the operational profile of PCTCs, where some of the gensets are only required while loading and discharging the cargo. Similar progressive shipowners have also identified the opportunity to optimise power consumption on chemical tankers, for example. “By operating a main engine with a PTO, the bowthruster can be powered by the main engine rather than an auxiliary. The battery oﬀers redundancy if there is a problem with the PTO, they have a battery pack that will take over until they can start up the auxiliary.” Hauso added that there were even greater advantages for vessels powered by LNG or other alternative fuels. “Because the ESS helps to minimise the use of the 4-stroke LNGfuelled auxiliary engines, the ESS can help with load ramping issues.” These issues will be seen with any of the alternative fuels that are coming. “All of them will have a need for a battery in the future”.

New hire highlights sectoral impacts Corvus Energy’s new Senior Vice President Global Regulatory Affairs, Kolbjørn Berge, noted that regulatory pressures were also affecting other short-sea vessels. “The new government in Norway is finalising plans to force domestic shipping to cut their emissions by 55% towards 2030. This will impose requirements upon offshore vessels and also aquaculture segment to introduce low or zero emissions solutions.” The regulation will have far-reaching

effects on Norway’s aquaculture market, t, as well as upon its offshore oil and gas sector. tor. “The measures will affect approximately y 2,000 vessels in Norway’s aquaculture sector.” Berge noted that the regulatory situation remained fluid. “We are not completely certain about how the rules will be developed. The only thing that's certain is that the environmental requirements will become stricter,”

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8 Kolbjørn Berge, Senior Vice President Global Regulatory Aﬀairs at Corvus Energy

FEBRUARY 2022 | 27

HYBRID PROPULSION

CROSS-CHANNEL MERGER TO EXTEND REACH Toby Mumford of Wight Shipyard Co. discusses two major orders for battery-hybrid ferries, and the implications of regulatory changes, and an upcoming merger

8 Uber Boat by Thames Clipper

The decision by Uber Boat by Thames Clippers to award Isle of Wight-based boatbuilder Wight Shipyard the contract for two battery-hybrid fast passenger ferries in January 2022 was a vote of confidence in the yard. Wight had previously supplied three catamarans to client since 2017. Mumford cited Wight’s previous experience with smaller hybrid vessels – such as a 9 meter-long patrol boat, “which was our demonstrator project”, as well as the world's first hybrid surface-eﬀect CTV, as learning experiences. “What's nice about building these two Uber Boat by Thames Clipper hybrid vessels, is that they'll be our first hybrid ferries. So, we're taking the experience we’ve gained in the small patrol boat and the CTV and applying everything we've learned from that to ferries, which is our core business.” The vessels will be powered by MAN Energy Solutions’ 4-stroke engines with an integrated SCR, which will ensure Tier III compliance. A compact energy storage solution being used for peak shaving outside the central London emissions control zone. “The engines can be used to recharge the batteries outside the zone, and then the battery system can be used to power the vessel when the vessels are operating within inner London’s ultra-low emissions zone.” The vessels are expected to spend around half their time within the ultra-low emissions zone. Mumford noted that a full-electric solution was impractical because of the length of the route, which can extend up to 24 piers during the rush hour between Putney in London’s southwest and Woolwich downriver to the southeast. The decision to opt for a hybrid solution had been dictated by the fast river ferries operating pattern of repeated short stops. “The other thing is through central London, the infrastructure for charging, high speed charging, every single pair just isn't there at the moment.” The two factors prevented Uber Boat by Thames Clippers from specifying full-electric propulsion. However, other projects were under consideration in the UK, including a potential full-electric cross-river Thames ferry project. “That is a project that, subject to the feasibility study, looks very possible to do with today's technology, which would be really exciting.”

28 | FEBRUARY 2022

Mumford noted that the Uber Boat by Thames Clipper project was interesting as it would be the first zero emission passenger vessel operating in central London. “I think Uber Boat by Thames Clipper needs to be commended on the fact that they are a private company who are getting on and pushing the possibilities of hybrid and future propulsion technology without being pushed by the government. They're getting on and doing it.” “Building a hybrid vessel is significantly harder than building a fully electric vessel, because you've got all the complexities that come with internal combustion engine, as well as the electric propulsion side and the battery management system. So, these hybrid projects set us up really well to build fully electric vessels…” Looking at the commercial situation, Mumford noted that the market was very bullish, with a strong pipeline of upcoming orders on the ferry side. “Lots of the interest is coming from export markets that are not being driven by regulation, outside Europe”. Within Europe, there are a number of countries with ageing fleets, where we expect to see fleet renewal orders in the coming period. TWO BECOMES ONE Mumford confirmed that the owners of the privately-held France-based shipbuilding group OCEA and Wight’s owners had agreed to a merger between the two groups. The deal is scheduled to complete by March 2022. The agreement will extend the scope of vessels produced by Wight, which specialises in aluminium high speed ferries, while OCEA has a strong track record in the, multipurpose workboat and smaller passenger vessel markets. Like Wight, OCEA has a strong focus on export markets, and operates small facilities in the Caribbean and the Philippines. Mumford noted that the two companies had complementary skill sets, and had gained experience working together during the design phase of a few previous projects. Wight’s plans to expand its production facilities, and expand its workforce on the Isle of Wight. “I think the exciting thing is OCEA has… quite big plans in the UK. And we'd like to like to see our footprint increase, which will mean more jobs for UK workers on the other side.”

