Issuu

NOVEMBER 2021

Vol. 102 Issue 1197

Self-regulating engines: WinGD solution looms

ME-LGIP retrofits: Conversion economics

R&D strategy:

Klaus Heim interview

Wärtsilä NH3:

First engine retrofit

ALSO IN THIS ISSUE: PFF 2021 review | Fuel cell feature | CII formula revisions | Next-gen P&O ferries

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CONTENTS

NOVEMBER 2021

NEWS 14 FBG tech for Aframaxes

Two Aframax crude carriers under construction at SHI-ME will be fitted with Light Structures’ hull stress monitoring technology

16 UK hydrogen oﬀ-take

Australian mining group Fortescue has inked a deal with UK yellow goods supplier JCB to export 10% of its green hydrogen production to the UK

18 NH3 and CH4O for WinGD

WinGD is investing to bring ammonia and methanol-fuelled solutions to market by 2024 with the aim of having engines in service by 2025

REGULARS

8 Leader Briefing

Klaus Heim of WinGD oﬀers his perspective on digitalisation, electrification and discusses WinGD’s alternative fuel research objectives

10 Regulatory Focus The IMO is considering proposals to revise Carbon Intensity Indicator (CII) requirements to reflect variations between vessel types and operational profiles

46 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

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FEATURES

Featuring an 8.8MW ESS, P&O Ferries next-generation ro-pax ferries promise to be standard bearers for service dependability, cost eﬃciency and environmental compatibility.

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

20 Pioneering spirit

Eidesvik Oﬀshore’s is playing a pioneering role in the adoption of ammonia, as the company embarks on a retrofit project to test Wärtsilä’s ammonia engine technology

22 The future is automatic

Peter Krähenbühl, Head of Digital Transformation & Technology at WinGD outlines the engine designer’s plans to introduce fully self-calibrating engines into its programme by 2026

24 Conversion costs

MAN Energy Solutions’ Klaus Dahmcke Rasmussen discusses the economics of ME-LGIP engine conversions, as the VLGC market focuses on engine conversions

38 PFF 2021 conference review

The 42nd Propulsion & Future Fuels saw over 100 delegates come together to discuss upcoming regulatory changes and potential technical solutions.

40 Fuel cells technology

Despite significant advances in fuel cell research, inherent limitations of SOFC and PEMFC power density will require the industry to accept compromises, Paul Gunton hears

100

YEARS

2021

The Motorship’s Propulsion and Future Fuels Conference took place this year in Copenhagen, Denmark. Stay in touch at propulsionconference.com

NOVEMBER 2021 | 3

NEWS REVIEW

VIEWPOINT

SUMITOMO HEAVY OPTS FOR FBG STRESS MONITORING FOR AFRAMAX NEWBUILDS

NICK EDSTROM | Editor nedstrom@motorship.com

Bracing for change In our conference which concluded on 4 November, the topics ranged from regulatory changes, such as the extension of the European Emissions Trading System (ETS) to shipping from 2023, through to EEXI and CII. We include a day by day summary of the conference on pages 34 to 37. The industry should not underestimate the determination of the European Commission to extend the ETS to the maritime sector. If any of the delegates at our conference were in any doubt about the Commission’s commitment to the proposals, it was confirmed by my interview with Ngoc-Lan Lang of DG CLIMA within the European Commission. Industry participants should prepare for the introduction of the scheme by 2024. However, given the complexity of regulating the industry, there may be an opportunity for the IMO to prevent further regional fragmentation by acting swiftly. A second takeaway from the conference was that shipowners should not expect to see consumer pressure for lower emissions vessels contained to the container, ferry and cruise segments. The looming eﬀect of Scope 3 emissions reporting requirements for major charterers will also be felt along the supply chain. “Remember our Scope 1 and 2 emissions are their Scope 3 emissions”, one operator told me. In practical terms, the development of economically viable solutions for shipowners interested in improving the emissions profile of their vessels is likely to remain an area of acute focus for the industry for years to come. Or to put it another way: “If we want things to remain as they are, things will have to change,” as Tomaso di Lampedusa put it in Il Gattopardo. The retrofit market is expected to become increasingly important in the future, not least because at current new order rates, it will be impossible for the fleet to meet decarbonisation targets without significant changes to the fuel types for a large proportion of existing vessels. We examine the economics of retrofitting existing VLGCs to operate on ME-LGIP engines in an interview with Klaus Dahmcke Rasmussen, Head of Projects and PVU Sales at MAN PrimeServ. However, other technologies also hold out intriguing possibilities for significant emissions reductions. Peter Krähenbühl of WinGD explains how the engine designer is moving ahead with plans to introduce a self-regulating engine into its portfolio later this decade, drawing on edge computing and simplified semi-physical thermodynamic model advances. However, digitalisation will also give rise to new business models, eventually, just as the invention of the printing press eventually gave rise to new technologies and products (including billboards, fliers, newspapers and eventually the publication you are reading now), going far the imagination of the initial inventors who simply focused on the faster production of the Bible. WinGD’s Klaus Heim discusses some of these issues in a wide-ranging interview, which covers digitalisation, technological advances as well as the importance of CIMAC and other industry bodies. He also briefly touches on WinGD’s plans to develop ammonia and methanol-fuelled engines by “2024-2025”, which would be designed as retrofit solutions for its LNG-fuelled engines. Mr. Heim also reiterated his interest in combining smaller energy storage systems alongside 2-stroke main engines as a means of improving overall system eﬃciency.

4 | NOVEMBER 2021

Japanese shipbuilder Sumitomo Heavy Industries Marine & Engineering (SHI-ME) has selected structural monitoring systems that rely on fibre optic based Fibre Bragg Grating (FBG) technology for two Aframax newbuildings. SHI-ME has entered into an agreement with Norway-based Light Structures AS for the delivery of comprehensive hull stress and fatigue monitoring systems on two 115,000 dwt crude oil tankers. The technology combines data from optical sensors installed on the vessel’s steel architecture with information on the ship’s structure. The vessels are due for delivery in Q2 2023 and Q3 2023. The deployment of Light Structures’ hull stress monitoring technology on Aframax vessels reflects a growing interest in long-term structural monitoring due to the safety and financial benefits it can enable, for instance, by helping to extend the operational lifespan of a ship. The vessels will feature a customised hull stress monitoring system that will provide precise and actionable real-time data. This data will enable the Aframax captains and navigators to reduce the impact of dynamic forces such as whipping, slamming and shearing while underway. The SENSFIB installations will also help SHI-ME verify its latest Aframax design by measuring stress loading over time and comparing it to design values. When integrated with a Condition-Based Monitoring (CBM) system, long-term stress

8 SHI-ME has opted for a fibre optic structural monitoring system for two new 115,000 dwt Aframax tankers

and fatigue measurements can enable servicing regimes designed to add years of useful life to a ship. Fibre Bragg Grating (FBG) technology Light Structures oﬀers specialized structural stress monitoring using fiber optics and Fiber Bragg Grating technology (FBG). a solution that delivers more accurate data while reducing cost and complexity when compared to less resilient electro-mechanical systems. As previously reported, the system relies on mechanical pressures aﬀecting a segment of optical fibre. The ‘grating’ within the fibre is a pattern in the core that changes the wavelengths that are transmitted or reflected back. Despite the sophistication of the technology, the SENSFIB sensors are also robust. Installation can be completed using a powerful adhesive, negating the need for any welding, while the absence of moving parts eliminates the requirement for an annual recalibration, which further distinguishes the solution from competing systems. “We are delighted that SHI-ME has recognised the advantages of our fiber optic measurement technology and tasked us to deliver, install and commission turnkey solutions for its new mid-sized tankers,” said Goetz Vogelmann, Sales Director, Light Structures.

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

NEWS REVIEW ABB has confirmed that it will supply A200-L turbochargers for six of the first MAN Energy Solutions’ low-pressure, low-speed dual-fuel ME-GA engines. The turbochargers will be used with MAN B&W 5G70MEC10.5-GA engines destined for six 174,000m3 LNG carriers under construction at Hyundai Heavy Industries’ shipbuilding division. The LNG carriers have been ordered by four shipowners – Korea Line Corp, PAN Ocean, Knutsen OAS and JP Morgan – under a long-term charter agreement with Shell. ABB will also provide A265-L turbochargers for the auxiliary engines on each vessel. Turbocharger performance is particularly important for dual-fuel engines. High turbocharging efficiency ensures that a high air-fuel ratio is maintained during high-load operations, reducing potential fast combustion, which can adversely affect operation and emissions. The A100/A200-L series is ABB’s most advanced single-stage turbocharger technology for two-stroke engines, using the latest thermodynamic and aerodynamic expertise to pack the highest pressure ratios and efficiency currently available into a compact unit. The small footprint also translates into a lower cost of ownership as spare parts are smaller and more economical and the turbocharger itself is easier to handle for servicing. ABB added that the order

BRIEFS Celsius LNGC orders

Clearlake Shipping, a shipping arm of Gunvor, has signed long-term charter agreements with Celsius Shipping for 4 x dual-fuel 180,000cbm LNG carriers. The vessels, which will be powered by MAN’s low-pressure dual-fuel MEGA engines, will be built by Samsung Heavy Industries with delivery scheduled between 2023 and 2024. Gunvor LNG Trading has committed to converting its entire fleet to similar ‘eco-vessels’ by 2027.