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HYBRID PROPULSION

HYBRID SYSTEMS OFFER PROPULSION OPTIMISATION Hybridisation does not in itself change propulsor choices, but it does offer opportunities for design optimisation, Wendy Laursen hears Hybridisation is accelerating in all vessel segments, including very large ships including PCTCs, tankers and container vessels. “Given the uncertainty around operational profiles and power sources in the future, propulsion trains in all vessel segments will be further electrified, whether with a PTO/PTI solution or by moving from diesel-mechanical to diesel-electric,” says Dr Torsten Büssow, Director Electrical & Power Systems, Wärtsilä Marine Power. “Any optimisation opportunity will be taken onboard, and hybrid will be a choice for many, not only reducing installed power but also optimising the operation of the propulsion train and allowing for zero emission operation, for example close to ports and populated areas.” Optimisation is important given the uncertainty around future operational profiles, power sources and fuel costs, and reducing fuel consumption by lowering installed power and optimising operations will become even more important as the industry moves into alternative fuels which are likely to be more costly than today’s fuels. However, hybridisation does not change propulsor choices, he says. “If you take a diesel-electric propulsion system as an example: because an electric motor provides constant high torque across all speeds, you can optimise the fixed pitch propeller (FPP) design for a wide operational range rather than focusing on a narrow speed/draft point. “But if a large diesel-mechanical propulsion system has a FPP, the same system with a PTO/PTI hybrid arrangement will also use an FPP. If a smaller version would have a controllable pitch propeller (CPP), it would also do so with a hybrid system, and if you need station-keeping, you will opt for thrusters regardless.” Büssow says the most important piece of technology in a hybrid system is the energy management system, the control software that optimises the propulsion system on a microsecond level. It is this that ensures that the fuel savings promised by hybridisation are delivered. “Shipowners should be sure to choose energy management systems that truly optimise efficiency during operation. Many off-the-shelf systems do little more than turn the battery on and off.” Helge Asle Lundeberg, Managing Director of Brunvoll MarEl AS, says that for hybrid configurations it is important to have flexible propulsion configurations so you are able to achieve dynamic optimisation depending on vessel operation/mode and other external impacts like weather, current, etc. “With a CPP system and advanced gearbox configurations you are able to optimise propulsion efficiency for any speed and mode of the vessel.” He says the operating profile is the most important parameter to consider. This will determine the optimal system for everything from propeller design to battery sizing and charging solutions. “The propulsion system is normally the largest energy consumer on a ship. For pure electric propulsion the energy is limited due to the energy density of the battery systems. Therefore, propulsion efficiency in electric systems is crucial. We have placed a strong focus on

30 | FEBRUARY 2022

8 Torsten Buessow

developing efficient propulsion system configurations, including the Brunvoll Counter Rotating Propulsion System.” Asbjørn Halsebakke, Manager, Technical Solutions, Marine at Yaskawa Environmental Energy / The Switch, says that with full electric or battery y hybrid vessels it is important to have very efficient propulsion sion for all different load profiles. “Energy storage does cost a bit of money and it has therefore fore a much bigger impact if you have an efficient propulsion system that can increase the total efficiency.” However, the choice between tween FPP and CPP depends on the vessel type and operation profile. With The Switch DC-Hub, C-Hub, the installation can easily be rebuilt to make a more environmentally friendly vessel or convert a fully electric vessel to a fuel cell powered vessel. “For fully electric vessels, essels, a DC-Hub is definitely the best solution. ion. Good energy distribution, higher efficiency ency and easy to control. For battery hybrid d vessels, it is a bit more complicated. With big AC loads, like a reefer vessel, it might be better to use AC switchboard and shaft generator, with batteries and thrusters connected nnected to a DCHub and auxiliary generators ors connected to the AC switchboard together gether with the reefer loads. But all off this needs to evaluated according to the operation profile and load profile. “We always work closely ly together with system integrators, ship designers, ship operators and shipownerss to design the best possible solution for today and for the ldren will have a future – so that our children better place to live.”

8 Asbjørn Halsebakke

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HYBRID PROPULSION

UK FUNDING FOR GE MULTI-MW INTEGRATED DRIVE PROJECT The initiative is co-funded by industry and Driving the Electric Revolution, an ISCF Challenge delivered by UK Research and Innovation. The latest phase of the challenge, Supply Chains for Net Zero, focuses on strengthening critical PEMD capabilities that will help to enable industrial decarbonisation. The maritime sector is one of the sectors that are turning to electrification technologies to meet their growing demand for electric power and to enable the reduction of greenhouse gas emissions. Despite their scale, these marine and industrial applications often have significant space constraints that limit integrating new, high power electric microgrid equipment, like electric motors and advanced power electronics (PE), and new cleaner energy sources. One project, led by GE, is looking to apply novel production techniques and technology used in low voltage, high volume power electronics (PE) to multi-MW, high power applications. The project will investigate the obstacles to full commercial exploitation of an integrated drive for multi-MW solutions, in other words, where a convertor-motor is physically integrated with an electronic commutator solution, rather than connected via a cable as at present. The Motorship notes that the research is applicable to converter and motor arrangements in both full-electric and full-hybrid diesel-electric installations. Conversion losses represent a significant proportion of overall losses, within which switching losses at a semiconductor level contribute. The project includes the participation of UK based semiconductor manufacturer, Dynex Semiconductor, which has a track record of improving system efficiency in PE applications. Project participant Dynex Semiconductor previously participated in an EU funded Horizon 2020 project to develop a Silicon Carbide (SiC) based multilevel power electronics module for an aviation motor drive. It has also employed Insulated Gate Bipolar Transistors (IGBTs) that are optimised for different operating frequencies.. Leaving aside potential semiconductor level advances, GE notes that integrating the power electronics and electrical machines into a single housing will permit increased power density, and a reduced overall footprint, as well as overall system layout flexibility and cost. GE estimates that this offers the potential to reduce total system power density by up to 50% and weight by up to 25%, with additional added value creation for customers in freeing up space for operational use. GE Power Conversion’s Managing Director in the UK, Andy Cooper explains: “Through transformative improvements in power density, we can help customers in the transition to electrification and decarbonization. It’s an excellent opportunity for industry’s investment in next generation technologies to be accelerated through UK government support, and for the UK supply chain to continue to be worldrecognized for its expertise”. The University of Nottingham’s Driving the Electric

Credit: University of Sheﬃeld

The UK Research and Innovation (UKRI) body has awarded £16.7 million to a number of projects focused on improving the self-reliance of Britain’s power electronics, machines and drives (PEMD) supply chains

Revolution Challenge Director, Dr Will Drury said: “These projects form a vital part of the UK’s green economic recovery from COVID-19. By focusing on growing the capability of the UK PEMD supply chain and manufacturing we aim to make the UK a global leader in the manufacture of core technologies which underpin electrification. This is crucial in helping the UK reach net zero by 2050.” The two-year project involves the redesign of power systems, system integration, and the transformation of manufacturing processes related to megawatt scale integrated electrical machines. The project will also investigate the supply chain aspects of the solution. Work will be carried out at GE’s systems and manufacturing facilities in Rugby, UK, and its dedicated land-based marine test, emulation and innovation facility, MPTF, in Whetstone, UK. Partner facilities include the Power Electronics and Machines Centre at the University of Nottingham, which opened in March 2021. A second project led by Ricardo UK has been developing a rare-earth magnet-free electric motor concept with aluminium stator windings, which retains the key attributes of magnet-rich motors. The goal has been to create technology which is robust, costs less than current products and reduces lifecycle impact by eliminating the use of scarce resources – up to 12kg of rare earth metals – and also high acidification materials, such as copper, without impacting motor function or quality. The project is expected to enable the UK to scale motor production and transition to electrified transport while reducing the impact of changes in international markets.

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8 Project participant Dynex Semiconductor previously participated in an EU funded Horizon 2020 project to develop a Silicon Carbide (SiC) based multilevel power electronics module (pictured) for a aviation motor drive