6 | NOVEMBER 2021

ABB TO SUPPLY TURBOCHARGERS FOR FIRST ME-GA ENGINES highlighted the crucial role played by turbochargers in enabling new engine concepts. “When engine designers and OEMs want reliable high performance to support new engine technologies, they look to ABB turbochargers,” said Alexandros Karamitsos, Head of Global Sales Low-Speed Turbochargers, ABB. “I am confident that shipowners will increasingly value our combination of technology leadership and global service coverage as incoming emission regulations encourage them to explore new fuels and engine concepts. We are delighted to be

involved in this groundbreaking project and grateful for MAN’s trust in our engineering expertise.”

8 ABB A200-L turbocharger

Man Energy Solutions signs MOU with Mitsui E&S and Mitsui O.S.K. MAN Energy Solutions has signed a Memorandum of Understanding (MoU) with Mitsui E&S Machinery Co., Ltd. (MES-M) and Mitsui O.S.K. Lines (MOL) with regard to the low-speed, ammonia-fuelled main engine that MAN Energy Solutions is currently developing. MAN Energy Solutions has signed a Memorandum of Understanding (MoU) with Mitsui E&S Machinery Co., Ltd. (MES-M) and Mitsui O.S.K. Lines (MOL) with regard to the low-speed, ammonia-fuelled main engine that MAN Energy Solutions is currently developing. The MoU provides for keeping MOL and MES-M updated on MAN Energy Solutions’ progress in this regard, with the

ultimate intention of creating the basis for a more detailed LoI (Letter of Intent) leading to an actual purchasing contract for an ammonia-burning engine during 2023. The signatories of the memorandum were: Yoshihiko Sugimoto, General Manager Technical Division, Technology Innovation Unit, Mitsui O.S.K. Lines Ltd.; Yusuke Sakimoto, Executive Oﬃcer, General Manager of Diesel Engine Division, Mitsui E&S Machinery Co., Ltd.; and for MAN Energy Solutions: Bjarne Foldager, Senior Vice President and Head of Two-Stroke; and Brian Østergaard Sørensen, Vice President, Head of Research and Development, Two-Stroke.

Sørensen said: “This memorandum underlines our mutual commitment to reducing the environmental footprint of shipping and emphasises our ambition to ensure a path towards net-zero emission, oceangoing vessels. At the same time, it shows one of the ways forward to decarbonisation for the maritime transport industry as a whole.” Commenting on the agreement, a MOL representative noted that the company has identified ammonia is one of the leading alternatives for a next-generation clean fuel that does not emit carbon dioxide. MOL intends to deploy net zero emission ocean-going vessels within the current decade.

LNG bunker delivery

LH2 project advance

FMG H2 export plans

The second 18,600m3 LNG bunker vessel under longterm charter to TotalEnergies’ aﬃliate TotalEnergies Marine Fuels will enter operational service in southern France in December 2021. The Gas Vitality will be based in the Port of Marseille-Fos. She will notably perform LNG bunkering services to CMA CGM’s LNGfuelled containerships and MSC Cruises’ upcoming LNGpowered cruise ships that call at the French port.

LR awarded an approval in principle in October to a 160,000 cbm liquefied hydrogen (LH2) carrier design developed by Samsung Heavy Industries (SHI). The design concept was the result of a Joint Development Project launched in early 2021, and included a basic design for an SHI membrane-type cargo containment system. LR applied a risk-based approach while reviewing the concept design.

Fortescue has signed a multibillion dollar deal to export 10% of its future renewable hydrogen production to JCB, and JCB’s hydrogen focused subsidiary, Ryze Energy. Fortescue plans to ramp up production to 15 million tonnes of green hydrogen in 2030, and 50mt in 2040. Shortly before the deal was signed, Fortescue announced plans to invest US$85million in a 2GW hydrogen electrolyser factory in Queensland.

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

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LEADER BRIEFING

FULL STEAM AHEAD FOR METHANOL AND AMMONIA Klaus Heim, CEO of WinGD and former-president of CIMAC, underlined WinGD’s commitment to adding ammonia and methanol burning engines to its programme by 2024 during a recent interview Speaking shortly before the COP26 conference in Glasgow in late October, Mr. Heim discussed how the Winterthurbased engine designer is broadening its research objectives. Mr. Heim began the interview, by emphasising WinGD’s strong track record in improving the efficiency of its large bore engines, and its continuing emphasis on emissions reduction research. “It's kind of our DNA, as an engine designer, to be on top of combustion technology.” “And of course, [efficiency] is the key focus for our customers, for ship operators. For everyone in this business, it determines the operational cost of the engine, but it also determines the emissions. And that's what's now on top of our mind every day.” The Motorship notes that under Mr. Heim, WinGD has seen a significant increase in its R&D budget, and also added a second test engine at its Winterthur headquarters. Changing research priorities Coming almost three years after Mr. Heim’s first interview with The Motorship as WinGD CEO in February 2019, Mr. Heim noted that the definition of efficiency had evolved over the course of his 30 year-long career in large bore engines. “The definition of efficiency itself has changed: in the past efficiency was mainly focused on saving operational costs, reflecting [shipowners’ focus on] paying less when you operate your ship.”

‘‘

The coming five to ten years will be the years of getting new fuels into our industry “Nowadays, efficiency has acquired an entirely new aspect,” Mr Heim continued. The Motorship notes that, in previous decades, there was significantly lower interest in economising fuel consumption from an environmental perspective. The transformation of efficiency also reflected the industry’s success in radically improving the operational reliability of engines, and the performance of individual components. This has resulted in significant improvements in time between overhaul (TBO). Efficiency solutions The intensified focus on reducing emissions means that WinGD is being “continuously challenged” to improve the efficiency of both its new engines but also existing engines in its programme. WinGD had responded with two recent product launches, Mr. Heim noted, citing the recent launch of the X92 B engine. The upgraded version of WinGD’s 920mm bore X92 engine has achieved significant fuel efficiency improvements and has been very well received by customers in the ultra large container vessel market. “We have received a large number of orders for new large scale container vessels, all with the new X92 B engine.”

8 | NOVEMBER 2021

A second recent product launch had also met customer demands. WinGD’s iCER technology was a smart solution to the need to improve the efficiency of WinGD’s dual-fuel engine platform while reducing methane emissions. The exhaust gas recirculation-based system offers clear benefits, both in terms of efficiency, and maintenance.

8 Klaus Heim

Digitalisation solutions Mr. Heim noted that while many of the research objectives that WinGD was pursuing were unchanged from 2019 – alternative fuels, digitalisation and emissions control – the company had successfully developed and brought to market solutions over the intervening period.

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

LEADER BRIEFING Digitalisation, or “our industry’s second mega trend”, as Mr. Heim termed it, is presenting similar challenges and opportunities to engine designers, in common with any other industry in this world. “But customers are not asking for digitalisation, customers expect that we offer solutions that use all the possibilities and opportunities that digitalisation offers.” WinGD has already introduced digital technologies that help operators to improve the monitoring of an engine’s operation and a broader vessel’s operation. “Our WiDE solution offers our customers’ expert online support and advice on how to optimise engine operation, to minimise fuel consumption and lower costs.” Looking beyond condition-based monitoring and predictive maintenance, Mr. Heim anticipated the emergence of new business models, perhaps based on power by the hour contracts used in the power market, where power plant operators simply buy power, devolving the operation of the engines to third parties under guaranteed service agreements. “We are already seeing the first steps in that direction [in shipping], for example, with the signature of long-term service agreements”. Such service agreements can include guarantees covering engine availability for a certain number of hours per year, stipulating 98% or 99% availability, which the service provider or engine maker is responsible for delivering. However, the introduction of such solutions was also likely to depend upon the industry accepting the advantages of data sharing. “Data ownership remains one very important boundary condition [for the emergence of more sophisticated data products], given ship operator… [concerns] about competition and data security.” It will require a mindset change, Mr. Heim concluded. Alternative fuels Mr. Heim became animated when he discussed the technical challenges facing the industry as a whole. Describing the IMO’s 2050 fleet-level greenhouse gas (GHG) emission reduction target of 50% and the 70% target for lowering GHG emissions from new engines as “huge challenges”, Mr. Heim reiterated that alternative fuels represented the main solution for the industry to the challenge of meeting decarbonisation targets. “The coming five to ten years will be the years of getting new fuels into our industry.” This was continuing to inform WinGD’s research objectives, Mr. Heim noted, adding that the company had chosen to increase its investment in alternative fuels. “It is only a few months since we launched a EUR30 million research programme within WinGD to develop those future fuel technologies that the industry needs.” WinGD has decided to focus on the development of combustion solutions for ammonia and methanol, the two most commonly discussed hydrogen-based fuels. “We expect to have first ships running in 2024-2025 timeframe.” The target was to have the engine “methanol ready” or “ammonia ready”, Mr. Heim added. The two fuels offer a sustainable pathway to low carbon fuel availability, once green ammonia and green methanol fuel availability is scaled up, without imposing impractical fuel tank size requirements. The fuels characteristics also seem to fulfil the “boundary conditions” of a new fuel reasonably well, Mr. Heim noted, adding that they offered a “good chance to get proper efficiency” in the engine. Conventional LNG’s offered significant CO2 reduction potential at present, but would not be sufficient to meet longer term targets by itself. As such, it would remain a transitional fuel for the industry, despite its increasing