FEBRUARY 2022 | 31

REGULATION

THE DEVIL LIES IN THE DETAIL FOR SHORE POWER While the exact scope of the proposed legislation will need to be finalised, the proposal raised concerns about a number of technical issues. Existing installations have not been standardised, leading to variety of diﬀerent details, while there has been little discussion about the funding mechanism for future additions. At the moment, about 30 ports in the EU and European Economic Area (EEA) have onshore power supply (OPS) facilities. However, the voltages and maximum power that is available varies between them and power grid capacity can limit the power that is actually available, according to European Maritime Safety Agency (EMSA) “If we estimated that a cruise ship may demand more than 10 MVA when operating using onshore power, some areas where these ships call may require significant infrastructure investment to support this,” said Matthew Williams, Decarbonisation Strategy Manager at Lloyds Register. The Trans-European Transport Network (TEN-T) guidelines “emphasises the potential that exists for the shipping industry’s emissions to be reduced significantly by means of investments in port infrastructure that support the use of alternative fuels and the transition to battery charging and power supply while vessels are at berth.” This points out that such investments should be given particular priority as a way to promote multimodal transport based at ports. and asks the Commission to further develop the financial instruments that are available to boost investments for that purpose and to further support the ongoing development of diﬀerent clean technologies by stimulating research. Organisations such as the European Sea Ports Organisation (ESPO) have been more cautious. “OPS is an important tool and part of the solution for lowering the shipping emissions at berth, but should not be seen as an end in itself. Europe’s ports fully support more OPS where it makes sense. An ambitious OPS deployment plan in ports requires adequate funding,” Lloyds Register said, in a written response to The Motorship, citing OPS. “Of particular concern in both statements is the funding model for infrastructure upgrades,” Lloyds Register said, adding that LR reviewed and updated our Onshore Power Supply notation in 2021 to ensure that it can support the safe integration of power from a shore connection onboard the ship. FuelEU Maritime requires passenger ships and container ships to be zero emissions at berth from 2030 under specific conditions. “Onshore-power is the explicitly preferred option, with alternatives being required to be equivalent to electricity in terms of GHG and localised pollutant emissions,” Lloyds Register said. An Alternative Fuels Infrastructure Regulation (AFIR) contains provisions to support the expansion of OPS in TEN-T core and comprehensive network ports by 2030. “The requirement is dependent on the frequency of passenger and container ship port calls by ships above 5,000gt. The

32 | FEBRUARY 2022

Credit: Wärtsilä

The European Commission unveiled in July its Fit for 55 programme. Among other things, the draft proposal introduced requirements that container and passenger vessels of more than 5,000 gt should use shore power unless they can use fuel that does not emit CO2.

eﬀectiveness of the Directive remains to be seen, particularly if port infrastructure development is not subsidised or demand guaranteed,” Lloyds Register pointed out. A further open question is the cost of onshore power. “It is unlikely to be cheap. OPS also provide benefits for CII (Carbon Intensity Index) rating performance under the JMO’s operational carbon intensity reduction requirement (Reg. 28 of MARPOL Annex VI),” the UK based classification society noted. Obtaining green electricity at OPS also remains an open question. “Arguably in Europe, that is for other aspects of the Fit for 55 package to ensure but guaranteed access to commercially attractive sustainable sources of electrical power for ships at berth for compliance or value chain performance is far from certain,” Lloyds Register concluded. The Motorship notes that there are wide variations in the proportion of energy generated by renewable sources within Europe. While Norway generates almost 100% of its electricity from hydropower, and is seeking to expand its wind generation capacity, other countries, such as Poland, remain heavily dependent upon coal-fired power generation for electricity generation. Hapag-Lloyd Container Line in Hamburg said it welcomed all measures to improve air quality in ports. “In principle,

8 Wärtsilä's wireless charging system

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REGULATION

‘‘

The EU wants shore power for container ships and passenger vessels in core ports by 2030. We want the date brought forward and all types of ships included. We have ships that want to connect right here right now, and this ought to be done faster

with a global patchwork of rules. We would rather it had been done through the International Maritime Organisation (IMO) instead, so we would have the same rules worldwide,” he said in a statement. However, he urged the EU to expand and bring forward the shore power requirement: “The EU wants shore power for container ships and passenger vessels in core ports by 2030. We want the date brought forward and all types of ships included. We have ships that want to connect right here right now, and this ought to be done faster.” The proposals in their current form may well not be the legislation that will eventually be enacted, said Laurent Courregelongue, director of environment and technologies of department at maritime and oﬀshore at Bureau Veritas. “At this stage, these are proposals that are under scrutiny and debate. They will certainly be amended before approval by the European Parliament and European Council,” he said in a webinar on 20 January. However, he urged the shipping community to keep following closely the development of the proposed legislation, including what comes to shore power, because of its far-reaching implications for the industry.

REGIONAL vs GLOBAL REGULATION This was pointed out by Fredrik Larsson, Senior Policy Advisor, Safety & Environment at the Swedish Shipowners Association. “It’s good that the EU is developing tools to help us move forward in our climate eﬀorts. On the other hand, there is a risk that international shipping will have to comply

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8 Yara Marine Technologies' NG3 shore power system

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

Credit: Siemens

POWER FREQUENCY, NEED OF STANDARDISATION AMONG CHALLENGES Turning to technical challenges, the different frequency of the power grid ashore in Europe and that on board cruise ships. “The power grid ashore, throughout Europe, uses 50Hz frequency. However, on cruise ships, the frequency is 60Hz,” said Peter Albrecht, senior advisor at the Finnish consultant engineering company Elomatic. The frequency can be increased to 60Hz by the use of transformers, but this will lead to conversion losses, which is less than ideal from a sustainability point of view. Meanwhile, Ukko Metsola, until recently head of CLIA Europe, suggested in an interview that perhaps battery power could be used in the future to cover hotel load of cruise ships while in port to tackle the challenges ahead. CLIA Europe took a positive stance in principle in efforts to reduce CO2 emissions and similar voices come from the container shipping industry - with some caveats. Maersk Line in Copenhagen offered a guarded welcome to the proposals, noting that while it posed a number of challenges, shore power might even offer economic benefits in the years to come. The EU has required that key ports ensure that the actual shore side power is present and available from 2030. “This will take some time and require substantial investments for the ports. From the vessels’ side, it will also require a lot of work - and best done in dry dock- and comes at an important cost. This being said, shore power will make sense from 2030, as we hopefully by then will be sailing much more on more renewable fuels, which will likely be much more expensive,” an A.P. Moller-Maersk representative told The Motorship. As often is the case with regional regulation, it raises the spectre of a future where the shipping industry will have to cope with a plethora of rules - and perhaps requirements for hardware - that vary from one part of the world to another.

Credit: Yara

however, the electricity should be produced in a climateneutral way and not be derived from coal-based power generation. Furthermore, international standards shall be adhered to in order to ensure an eﬃcient and seamless infrastructure for shore power supply,” said Nikolas Fischer, spokesman for the company. Other observers note that a separate challenge surrounds power generation requirements for island communities.

FEBRUARY 2022 | 33

REGULATION

UK LAUNCHES CONSULTATION ON SHORE POWER The UK government launched a consultation in February 2022 to form a fully considered cost/benefit analysis around the proposed introduction of shore power charging in the UK

CONSULTATION AREAS There are three broad areas that are being addressed by the consultation. The first covers the potential role of the government in helping to coordinate the development of shore power connections, as well as wider information sharing. While the Decarbonisation Tool for Ports that was launched by the National Grid in September 2021 has helped to capture the energy demand from some of the UK’s myriad smaller ports, there is still some uncertainty about current and future requirements. Obtaining a more accurate estimate of the cost of grid strengthening to extend higher capacity grid connections to smaller ports is expected to be one of the key deliverables from the consultation. The second focuses on the potential for the UK to impose requirements for the use of shore power connections, both on ports and vessels calling at UK ports. This could also include a requirement for vessels and ports to report on the usage of shore power. Critics have warned that introducing requirements for higher standards than competing countries could disadvantage UK shipbuilding and discourage investment in UK-domiciled fleets. The consultation is intended to obtain detailed information about the scale of vessel emissions at berth, the actual potential of shore power alongside other technologies in reducing emissions, the barriers to the commercial take-up of shore power and the impact of potential solutions to enable the roll out of this technology. MARKET-BASED MEASURES However, it is the suggestion that the consultation could see the UK introduce its own market-based measures to incentivise the adoption of shore power by vessel and port operators that has provoked the strongest responses. The president of the UK Chamber of Shipping, John Denholm, addressed the issue directly in a speech delivered shortly after the launch of the consultation, warning the UK against establishing a national Emission Trading Scheme modelled along the lines of the EU’s regional model. “A plethora of regional market-based measures would put a terrible burden on our industry, depress trade and would

34 | FEBRUARY 2022

Credit: UK Chamber of Shipping

The announcement by the UK government that it was launching a fresh consultation around the vexed issue of shore power connections in the UK has come as no surprise to market participants. The consultation was originally expected to be launched before the end of 2021. It is asking the industry to provide detailed submissions around diﬀerent options outlined below. The consultation will run from 7 February 2022 until 25 April 2022. The responses to the consultation will help to inform further policy development work, as part of the Clean Maritime Plan. The final actual proposals will form part of the 2023 refresh of the Clean Maritime Plan Mark Simmonds, director of policy and external aﬀairs at the British Ports Association told The Motorship.

inevitably be inequitable. Instead, we ask you to campaign against nations setting up regional or national market-based measures.” LOCAL FACTORS Finally, the consultation document directly addresses a number of local obstacles to the accelerated roll-out of shore-power connections in the UK. The economics of the use of shore power connections for ship owners and operators remains uncertain at best, and unsupportive at worst. Put simply, electricity prices in the UK are among the highest in Europe. The consultation document notes that ship owners and operators in Norway, by comparison, enjoy some of the lowest prices of electricity for commercial users in Europe. The current requirement for end-users to directly contribute to the cost of grid strengthening work could potentially be replaced from early 2023, if a proposal by the energy regulator is accepted. The report identifies supply and demand issues as an obstacle to ports investing in shore power connections more widely, and speculates that the prohibitive cost of shore power retrofits may act as a barrier to adoption. Up until the present, few port operators in the UK have shown any interest in installing shore power connections in the UK. Commercial installations have until now been limited to Orkney and Southampton. Natasha Gray, Corporate Communications Manager at Associated British Ports stressed that the shore power facility for cruise ships at the port of Southampton would contribute to lowered emissions at the port. “By introducing the option for cruise ships, with onboard capability, to plug in while alongside, the port could start seeing CO2 emission savings of up to 863 kg in CO2 and 10.5 kg of Nitrogen Oxide (NOx) per vessel call each year,” she concluded.