adoption as a fuel by segments outside the LNG carrier market. The potential arrival of synthetic LNG (SNG) or biomethane (LBG) at scale would offer the scope for further improvements in LNG’s footprint. However, Mr. Heim cautioned that bio-methane was likely to face supply constraints, as well as competition from other industries, such as commercial aviation, while the cost of producing SNG via the power-to-x route would need to decline further. “There does seem to be a common understanding in the entire shipping industry that the direction [of travel] seems to be towards methanol as a liquid fuel or ammonia as a liquid or gaseous fuel.” On board carbon capture has not yet been fully developed, but it could open up an additional decarbonisation pathway alongside alternative fuels if the technology was ready for deployment on new vessels. Electrifying the deep-sea fleet In fact, Mr. Heim noted that electrification and the use of batteries on board vessels represented the second decarbonisation pathway alongside alternative fuels. The solution relied upon mature PTO and PTI technology, and could be used aboard deep-sea vessels in conjunction with a hybrid energy control system. Mr. Heim was clear that while batteries by themselves would never be capable of generating the amount of energy required to propel commercial shipping, “we do see electrification as offering a path in parallel to the focus on the new fuels.” Such hybrid energy systems would combine the advantages of electric power with the combustion engine and would lead to “cost savings and CO2 reductions during the operation of the ship.” Broader advantages include lower capex requirements, as the system would permit the elimination of an auxiliary engine compared with a conventional propulsion system. Mr. Heim also noted that there were potential reductions in maintenance costs, as the system would permit assets on board the vessel to be used more efficiently. WinGD had announced the first order for such as system aboard four PCTCs ordered by Japanese shipping company NYK earlier this year. While a number of ship operators were adopting a wait and see approach to the new technology, Mr. Heim was confident that the potential efficiency and GHG emission reduction savings offered by the system would attract interest, particularly given the rapid evolution in battery technology and declining cost of energy storage systems. “The threshold before ship operators pay serious attention to battery technologies is coming down continuously.” Industry cooperation Mr. Heim also noted that as the industry was facing a proliferating range of technical research areas, it was creating greater opportunities for cooperation. Given Klaus Heim’s close association with CIMAC (International Council on Combustion Engines), which he chaired between 2016 and 2019, he was particularly vocal about industry associations having an important role to play in addressing common standards, or even in the development of classification rules and future environmental regulations. Mr. Heim also noted that industry cooperation on early stage technical research had been successful in the past. The longrunning European Union-funded HERCULES programme offered an example of how a collaborative programme involving a number of OEMs, components suppliers, institutes and universities could contribute to the development of precommercial low emission technologies.

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

NOVEMBER 2021 | 9

REGULATORY FOCUS

REVIEW FOCUSES ON REDUCTION FACTORS AND CII FORMULA The IMO adopted a scheme for a Carbon Intensity Indicator (CII) at MEPC76 in June, but discussions are underway that could soften the requirements for particular vessel types or operational profiles

8 Correction factors will aﬀect the cruise sector and shuttle tankers, where even the most eﬃcient DP2-class vessels spend a lot of time in dynamic positioning mode

The CII rating scheme is scheduled to take effect on 1 January 2023 and will result in a rating system (A-E) that indicates how efficiently a ship transports goods or passengers (grams of CO2 emitted per cargo-carrying capacity and nautical mile). The scheme will apply to all cargo, RoPax and cruise vessels above 5,000gt that trade internationally. The rating thresholds will become increasingly stringent. Reduction factors applied to the mid-point of the C rating will lead to an annual reduction of 2% from 2023. By the end of 2026, this will represent a 11% reduction compared to the reference line of 2019. Owners of ships rated D or E will need to update their Ship Energy Efficiency Management Plan (SEEMP) as a way of improving their rating in the future. A key topic of debate is whether the CII should be based on the Energy Efficiency Operational Index (EEOI) rather than the Annual Efficiency Ratio (AER) that has been adopted by IMO. The AER is based on the vessel’s deadweight as depicted by their deadweight or gross tonnage. The EEOI, which is already in use in the European MRV system, would instead be based on the actual weight of the cargo carried. This gives a more realistic assessment of the operational efficiency, says John Kokarakis, Technical Director Technology & Business Development Hellenic, Black Sea and Adriatic Zone at Bureau Veritas (BV). However, using the EEOI would

10 | NOVEMBER 2021

lead to high variability on the CII numbers. “No metric is perfect: while AER reduces the variability problem, it produces less realistic results.” Kokarakis notes that some shipowners are concerned about the use of AER for vessel types that are “volume intensive”, meaning that their cargo has a big volume but is relatively light. This is the case of gas carriers and ro-ro vessels, for example, who would prefer using tonnage, or cubic capacity, instead of weight, because their lower deadweight works against them in CII calculations. Reduction factors Prior to MEPC76, Dr Bryan Comer, Marine Program Lead at the International Council on Clean Transportation, noted that the IMO’s initial GHG strategy calls for emissions to peak as soon as possible, to fall at least 50% by 2050 compared to 2008, and for at least a 40% reduction in the carbon intensity of international shipping by 2030 relative to 2008. He is concerned that achieving a 40% reduction on either metric allows emissions to continue to grow this decade, which makes it harder to achieve IMO’s 2050 target and is incompatible with the Paris Agreement temperature goals. Under the EEOI metric, ships had already reduced their carbon intensity 32% relative to 2008 as of 2018, according to

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

REGULATORY FOCUS

‘‘

the Fourth IMO Greenhouse Gas Study. “That means we only need a small annual fleetwide efficiency improvement from 2018 to 2030 to get to the IMO’s minimum 40% reduction target. Reducing the carbon intensity is great, but because demand for shipping is growing faster than efficiency is improving, we can expect total emissions from the global fleet of ships to continue to grow.” Using the AER, shipping’s carbon intensity in 2018 was 22% better than 2008, according to the Fourth IMO Greenhouse Gas study. To achieve the minimum 40% reduction from 2008 levels by 2030, shipping’s carbon intensity has to fall about 2% annually starting in 2019. Using AER, he expects emissions to grow 5% by 2030 compared to 2018. “So, aiming for a 40% reduction in AER doesn’t even peak emissions.” MEPC76’s agreement to achieve an 11% reduction in AER by 2026 relative to 2019 works out to about a 1.5% reduction in carbon intensity each year. “That’s what we already expect to happen naturally as ships get larger and are designed and operated more efficiently over time,” Comer says. His analysis indicates: 5 To keep emissions below the 2008 peak: the IMO should require at least a 3% annual reduction in carbon intensity per year, equal to a 33% reduction from 2019–2030. 5 To be aligned with IMO’s 2050 target: the IMO should require at least a 4% reduction in carbon intensity per year, equal to a 44% reduction from 2019–2030. 5 To be aligned with a 1.5°C pathway: the IMO should require at least a 6-7% reduction in carbon intensity per year, equal to a 66% to 77% reduction from 2019–2030. “In reality, only a portion of the fleet will be covered by the policy, due to proposed exemptions and correction factors, as well as data limitations. Ships reporting to the IMO’s Data Collection System (DCS), which covers ships greater than 5,000 gross tonnes, emitted 614 million tonnes (Mt) of CO2 in 2019, which is only about two-thirds of the 919 Mt CO2 emitted by international shipping in 2018, as estimated in the Fourth IMO Greenhouse Gas Study. The DCS will probably be used to ensure compliance with the regulation. If the policy ends up covering at best two-thirds of the emissions, then policymakers need to err on the side of higher ambition to ensure that emissions fall this decade, instead of rising.” RightShip notes in a position paper that the requirements may be too lenient and slow to enforce change. “For example, a vessel nearing the end of its lifecycle might not meet the CII requirements, but the operator may continue to take chartering opportunities with limited consequences.” RightShip already offers a similar rating – it’s A-G GHG Rating through which, it says, charterers usually remove F and G rated ships from their supply chain. To avoid confusion, RightShip will alter the GHG Rating to match the CII prior to 2023. Still, the position paper notes that the CII is a great example of how the cooperation between a charterer and vessel owner is crucial to optimal outcomes. “To achieve the CII requirements, the charterer and shipowner should work