8 The port of Orkney installed the UK’s first intermediate voltage shore power connection in 2020

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DESIGN FOR PERFORMANCE

ULSTEIN APPLIES OLD HYBRID APPROACH TO NEW TRAWLER Norway’s maritime cluster opens a new chapter in the roll-out of greener fishing following the confirmation of an order for a hybrid factory trawler combining diesel and electric power The order for a 73-metre factory trawler at Westcon Shipyard for Blue Wild, an Ålesund-based Norwegian ship owner was confirmed in early February 2022. The new trawler will primarily be used for prawn and whitefish trawling. The stern trawler has been designed by Ulstein Design & Solutions AS, which based the design on its existing FX101 demersal trawler concept. The new order is expected to usher in a new design segment for Ulstein: the new factory trawler combines a twin skeg propulsion concept with Ulstein’s existing proven hybrid diesel-electric and dieselmechanical propulsion solution. By combining the diesel-mechanical and diesel-electric systems into one larger hybrid propulsion system, the new system will occupy less space and cost less than a larger diesel-electric system. Compared to similar conventionally propelled vessels, fuel savings of up to 25% are expected, depending on the mode of operation. The hybrid power and propulsion system, which combines the best features of diesel-electric and diesel-mechanical propulsion, is supported by a 1.1MWh battery pack. The battery pack will recover surplus energy, such as the return energy from the winches, which can be stored in the battery pack, while excess heat from the engines will be recovered and used where desired elsewhere in the ship. Ulstein noted that it mapped how the vessels use their power system, and identified trawling as the most important mode of operation. It was therefore chosen to install two propellers instead of the traditional solution with one propeller because the increased propeller area increases the vessel’s towing eﬃciency. The propellers are placed in separate skegs in a twin-skeg hull, which provides great advantages in terms of placement of the propulsion equipment and increases the propeller eﬃciency. “Once you go for two propellers, you get new opportunities to operate the vessel in ways you do not have on vessels with only one. By calculation, two propellers use less energy together than one propeller to achieve the same towing power. Also, one of the propellers can be loaded more than the other to steer the vessel. Generally, fishing vessels get a large added resistance when compensating for wind, waves and currents with large rudder angles,” says Erwin Jager, sales manager fisheries at Ulstein Design & Solutions. The stern trawler has been designed by Ulstein Design & Solutions AS, which based the design on its existing FX101 demersal trawler concept. The new order is expected to usher in a new design segment for Ulstein: the new factory trawler combines a twin skeg propulsion concept with Ulstein’s existing proven hybrid diesel-electric and dieselmechanical propulsion solution. By combining the diesel-mechanical and diesel-electric systems into one larger hybrid propulsion system, the new system will occupy less space and cost less than a larger diesel-electric system. Compared to similar conventionally propelled vessels, fuel savings of up to 25% are expected, depending on the mode of operation.

The hybrid power and propulsion system, which combines the best features of diesel-electric and diesel-mechanical propulsion, is supported by a 1.1MWh battery pack. The battery pack will recover surplus energy, such as the return energy from the winches, which can be stored in the battery pack, while excess heat from the engines will be recovered and used where desired elsewhere in the ship. Ulstein noted that it mapped how the vessels use their power system, and identified trawling as the most important mode of operation. It was therefore chosen to install two propellers instead of the traditional solution with one propeller because the increased propeller area increases the vessel’s towing efficiency. The propellers are placed in separate skegs in a twin-skeg hull, which provides great advantages in terms of placement of the propulsion equipment and increases the propeller efficiency. “Once you go for two propellers, you get new opportunities to operate the vessel in ways you do not have on vessels with only one. By calculation, two propellers use less energy together than one propeller to achieve the same towing power. Also, one of the propellers can be loaded more than the other to steer the vessel. Generally, fishing vessels get a large added resistance when compensating for wind, waves and currents with large rudder angles,” says Erwin Jager, sales manager fisheries at Ulstein Design & Solutions. “During the most energy-intensive operations, such as shrimp fishing with quadruple trawl, both main engines will be used, mechanically connected to each propeller to be most efficient at high power. But the vessel should also be able to operate efficiently with lighter trawling that requires less engine load, and it has been enabled to do so in diesel-electric mode with only one of the main engines in operation. Operating time between the engines will be reduced, while the operative engine will be allowed to run more optimally. The propellers can then run at a very low speed, which gives very high efficiency during trawling, the vessel will be quieter and little power is needed to operate the ship. In this way, the advantages of both diesel-mechanical and diesel-electric power systems are utilised, while many of the disadvantages will be avoided.

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

8 Alesund-based fishing company Bluewild has contracted a factory trawler from Westcon Yards

FEBRUARY 2022 | 35

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NEW BLUE-CHIP REFERENCE FOR METHANOL FUEL A further milestone in the development of the tanker fleet controlled by Stena Bulk will be marked by the handover of a methanol-fuelled chemical/product carrier marrying the principle of more ‘sustainable’ shipping with sharper competitiveness Currently fitting out in China, the 49,900dwt Stena Pro Patriawill give first form to the IMOIIMeMAX design, the enhanced, dualfuel version of the innovative IMOIIMAX generation delivered between 2015 and 2018, ranking among the most energy efficient medium-range tankers in existence. The versatile, IMO Type 2 newbuild will also operationally inaugurate the collaboration agreement struck in 2019 between the Swedish company and the Swiss-headquartered energy firm Proman, the world’s second largest producer of methanol. Three such vessels have been ordered from Guangzhou Shipyard International (GSI) by the Stena Proman joint venture, while a further three newbuilds of the class have been booked at the Chinese yard to Proman’s own account. The IMOIIMeMAX type perpetuates the features and qualities of the IMOIIMAX, but with the addition of methanol dual-fuel power. Stena Teknik and GSI were jointly responsible for drawing up the IMOIIMAX design, subsequently produced as a 13-ship series led by the Stena Impression in January 2015. IMOIIMAX coupled increased cargo flexibility with reduced fuel consumption resulting from scrutiny of every sphere of energy usage. The aggregate effect of the combination of technical solutions adopted was a 10-20% reduction in energy consumption compared with other vessels of a similar size. Each of the original series is fitted with a 6S50ME-B9.3 diesel engine, featuring low-load optimisation and exhaust gas bypass. Keeping faith with the marque, and using a similar engine structure and footprint, Stena Bulk and its partner have opted for a new development in dual-fuel powering. In this, the tanker programme provides a further reference for the latest iteration of MAN Energy Solutions’ ME-LGIM dual-fuel two-stroke engine design, the LGIM-W type, which burns a mixture of methanol and water. Incorporating a special blending system, the addition of water to the methanol fuel achieves Tier III NOx compliance, without needing exhaust gas recirculation (EGR) or selective catalytic reduction (SCR). Methanol is not only a sulphur-free fuel, thereby virtually eliminating SOx emissions, but is also less pollutant in CO2 terms than conventional fuels. The actual model fitted in the tanker, and as specified for each of the subsequent vessels, is a six-cylinder G50ME-C9.6LGIM-W, to run on methanol while affording the capability to operate on conventional marine fuel, allowing seamless changeovers between fuels. The so-called ‘grey’ methanol that the ship will bunker is produced using natural gas as feedstock, but the engine type provides for future use of ‘green’ methanol derived from renewable sources. The vessel is expected to use some 12,000t of methanol per annum. The power map for the six-cylinder engine nominated extends from 6,120kW at 79rpm, at the L4 rating point, to a nominal maximum continuous output of 10,320kW at the L1 rating, conferring substantial choice as to the contractual specification. In the case of the preceding IMOIIMAX tankers, the 6S50ME-B9.3 engine had been specified at 7,211kW, although the model’s nominal MCR was 10,680kW.

PRINCIPAL PARTICULARS - Stena Pro Patria Length overall 186.0m Breadth, moulded 32.3m Depth, moulded 18.5m Draught, scantling 13.0m Corresp. deadweight 49,900t Draught, design 11.5mW Corresp. deadweight 42,500ts Cargo capacity 54,000m3 Main engine MAN 6G50ME-C9.6-LGIM-W The Stena Pro Patria’s crosshead engine gives direct drive to a four-bladed propeller, abaft of which is a hub vortex absorbing fin to recover energy losses. Clean nitrogen produced by a nitrogen generator, rather than ‘traditional’ inert gas and the associated generator, is used to facilitate the tank cleaning process and decrease the time between discharge and loading. Deriving gas for inerting purposes from a nitrogen generator is also claimed to be more eﬃcient compared to an inert gas generator-based supply. As befits its IMO Type 2 designation, the chemical/product carrier caters to a very wide range of cargoes, including vegetable oils, clean and dirty petroleum products, chemicals and caustic soda. The ship’s 16 cargo tanks and two slop tanks are uniform in filling capacity at 3,000m3, the maximum for Type 2 status. The large number of moderately sized tanks plus the wherewithal for eight segregations allows multiple cargo load configurations, conferring a ‘parcel’ carrying capability. The handling system is based on 18 individually controlled deepwell pumps, rendering a high throughput rate and flexibility in cargo circulation. The tank cleaning arrangements are such that four tanks can be washed simultaneously using a layout that minimises shadow areas and contributes to expeditious turnaround times. Stena Pro Patria and the second Stena Proman jointlyowned vessel, Stena ProMare, will enter long-term charter to Proman Shipping. Third-of-class Stena Prosperous will initially be utilised within Stena Bulk’s traded pool, for a period of two or three years, and will therefore be the first methanol dual-fuel tanker traded on the chemicals/clean petroleum products market without an active contract to a methanol producer. Thereafter, she will be engaged on longterm timecharter with Proman Shipping, which is based in Wollerau, Switzerland. The second trio, for Proman ownership, will be named Provident, Progressive and Promise. The delivery schedule is due to be completed by the end of 2023. The IMOIIMeMAX generation will transport methanol and other cargoes from Proman’s production hubs in Trinidad & Tobago and the USA to markets around the world, and will maximise the scope to handle a broad variety of products for backhauling. As well as oﬀering a pathway to reduced emissions, methanol is viewed as a cost-competitive fuel available at all major bunkering ports.