Credit: Bureau Veritas

The main challenge is to find the right balance and avoid over-correcting or undercorrecting. This will require a precise assessment of the amount of additional energy that is due to extreme weather or to cargo refrigeration

together to minimise ballast legs, optimise vessel speed and in turn reduce fuel use.” Correction factors Correction factors for specific vessel types are not on the agenda for discussion at MEPC77 in November, but they are expected to be finalised at MEPC78 in June 2022. The aim of these correction factors is to adjust the CII result so that operators are not penalised for situations in which vessels have no choice but to emit carbon due to operational reasons. “Nothing has been voted or adopted yet, but we

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

8 John Kokarikis, John Kokarakis, Technical Director Technology & Business Development Hellenic, Black Sea and Adriatic Zone at Bureau Veritas (BV)

8 Dr Bryan Comer, Marine Program Lead at the International Council on Clean Transportation

NOVEMBER 2021 | 11

REGULATORY FOCUS

Pooling CII ratings A 2021 study by CE Delft evaluated whether the business case for a zero-carbon ship would be improved if the costs of meeting the CII were pooled. So, rather than requiring all of a company’s ships to meet the CII requirements individually, they could comply at a fleet level. “This means that the money which would otherwise have been spent on improving the CII of all non-compliant ships can be used to let ships sail on lowand zero-carbon fuels in such a way that the total emissions would not exceed the emissions of a compliant fleet.” The study concluded that about half the additional costs of lowand zero-carbon fuels could be met by pooling compliance without compromising the environmental outcome. The study also examined the potential for ships to improve carbon intensity by reducing speed, and it evaluated the speed reduction that would be needed to upgrade a D or E ship to a C ship, along with the potential revenue lost. For the E-rated reference ships evaluated, including a small and

12 | NOVEMBER 2021

‘‘

If the CII becomes the de facto standard for shipping, it's going to make it much easier for financers, charters, and others to put requirements on ships large bulk carrier, tanker and container ship, the speed reductions ranged between 15 and 20%. The study estimates that the yearly loss in revenue for upgrading an E ship to a C ship using speed reduction is $520,000 for small bulk ships and up to $3,808,000 for large container ships. For D-rated reference ships the speed reductions ranged between 6 and 8%. The yearly loss in revenue ranged from $172,000 for small bulk ships to $1,787,000 for large container ships. Looking ahead Class societies and other service providers are assisting shipowners with their preparations for 2023. Foreship is helping owners plan how to meet targets now and in the future by examining strategies such as itinerary and speed changes, improving hydrodynamics, reducing hotel load, changing fuels or using less eﬃcient ships on less demanding routes. ClassNK has been distributing a tool to simulate CII and is developing the more holistic solution to be released this year. The new “ClassNK ZETA (Zero Emission Transition Accelerator)” is the platform for data utilization linked with the society’s tool for regulatory reporting of CO2 emissions. ZETA will enable users to monitor CO2 emissions at an individual ship/fleet level without additional input burden. It is designed to facilitate collaboration, enabling the Poseidon Principles and the Sea Cargo Charter to share emission reports of ships as necessary. Meanwhile, ongoing work on the issues is being undertaken through a Correspondence Group that will report to MEPC78 in 2022. The reduction factor from 2027 until 2030 has not yet been determined and will depend on the progress that will have been achieved towards the IMO target of reducing the carbon intensity of ships by at least 40% by 2030.

8 Tore Longva, principal consultant at DNV: "Views diﬀer in the IMO on which correction factors should be applied"

Credit: DNV

have seen proposals to account for bad weather or heavy ice conditions, as well as to adjust for vessels that must use more energy because they carry refrigerated containers or it is necessary that they heat the cargo they carry,” says Kokarakis of BV. “The main challenge is to find the right balance and avoid over-correcting or under-correcting. This will require a precise assessment of the amount of additional energy that is due to extreme weather or to cargo refrigeration, for example. “Another challenge would come at the end of the decade, when calculations will be made to determine if the 40% target has been achieved, as we would be comparing corrected data with uncorrected data from 2008. One possible solution would be to use the CII without any correction factors to make these comparisons, while using corrected data for the CII rating of individual vessels.” Tore Longva, principal consultant at DNV, notes that there are divergent views in the IMO on which correction factors to be applied, so it is not clear yet what the outcome of IMO deliberations will be. One segment that is concerned is the cruise industry. Cruise ships spend a long time in port and have a high hotel load whilst there. “Shipowners are very concerned that the CII is based on emissions per nautical mile, as they only benefit when they're vessels are actually moving. Ships that undertake a lot of short voyages are similarly aﬀected as they also spend a relatively long time in port as are vessels such as shuttle tankers that spend a lot of time in dynamic positioning mode.” To make the CII work, it's important that it's perceived as fair and that it is respected in the industry, says Longva. Still, he notes that a tanker is not going to be compared to a cruise ship. “As long as the same type of vessels are treated equally, at least shipowners will know that their competitors are also having to think along the same lines when it comes to strategies such as reducing speed.” Longva believes that other options, such as increased use of biofuels, pending if IMO agrees on a method on how to account for biofuels, can also be taken up as shipowners ponder how much they want to invest in new technologies for older ships. Will older vessels get pushed out of the market? “If the CII becomes the de facto standard for shipping, it's going to make it much easier for financers, charters, and others to put requirements on ships. However, the impact of that depends on demand in particular shipping segments. If there is little demand, then I think we will see a preference for the newer and the more eﬃcient vessels with a good CII rating. Conversely, if it's a very good market and all ships are needed, they will not be pushed out.”

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

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COP26 PREVIEW

ICS TURNS THE TABLES ON COP26 The shipping industry might have been on the defensive at COP26 due to calls for it to take more action on decarbonisation, but the International Chamber of Shipping (ICS) has turned the tables with a proposal and an ultimatum

8 Jürgen Rechberger, Vice President and Business Field Leader – Hydrogen and Fuel Cells at Austrian technology provider AVL expects hydrogen to become an internationally trade commodity"

Instead of supporting the IMO’s existing goal of 50% greenhouse gas emissions reduction by 2050, the ICS (which represents 80% of the global shipping industry) has called for shipping to be net zero by 2050. It has backed this call with a plan for governments to introduce a mandatory carbon levy on CO2 emitted by globally trading ships over 5,000 gross tonnes. The money would go into an IMO Climate Fund used to close the price gap between zerocarbon and conventional fuels and to deploy the bunkering infrastructure required in ports throughout the world to supply fuels such as hydrogen and ammonia. Funds would be gathered through the same mechanism as the US$5 billion R&D Fund discussed without conclusion at the IMO’s Marine Environment Protection Committee meeting (MEPC76) in June. This fund would be financed through a mandatory $2 levy per tonne on marine fuel and be used to accelerate the development of zero-emission technology in pilot projects that could be scaled up across the industry. The ICS is pushing for decisive action at MEPC77 this November, two weeks after COP26. Guy Platten, Secretary General of the ICS, challenges the governments of the world: “At COP, we will be saying: back us, or explain why you are blocking the energy transition to zero emission fuels.” Although the ICS and joint-proposer INTERCARGO didn’t put a dollar amount on the Climate Fund levy when they announced it in October, the Marshall Islands and Solomon Islands have previously proposed a $100 levy. The IMO’s 174 Member States have been discussing potential marketbased measures in depth since MEPC56 in 2006. Agreement is yet to be reached, largely due to diﬀerences of opinion between developed and developing nations on how to balance equality with common but diﬀerentiated

14 | NOVEMBER 2021

responsibility for causing the world’s GHG problem. China, Brazil, South Africa, Saudi Arabia and India, for example, have all at times opposed climate-related measures considered by the IMO. The ICS has acknowledged the challenge by noting that the Climate Fund’s work could initially target developing nations. Falling short Dealing with common but diﬀerentiated responsibility has been a problem at COP meetings. The pledge to mobilize US$100 billion annually by 2020 for climate action by developing countries was taken in the United Nations Framework Convention on Climate Change (UNFCCC) process in 2010, but it has not yet been fulfilled. Developed nations are falling some US$20 billion short each year. 8 Guy Platten, Secretary General of the ICS wants governments to introduce a mandatory carbon levy on CO2 emitted by globally trading ships over 5,000 gross tonnes

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

COP26 PREVIEW

‘‘

The oil and gas sector is not accepting its share of responsibility for global emissions The current developed versus developing dynamic could change. Between 2020 and 2050, the US Energy Information Administration projects that total energy-related CO2 emissions will increase by 5% (600 million metric tons) in OECD countries, which generally have slowly growing economies, and by 35% (8 billion metric tons) in non-OECD countries, which generally have rapidly growing economies. But in the words of Alok Sharma, President of COP26: “the world will succeed or fail as one,” and all governments are under pressure in the leadup to COP26 with activists such as Greta Thunberg complaining they are talking too much “blah, blah, blah” and not taking enough action. Even Queen Elizabeth II has been reported to be irritated. Unilateral pressure While achieving consensus at the IMO can be challenging, there is a clear commitment to make progress. Most recently, following the adoption of the Initial IMO GHG Strategy in 2018, the IMO adopted amendments to MARPOL Annex VI at MEPC76 that set out technical and operational energy eﬃciency measures for ships (EEXI and CII). The IMO is also developing lifecycle GHG assessment guidelines to increase the understanding of the carbon lifecycle of new fuels. A range of IMO-executed R&D projects are focused on supporting developing countries with the results being shared to facilitate roll out elsewhere. The ICS believes that the IMO is the right forum for managing shipping’s decarbonisation program. It doesn’t want COP26 to result in unilateral measures such as the EU Emissions Trading System which only applies to about 7.5% of global shipping emissions. Market based measures should be applicable when all shipping has access to solutions for emission-free ships. Without them, the EU Emissions Trading System operates more like an oﬀsetting scheme than an incentive to take up solutions, which don’t yet exist. Ocean Conservancy has called for shipping to be included in the US Nationally Determined Contribution and called for the elimination of shipping emissions in the US by 2035. There are some 45 nations already committed to decarbonising shipping by 2050, says Dan Hubbell, Ocean Conservancy’s Shipping Emissions Campaign Manager. He says one of the most compelling pieces ahead of COP26 is a new legal analysis by Transport & Environment that argues that shipping is captured within “economy-wide absolute emission reduction targets” of the Paris Agreement.

Jürgen Rechberger, Vice President and Business Field Leader – Hydrogen and Fuel Cells at Austrian technology provider AVL, expects that fuel cells will achieve a very high share of the marine market. He says that truck applications will lead the introduction of fuel cells in the transport industry, but notes that transport itself is just a small part of the hydrogen economy. Most industrialised countries will face a significant lack of renewable energy, and hydrogen will be a globally traded commodity much like crude oil is today – shipped around the world as liquid or compressed hydrogen or as ammonia or methanol. China will dominate in the manufacture of fuel cells, and India will be the new “Saudi Arabia” of hydrogen production, he says. The focus will be on green hydrogen (produced by electrolysis using renewable energy): many countries, including Austria, will not provide incentives for the use of blue hydrogen (derived from methane). Future fuel mix The International Renewable Energy Agency (IRENA) has stated that e-methanol and e-ammonia are the most promising green hydrogen-based fuels for shipping, with e-ammonia possibly providing 43% of the sector’s energy needs in 2050. This amounts to about 183 million tonnes of renewable ammonia, an amount comparable to today’s global ammonia production. IRENA predicts that renewable fuels based on green hydrogen and advanced biofuels could contribute at least 70% of shipping’s energy mix in 2050. The World Bank has indicated that ammonia and hydrogen are the most promising zero-carbon bunker fuels – with a preference for ammonia due to its higher energy density and less demanding cooling requirements. Biofuels risk being constrained by the supply of sustainable biomass and by cross-sectoral competition driving up prices. Synthetic carbon-based bunker fuels are expected to be less costcompetitive due to lower production eﬃciency and a dependence on direct air capture for CO2 feedstock. Many developing nations could produce ammonia and hydrogen, says the World Bank. “With over 80% of the investments required for shipping’s energy transition anticipated to be for land-based infrastructure (e.g. hydrogen production, ammonia synthesis), countries could leverage these investments to also upgrade their domestic energy sector and maritime or non-maritime infrastructure.”

Following the automotive lead Shipping may follow the automotive industry towards fuel cell technology rather than combustion engines, as both industries face similar decarbonisation challenges. Speaking at the Second Global Sustainable Transport Conference held in China in October, UN Secretary-General António Guterres said: “The priorities are clear: phase out the production of internal combustion engine vehicles by 2035 for leading manufacturing countries, and by 2040 for developing countries.” A similar goal has been discussed in the EU, with the European Automobile Manufacturers Association (ACEA) countering: “Rather than announcing bans on the internal combustion engine in the short term, what is needed is a strong political commitment to put all the enabling conditions for the transition to zero-emission mobility – such as charging infrastructure and incentives – in place as a matter of urgency.”

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

8 Dragos Rauta, Technical Director of INTERTANKO, notes that shipping companies support the development of solutions, but are not technology designers or fuel manufacturers

8 The IMO needs to commit to a regulatory framework that de-risks investment in R&D to assuage fears that firstmover companies could be penalised: Charles Haskell, Decarbonisation Programme Manager at Lloyd’s Register.

NOVEMBER 2021 | 15

COP26 PREVIEW LNG challenged The World Bank has made a submission to MEPC77 stating LNG is likely to play a limited role in shipping’s decarbonisation, and countries should avoid new public policy that supports LNG as a bunker fuel, reconsider existing policy support and continue to regulate methane emissions. Amazon, Ikea, Michelin Unilever and other consumer companies recently announced that they do not consider LNG a suitable choice in their pledge to switch all of their ocean freight to vessels powered by zero-carbon fuels by 2040. But, as industry group SEA-LNG points out, all zeroemission synthetic fuels being discussed for deep-sea shipping – synthetic LNG, ammonia, and methanol, etc – come from the same place. They are all made from hydrogen derived via electrolysis. In order for these fuels to be truly zero-emissions the electricity used in electrolysis needs to be produced from renewables, such as solar and wind, and this presents a massive scaling challenge. Bulk LNG infrastructure for liquefaction and regasification is already present in 60 countries; approximately half of which could be classified as developing, including China, India, Brazil, Mexico, Indonesia and Thailand. And if a carbon levy is imposed on all fossil bunker fuels, it would favour the use of LNG because of its lower GHG emissions. Challenging but not impossible Some States have already proposed absolute zero GHG emission targets rather than net zero ones. If successful, this could determine whether a lifecycle approach is taken to carbon measurements or just emissions at stack are considered, which would in turn impact shipping’s R&D priorities. The ICS has prepared an analysis of over 260 projects that could be targeted by the R&D Fund, including an assessment of their urgency, impact and a broad estimate of cost. These projects address the use of new fuels by diﬀerent types of ships as well as batteries, electrification and carbon capture and storage. There will need to be significant numbers of zero-carbon vessels entering service by the end of the decade to achieve ICS’ 2050 goal. The views of Chris Bell, Senior Consultant, at marine design and clean-tech consultancy Houlder, reflect the optimism that exists within the industry for this. “While it may be challenging, it is certainly not impossible.” The proposed R&D Fund is one way of accelerating the investment needed and looks like a realistic prospect for the industry, he says, but he warns: “As other sectors decarbonise, the shipping industry, alongside aviation, is going to start representing a much higher proportion of total global emissions and is, therefore, unlikely to continue to go as unnoticed as it has done to date.” INTERTANKO says shipowners are positively engaged and will invest in and be actively involved in testing solutions oﬀered, but Technical Director Dragos Rauta notes: “Shipping companies are not technology designers or fuel manufacturers.” They are the “demand” side. To reach targets, the development of sustainable solutions needs to be prioritised ASAP and sustainable business cases demonstrated. He believes that research should initially be concentrated on solutions that are realistic in the short term. Concerns have been raised by some companies that have already invested significantly to develop decarbonisation solutions at their own risk, says Charles Haskell, Decarbonisation Programme Manager at Lloyd’s Register. He says there is an urgent need for the IMO to commit to a regulatory framework that de-risks investment in R&D. “The IMO needs to get the regulatory framework for ships and shipping right, but equally governments need to ensure that energy policy reflects the

16 | NOVEMBER 2021

need to secure green energy for use by domestic and international shipping. Without this there is a risk that decarbonisation in shipping becomes a constraint on economic prosperity and development.”

8 Alok Sharma, President of COP26

Benchmarking performance The performance of energy majors has been evaluated ahead of COP26. A first benchmarking has been completed for 100 of the world’s biggest oil and gas firms against the 1.5°C scenario - the most ambitious emissions reduction plan proposed by the Paris Agreement. The assessment, undertaken by the World Benchmarking Alliance (WBA) and partners CDP and ADEME, found that only 13 companies have low carbon transition plans that extend at least 20 years into the future. Only 12 publish information on low-carbon capital expenditure investment plans to 2024. The conclusion: “The oil and gas sector is not accepting its share of responsibility for global emissions.” WBA’s 2022 benchmarking will assess 90 shipping companies on their low carbon transition plans, investment in R&D for low carbon technology and investment in low carbon business activities. The analysis will be released next year in the lead up to COP27. 8 Chris Bell, Senior Consultant, at marine design and clean-tech consultancy Houlder, warns that the industry should prepare for increased public scrutiny as its share of global emissions rises in future

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LNG & ALTERNATIVE FUELS

GROWING ASIAN DEMAND FUELS RED HOT LNG MARKET Sharp recoveries in demand for energy in Asia and Europe, supply disruption and unseasonal weather have contributed to a sharp run up in seaborne LNG prices, but the long-term rise in LNG demand seems certain to continue, Kari Reinikainen hears

While the market has focused on the recent rise in seaborne gas prices since May 2021, which has been pushed up by high demand for gas in Asia and Europe, high spot rates for natural gas will only have an indirect effect on the newbuilding orderbook, shipping analysts note. While surging spot freight rates for LNG carriers have shot up, the effect has been compounded by the relatively small proportion of prompt LNG tonnage available in the market. The majority of LNG carri-ers are committed to long term charters. This has led to some quite astonishing market movements. Current LNG carrier spot rates of USD 245,000 per day are up a staggering 1,785% compared to the March 2021 lows of USD 13,000 per day, said Guy Cooper market analyst at VesselsValue in the UK. The same dynamic has seen soaring freight rates lift asset values: “The fixed age value for a five year old large LNG vessel currently resides at US$ 150 million, up 12% since the start of the year and 14% compared to October 2020.” Currently, structural factors in the European gas market, such as declining production from mature Dutch offshore fields, as well as supply interruptions around the time of the completion of the Nord-Stream 2 gas pipeline, were encouraging buyers to rebuild stocks ahead of winter. As a result, and the demand is further catalysed by the fierce competition between Europe and Asia to secure energy supplies, this has led to a surge in gas prices as suppliers struggle to keep up, he added. The situation represents a complete reversal from the early months of 2020, during the early stages of the pandemic, when demand for oil and gas was “in free fall”. Slumping oil and gas indices during that period hit the market fundamentals for LNG carriers, as weak demand weighed on their valuations, he told The Motorship.