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50 YEARS AGO

RELIABILITY COMES INTO FOCUS The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edstrom editor@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight, Wendy Laursen Production David Blake, Gary Betteridge production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192 Brand manager: Sue Stevens sstevens@mercatormedia.com

The February 1972 issue of The Motor Ship opened with the news that Great Britain had taken a major step towards joining the European Economic Community. The reason for this rejoicing was that the move, alongside the revaluation of the Japanese Yen, was seen as oﬀering a boost to British shipyards, which were suﬀering from a dearth of new orders. The hope was that the EEC could reinstate an investment grant system, which the British government had abandoned some years before. Ironically, similar hopes are still being expressed by British manufacturers following the recent decision to leave the European Union, the successor to the EEC, after over 40 years of membership. With reefer container ships so common in today’s freight market, it was interesting to see a 132m long, 6,300 dwt, newbuild described as a “revolution in reefer ships”. The Zaida was built for the British India company by Swan Hunter, for use on a service carrying frozen meat between New Zealand and Japan. Lamb carcasses would be carried on special steel pallets loaded, via roller conveyors and a vertical lifts, through two shell doors, rather than the then-normal refrigerated holds with hatch covers. The system could be used too for standard wooden pallets carrying cartooned meat projects and butter. Additionally, 56 20-ft reefer containers could be carried on deck for transporting beef. The cargo system, although based on a previous development for Fred. Olsen vessels, was designed for programmable automatic operation. The automation and monitoring equipment extended to the Sabroe electrically-driven cargo cooling system and the machinery, a 12,000 bhp Doxford main engine supplemented by four 600kW alternators driven by Allen medium speed engines. Other articles included an “answer to cylinder liner wear” – chromium molybdenum coatings – seen as a solution to a problem that had developed through engine developments such as the lower height of scavenging air ports and the use of high-alkaline

40 | FEBRUARY 2022

8 Refrigerated vessel Zaida featured a novel cargo handling system. Inset - Polar Shore, which claimed to be the first icebreaking AHTS vessel

cylinder oil when burning fuel oil with a relatively low sulphur content. A further area of reliability concern was failure of stern tube seals. This was becoming particularly marked in VLCC vessels where the trend was for lower propeller speeds, necessitating a large diameter tail shaft to transmit the required power. Design and materials of lip seals were proving inadequate, and a long discourse presented several specific case studies and possible solutions. The conclusion was that, although many engineers preferred the simplicity of gravity feeds for stern tube lubrication oil, greater reliability could be obtained from an automated low-pressure oil feed driven by electric pumps, the extra cost of which was more than met by the prevention of delays resulting from emergency repairs. Improved reliability was the focus too for Fujisan, a 101,000 dwt oil-bulk-ore carrier, the largest ship built by Gotaverken for the Brostroem Group. Using a shaft generator to power the cargo oil pumps oﬀered a significant reduction in maintenance needed for auxiliary engines as well as a smaller steam installation, solely for cargo heating. A further measure was the use of fresh water machinery cooling rather than the normal sea-water system, considerably lessening the pipework needed. The Gotaverken 850mm bore, 9-cylinder, main diesel engine developed 19,800 bhp and was equipped with automatic controls and a monitoring system, to enable the main engine and the two small auxiliary engines to be operated from the bridge. The bridge controls extended to the Kamewa CP propeller, to enable manoeuvring while the engine room was unmanned, as well as to allow the use of the shaft generator for most of the electrical load. Finally, a feature on British tug construction expressed disappointment about the current order situation, but found several notable new deliveries worthy of comment.

Marketing marketing@mercatormedia.com EXECUTIVE Chief Executive: Andrew Webster awebster@mercatormedia.com TMS magazine is published monthly by Mercator Media Limited Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK t +44 1329 825335 f +44 1329 550192 info@mercatormedia.com www.mercatormedia.com

Subscriptions Subscriptions@motorship.com or subscribe online at www.motorship.com Also, sign up to the weekly TMS E-Newsletter 1 year’s magazine subscription Digital Edition: £GBP177.00 © Mercator Media Limited 2022. ISSN 2633-4488 (online). Established 1920. The Motorship is a trade mark of Mercator Media Ltd. All rights reserved. No part of this magazine can be reproduced without the written consent of Mercator Media Ltd. Registered in England Company Number 2427909. Registered oﬃce: Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK

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