18 | NOVEMBER 2021

A number of market observers note that the emergence of price indices for LNG over recent years, as well as the progressive development of separate prices, means that price risk management tools are available for ship owners eager to lock in prices for their fuel. In other words, for ship owners who take action to manage their exposure to bunker price fluctuations, the potential impact of short term bunker price fluctuations should be limited. Supply and demand fundamentals From a longer term perspective, some analysts warn that demand for LNG could continue to outstrip supply. Morgan Stanley Research noted on 25 October that annual demand growth for LNG would rise by at least 25% by 2050, with slower demand growth for thermal coal over the period possibly lifting LNG to closer to 50%. Morgan Stanley noted that this was likely to lead to an annual productive shortfall of 73 million tonnes, and that an additional US$65 million of investment in production capacity would be required by 2030. The IEA noted in its Q4 2021 report on the gas market that this productive shortfall had been exacerbated by a decline in LNG contracting activity, which fell by almost 30% year on year in 2020, or by 45% compared with its 2018 peak. The activity during 2021 to date shows some potential for recovery. The impact of the Covid-19 pandemic could also be seen in final investment decisions (FIDs), which were also down from their 2019 record high. To date, one North American project was sanctioned in 2020, in addition to Qatar’s major expansion plan, which was confirmed in early 2021. “These new investments, added to the wave of FIDs taken before 2020, should therefore prove suﬃcient to satisfy additional LNG demand in the coming years,” the organisation pointed out.

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

LNG & ALTERNATIVE FUELS Asian demand seen to grow 4% per year to 2040 From an LNG shipping perspective, one of the most important questions to be answered is where the growth in LNG demand is expected to occur. Positively from a shipper’s perspective, Asia is expected to be the main driver of global growth in LNG demand over the coming decade. Shell has forecast that the demand for LNG in Asia will grow by 4% per year, three times the rate of the global demand for energy, up to 2040. Imports to Asia would exceed 600 billion cubic metres in 2040, the company forecasts, which is signif-icantly more than the total imports today. While gas interconnectors between Russia’s Far East with northern China exist, for example, the ma-jority of the increased export volumes are expected to carried by ship. The Motorship notes that con-tractual price diﬀerentials between seaborne LNG indices and the existing Sino-Russian interconnect-or, as well as technical challenges for maturing Siberian gas fields, are likely to encourage seaborne export. Emerging demand for LNG in coastal cities in southern China and southern Asia will also favour seaborne delivery. Golar LNG forecasts the global demand for LNG to reach 550 million tonnes in 2030, a sharp increase from 360 million tonnes today. Demand in the Pacific region would lead the growth and expand by a forecast 27% to 324 million tonnes. However, most of this demand growth would be met by suppliers in the Atlantic and Mediterranean regions, where the supply should rise by 67% to 210 million tonnes, the company said in a presenta-tion in September. Long distance between the source of LNG and where it is consumed increases ton miles and adds to the demand for shipping capacity. Lars Bastian Ostreng, shipping analyst at Arctic Securities in Oslo, said that the development of the newbuilding orderbook for LNG carriers is closely linked to the anticipated increase in the global LNG liquefaction capacity. This increased significantly in 2019 as the world was moving away from coal and oil to use more LNG, but then the Covid-19 pandemic led to a sharp fall in these investments. The current newbuilding orderbook accounts for about a quarter of the number of ships in service, Ostreng said. There are some 600 LNG carriers currently in operation. There will be a significant increase in the LNG production capacity in the next few years, particularly in 2026, when some 90 million tonnes or more than half of the capacity increase that year, is sched-uled to come online. “A high price of gas is good news for potential new liquefaction capacity, which again is good for new-building projects,” Ostreng said. However, it takes about five years for a project to be completed, but capacity of an existing facility can be increased faster by adding a “train” or a production line to it. However, delays are quite common in connection with these large projects.

‘‘

A high price of gas is good news for potential new liquefaction capacity, which again is good for new-building projects Gas Exporting Countries Forum (GEFC) analyst Dr. Aydar Shakirov said in a report that there were 606 LNG carriers in service at the beginning of this year, of which 39.4% were steam turbine powered The same report notes that 68 LNG carriers that were in service at the beginning of this year had been built before the turn of the Millennium. However, steam turbine propulsion only started to be re-placed by other systems after that date:

the first Dual Fuel Diesel Electric (DFDE) powered ship entered service in 2004 and various other systems were introduced in the years that followed. “The future of steam turbine powered tonnage will largely depend on how strong or weak the (freight) market will be. However, it must be very hard for them even to comply with new regulation, such as EEXI,” Ostreng pointed out. Obsolete units are often converted into floating storage or storage and regasification use, rather than sold for recycling. On the newbuilding side, 142 LNG carriers are due to enter service in the 2021-25 period alone. South Korean builders Hyundai, Samsung and Daewoo together have 110 of these contracts, with the Russian shipbuilder Zvezda holding 15 contracts and Hufong in China a further 11. However, Qatar that plans to expand its liquefaction capacity to 126 million tonnes per year in 2027 from 49 million at present, has alone contracted more than 100 ships of this type and its orderbook extends to 2027. It has secured about 60% of the global LNG carrier construction capacity up to that year, Shakirov pointed out. A rising supply of LNG combined with an anticipated withdrawal of steam turbine powered tonnage from the market should bode well for the LNG carrier industry. But on the other hand, new LNG carri-ers are larger than old ones: in 2020, the existing fleet’s capacity stood at 158,200cbm on average, up from 120,900 two decades earlier, Shakirov noted.

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

NOVEMBER 2021 | 19

LNG & ALTERNATIVE FUELS

WÄRTSILÄ EYES END-2023 FOR AMMONIA RETROFIT TRIAL A partnership that extends back to 2003 with Eidesvik Offshore’s adoption of LNG is being extended again as the company embarks on a retrofit project to test Wärtsilä’s ammonia engine technology This project will be the first of its kind in the world and is expected to be completed by the end of 2023. The specific vessel is yet to be chosen, there are several candidates for having their multiple 4-stroke dual fuel engines retrofitted to run on 70/30 ammonia/LNG mix, but the engines involved will likely either be Wärtsilä 34 or 20 series engines. The properties of ammonia are well-known, and a lot of work has been done by class societies regarding onboard safety, says Cato Esperø, Sales director Marine Solutions & Services, Wärtsilä Norway. “Safety is the most important aspect of the conversion,” he says, and he anticipates that DNV will provide class services. Onboard systems will be designed as zero-leakage, but safety features will include sensors for detecting ammonia as well as automatic shutdown valves in the supply system. It is still to be decided whether an existing cargo tank will be used to store the ammonia onboard; deck tanks are also an option. The engine conversion will involve modification of the fuel injection system as well as control systems and the piping system to adjust for ammonia’s unique properties and energy density. Wärtsilä has already successfully laboratory tested an engine fuelled with a 70 percent liquid ammonia blend. In the retrofit project, the ammonia will enter the combustion chamber in gaseous form. The ultimate goal is to achieve operation with 100 percent ammonia with a minimum diesel ignition fuel requirement. On-going laboratory testing involving gaseous ammonia will examine engine performance and emissions at different loads and with different proportions of ammonia and LNG. To date, testing has shown that NOx emissions are about half of that of diesel when burning a 70/30 ammonia/MDO mix This means that the chosen vessel’s existing selective catalytic reduction system will continue to be used. Esperø notes that ammonia itself is capable of cleaning exhaust emissions, just like the urea is currently used with diesel fuel. The engine will be optimized for low N2O emissions, current measurements indicate around 7 ppm N2O in the exhaust . Eidesvik has a strong track record in supporting sustainable innovations, having used LNG fuel in its fleet from as early as 2003 and fuel cells from 2006. “It was not Apollo 1 that landed on the moon, it was Apollo 11,” says CEO Jan Fredrik Meling of the company’s track record in supporting sustainable innovations. Wärtsilä and Eidesvik are also partners in the EU-funded ShipFC project to equip a platform supply vessel, the Viking Energy, with a 2MW fuel cell running on green ammonia. The installation is scheduled to take place in late 2023. Viking Energy will then become the world’s first supply vessel to sail long distances without greenhouse gas emissions. Testing will take place while the vessel is on contract for Equinor. It is anticipated that 60-70% of the vessel’s energy consumption will come from ammonia, but the partners want to demonstrate that the technology can supply up to 90% of the total power demand. The remaining energy consumption

20 | NOVEMBER 2021

on board will be powered by LNG, which has been Viking Energy’s main fuel since delivery in 2003. In 2016, the vessel became the world’s first hybrid supply vessel with the installation of a battery system. The engine retrofit and fuel cell projects tie in with one of the ongoing work streams of the Wärtsilä-led Zero Emissions Energy Distribution at Sea (ZEEDS) project, aimed at developing ammonia-powered newbuilds and converting suitable existing vessels. The concept involves oﬀshore fuel production and distribution hubs set up next to oﬀshore wind turbines. Renewable energy would be used to produce hydrogen from water, and clean fuels would then be made from hydrogen and nitrogen extracted from the air. Ammonia would be stored in seabed tanks using water pressure to keep the fuel liquid. It would then be brought to the surface at bunkering buoys that would take one hour to provide ships with enough fuel for 11 days of operation. Although initially modelled for the North Sea and Baltics, where some of the busiest shipping corridors are located and the development of renewables is already highly advanced, the same concept could be adapted for deepsea, long-haul shipping. In another related development, Wärtsilä signed a joint development program with Korean shipbuilder Samsung Heavy Industries for ammonia-fuelled newbuildings with 4-stroke auxiliary engines in September. The most likely initial newbuild targets will be container vessels and very large crude carriers, operating with 2-stroke main engines and 4-stroke Wärtsilä auxiliary engines.

8 Wärtsilä and Eidesvik are to partner in a retrofit project to retrofit a vessel to operate on Wärtsilä’s ammonia engine technology by end-2023

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

TWO-STROKE ENGINES

WinGD TO INTRODUCE AI SELFCALIBRATING ENGINES BY 2026 WinGD has plans to gradually introduce fully self-tuning engines for its engine programme by the end of 2026, Peter Krähenbühl, WinGD’s Head of Digital Transformation & Technology tells The Motorship in an exclusive interview Smart self-tuning technologies are expected to be progressively introduced on and around the company’s engine and energy management control system. The potential of the technology has been demonstrated already in other sectors as for example in the automotive industry, where engine control systems use closed-loop model predictive controls already. Krähenbühl noted that WinGD’s research envisaged combining the optimisation of individual cylinder combustion, related components, and subsystems with a broader holistic approach to optimise the energy consumption of the engine and total propulsion system. “Skilled engineers and operators are very good at achieving optimal outcomes for individual systems, but this approach will go beyond what any individual or team can achieve by allowing the operation of an entire system to be optimised in real-time,” Krähenbühl said. The technology, which is described in ‘Self-tuning engines’ below, builds upon some of the detailed modelling work that the company has undertaken during the development of performance and diagnostic monitoring modules within its WiDE engine monitoring system, as well as the enhanced energy flow simulation platform that was developed during the development of WinGD’s integrated hybrid system. The introduction of the system is expected to result in an incremental improvement in fuel efficiency for conventional diesel-fuelled engines, resulting in fuel consumption improvements of “at least 2-3%” without any other changes to the engine, Krähenbühl noted. “More significant reductions” in fuel consumption are to be on offer for vessels that combine self-tuning engine technology with WinGD’s recently developed electrification solution, given the potential for the electrification system to contribute to the optimum operating point via peak shaving, or use engine free end driven generators instead of gensets, for example. Further, the technology is also to make a significant contribution to WinGD’s dual-fuel engine programme, which has recently broadened its scope to include the introduction of ammonia and methanol engines by 2024 and 2025 respectively. Compatibility with variable compression ratio VCR technology introduces the ability to raise or lower the piston's top position to burn a reduced volume of fuel or lower it, creating a responsive compression ratio. The technology coincides with a separate advance, the replacement of mechanical cam-plate triggers with a sensor-based system, which will allow WinGD’s engines to monitor and adjust the piston’s position in relation to the cylinder liner. The advances will broaden the range of control strategies available to WinGD engine designers. “The introduction of this kind of flexibility [offered by selftuning approaches], allows you to start adjusting the engine to the combustion characteristics of different fuels,” Krähenbühl said. “Then, of course, if you can adjust the

22 | NOVEMBER 2021

compression ratio, you can much better optimise both combustions [in dual-fuel engines]. And the [model-based control] would [open up] self-tuning by having feedback loops within some constraints.” This would oﬀer an elegant solution to the compromised adjustments and tunings operators experience today switching between diﬀerent fuels.

8 WinGD’s next target is to introduce continuous optimization to its real time energy management controller

Timeline for introduction The introduction of model-based predictive control was likely to be more of a process than an event, Krähenbühl said, noting that the solution has already been introduced for some of the subsystems controlled by WinGD’s engine control system. Further systems were currently under development. “For example, we're just completing the solution for the aftertreatment, because that's also one of the newer systems. So that should be available next year for testing, and then for roll out later.” The model-based predictive control technology was being considered from the beginning for new solutions, such as hybrid, Krähenbühl said. By progressively replacing existing subsystems with new model-based predictive controls, the expectation was that a fully self-tuning engine would be introduced “within the coming years”. Ageing eﬀects as a variable The introduction of self-tuning technology would also allow WinGD to reflect engine-specific factors in its optimisation process. One such factor was the eﬀect of ageing on subsystems, as existing optimisation approaches do not reflect the impact of deposits on the performance of an aftertreatment system, to take one example.

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TWO-STROKE ENGINES Further iterative improvements in the accuracy of modelbased systems could be expected in the future as WinGD’s understanding of the ageing effects on individual subsystems advances, Krähenbühl noted. “The feedback from the field is very important in order to include these effects and to correctly model them.” This is particularly important as the number of fuel types, hybrid configurations and aftertreatment solutions is expected to proliferate in the future. Long term trials for each potential configuration, reflecting potential variations in dual-fuel or multi-fuel use, without automated features is impractical. Physical, semi-physical and data-driven models WinGD’s existing approach uses a variety of different modelling approaches in its development work, ranging from physically-based models (best suited for simple systems where a good physical model can describe the system) through to data-driven systems (where it is too complex to describe the physics and a machine learning model is better suited) and combinations to utilize and combine the advantages of physical and mathematical approaches as semi-supervised-learning (SSL). A hybrid semi-physical approach, in which physical data is integrated into a thermodynamic data driven engine model, has also been developed for use in performance and diagnostic monitoring modules within WinGD’s WiDE engine monitoring system. While the processing of real-time inputs into highly detailed semi-physical or physical models has been too timeconsuming until now, WinGD expects its model-based control system to be able to update a simplified model and derive an optimisation response within the timeframe required for realtime optimisation. Advances in computer power and edge computing, in combination with the creation of simplified semi-physical thermodynamic models capable of integrating high speed sensor inputs have been key to this advance.

8 WinGD has based the development of its data-driven model upon its existing highly detailed physical digital twin

Self-calibrating engines Self-tuning engine technology is not a new technology, and the technology has been used for some time in the automotive sector. Peter Krähenbühl noted that there were two diﬀerent areas of focus for self-calibrating engines. The first – model-based calibration – makes use of the model to optimise engine calibration oﬄine. This front-loading approach is compatible with either physical or data-driven models and will reduce the tuning time required for the engine. Such an approach can result in more consistent outcomes, as it reduces the human element during tuning. The second approach – model-based control – connects a model of the engine to the engine software to the engine control unit. Using a feedback loop, the engine is continuously optimised. Krähenbühl added that rather than acting like a pre-setting, this model will control and adjust the system using inputs from the feedback loop to optimise the system for given constraints.

However, the most interesting thing about this approach is that it can be applied to systems and subsystems on the engine Example of aftertreatment Krähenbühl discussed a selective catalytic reduction (SCR) aftertreatment system as an example of how a self-tuning engine would treat an individual system within an engine system. Modelling the eﬃciency of an aftertreatment system, based on a defined operating temperature at a certain flow from either a physical or a data-driven model, and then calculating how an engine’s NOx emission is influenced is a straightforward calculation. The value for the NOx is a standard output from an engine combustion physical or data-driven model. By using the feedback loop within the model, it is then possible to model how the eﬃciency of the aftertreatment system can be changed by altering inputs. If the required emissions after the aftertreatment is set as a constraint, the feedback loop can be used to optimise operating costs by optimising the

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consumption of fuel and urea, for example. This would also have the advantage of reducing potential ammonia slip from excess urea consumption. Controlling for multiple optimisation objectives Krähenbühl continued by identifying how a model-based engine control system could use feedback loops to optimise performance against multiple optimisation priorities. The system could target the required emissions level to achieve compliance as a primary objective, and fuel consumption as a secondary priority. A third priority could include temperatures within the SCR, while risk tolerances or ageing eﬀects could be added as a fourth. “Rather than applying a rigid system that targets a certain engine NOx emission, and which requires a constant eﬃciency of the after treatment in these conditions, a model-based engine control system could target an optimal level within [these] defined constraints.”

NOVEMBER 2021 | 23

TWO-STROKE ENGINES

MAN SEES ECONOMICS FOR LPIG CONVERSIONS CLOSE TO PARITY With the looming introduction of EEXI and CII rules from 2023 as well as Scope 3 emissions reporting, shipowners are taking a close interest in the economics of engine conversions 8 The BW Gemini, a VLGC from the BW LPG fleet, has had its MAN B&W 6G60ME-C9.2 main engine retrofitted to an MAN B&W 6G60ME-C9.5LGIP dual-fuel type, capable of operating on fuel oil and LPG

While the majority of attention has focused on the development of alternative fuels for the maritime industry as a means of meeting the IMO’s medium and long-term decarbonisation targets, comparatively less attention has been placed on the development of solutions that help existing vessels to meet decarbonisation targets. MAN Energy Solutions has been focusing a significant amount of attention on the development of conversion solutions, leveraging its experience pioneering the conversion of low-speed, two-stroke engines to operate on a range of diﬀerent alternative fuels. Klaus Dahmcke Rasmussen, Head of Projects and PVU Sales at MAN PrimeServ explained to The Motorship that the focus of discussions around conversion projects was increasingly shifting away from discussions around technical feasibility, which had been demonstrated, and moving towards detailed considerations of economic and environmental businesses cases on a ship-level basis. This represented a change from the earliest conversions, which had been completed on a trial basis, such as the conversion of the Wes Amelie to operate on LNG in 2017. Converting VLGC conversion interest Rasmussen noted that the very large gas carrier (VLGC) segment represented a particularly interesting market segment at the moment. The newbuild market has adopted the MAN B&W ME-LGIP engine as the standard for very large gas carriers since 2020, Rasmussen said (see “ME-LGIP advantages for VLGCs”).

24 | NOVEMBER 2021

Commercial enquiries around the possibility of converting a number of vessels to operate on LPG were continuing to arrive, and MAN hoped to be in the position to announce a number of further projects in spring 2022, Rasmussen said. When asked by The Motorship why the majority of owners of the remaining 147 very large gas carriers were continuing to take a wait and see approach, Rasmussen responded that there was a perception that conversion costs would be too high. Rasmussen noted that careful analysis of the cost of converting an existing VLGC to operate on LPG fuel revealed that the cost of conversion was essentially comparable with the price diﬀerential between ordering an LPG-burning newbuild compared with a diesel-fuelled VLGC. Rasmussen noted that the estimates were based on the cost of the latest BW LPG conversions, adding that newbuilding costs might vary depending upon whether an order was placed with a Korean or Chinese yard. Similarly, the cost of the fuel supply system could be rationalised if a direct connection with the cargo tanks were specified, potentially eliminating the need for Type C deck mounted fuel tanks. The scope for further reductions in the costs of engine retrofits was limited, as MAN PrimeServ was already able to leverage its purchasing power to supply parts competitively.

8 Klaus Dahmcke Rasmussen

Future proofing investments After discussing the economic and operational advantages for shipowners looking at converting their VLGCs to operate on LPG, Rasmussen began to look at the environmental aspects of ship retrofits.

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MARINE TECHNOLOGY

TWO-STROKE ENGINES

‘‘

Unfortunately, markets are not like engines. Past performance isn’t always a good guide to future behaviour One particular area of interest was how extending the operational life of a vessel would reduce the overall impact of the greenhouse gas emissions generated during the ship’s construction across its life span. “Just as keeping your car for a year or two longer reduces the overall environmental impact [because the car assembly step is the most carbon-intensive stage of a car’s operational life], we think that extending the operational life of vessels is also an environmentally friendly thing to do.” Rasmussen noted that converting a VLGC to operate on LPG fuel was significantly ‘greener’ than ordering a newbuilding, purely from the perspective of the emissions produced during the conversion. “The emissions produced during a conversion are around 2,000 tonnes of CO2 equivalent, or 3% of those required for a newbuilding,” Rasmussen said, noting that this covered both the steel production step, as well as the painting, welding and yard power supply steps. Learnings from BW Gemini conversion In 2020, BW LPG commissioned the conversion of its very large gas carrier BW Gemini to operate on a two-stroke LPG dual-fuel engine. The conversion of the main engine of the BW Gemini to a MAN B&W 6G60ME-LGIP dual-fuel type, capable of operating on fuel oil and LPG, from its original MAN B&W 6G60ME-C9.2 configuration in 2020 had been an important project for a number of reasons. The project, which had been carried out with fuel gas supply system partner Wartsila Gas Supply and Chinese yard Yiu Lian, had demonstrated the importance of dedicating experienced project management and skilled engineering teams to the project. “Treating conversion projects as a simple retrofit runs the risk of overruns,” Rasmussen noted, adding that Yiu Lian had demonstrated a high level of professionalism and competence throughout the series of BW LPG conversion. CII and EEXI implications While such discussions about the lifecycle emissions

Table 1 – Comparison of Price diﬀerentials Vessel

Prices, US$

Time frame

Oﬀ hire

VLGC Newbuilding with LGIP engine

83 – 88

18-24

Not applicable

VLGC Newbuilding with conventional engine

75-78

18-24

Not applicable

Retrofit to LGIP of existing Engine

12-14

60 days (Scheduled dry dock + 40 days)

Source: MAN Energy Solutions, 25 October 2021

Table 2 – Composition of Retrofit costs Investment

Prices, US$

Activity

Supplier

Engine retrofit

3.6

Engine Conversion, installation, commissioning, Gas & Sea Trial

MAN ES

FGSS and tanks

4.5

Fuel Gas Supply System, Tanks and Design specification

Wartsila Gas Supply

Shipyard work

2.0

Various

Yiu Lian Dockyards

Owner

0.9

Logistical costs, parts and local agency.

Ship owner

Source: MAN Energy Solutions

generated from a dual-fuel retrofit are currently of most interest to company sustainability managers, the precise methodology for life cycle assessments is currently being discussed at the IMO. Such issues may become relevant for shipowners and their finance providers in the future, The Motorship notes. The current focus of many shipowners and financiers is about the impact of IMO EEXI and Carbon Intensity Indicator (CII) rules on assets, once they enter eﬀect in 2023. Rasmussen notes that for a 84,000cbm VLGC, a conversion to operate on ME-LGIP would oﬀer a 14% improvement in EEXI score. This would improve the vessel’s performance, so that it was comparable with an EEDI Phase 3 compliant newbuilding. A similar improvement was seen in the CII performance, with Rasmussen estimating that the CII rating for a 84,000cbm VLGC would be improved by a 16%. “If shipowners opt for LPG, their vessel will not go into [CII] Class D before the end of the vessel’s operational life,” Rasmussen said. By comparison, vessels that continue to operate on HSFO as at present will fall into [CII] Class D by 2025.

ME-LGIP advantages for VLGCs The operational advantages for VLGCs have seen the VLGC segment rapidly adopt LPG-fuelled propulsion as a standard. “All newbuilds ordered since 2020 have specified LPG-burning main engines, reflecting the operational advantages that LPG engines oﬀer.” The MAN ME-LGIP engines oﬀer around an 8% reduction in fuel consumption compared with conventional diesel-fuelled engines, while opex costs are reduced, as steam boiler and purifier requirements are lowered. One additional operational advantage was an increase in vessel availability. Restrictions

26 | NOVEMBER 2021

on SIMOPS for VLGCs mean that eliminating the regular monthly bunkering halt could increase operating up time by up to 180 hours a year. While fuel diﬀerentials between LPG and HSFO have reversed in recent months, this reflects the current volatility in energy markets, The Motorship notes. Based on average price diﬀerentials between oil and gas prices seen over the past five years, operators of VLGCs would expect to see operational savings of several thousand US dollars per day. “Unfortunately, markets are not like engines. Past performance isn’t

always a good guide to future behaviour,” Rasmussen noted drily. Looking ahead, there is greater certainty about upcoming CO2 emission reduction requirements. By switching to ME-LGIP engines, BW LPG has stated that it expects to lower CO2 emissions by around 3,000 tonnes per year. The fuel oﬀers wider environmental benefits, with sulphur emissions lowered by between 90% and 100%, and NOx emissions reduced by 10-15%, and CO2 between 13 and 18%. Particulate Matter (PM) emissions were reduced by 90%.

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ENERGY EFFICIENCY SOLUTIONS

ESD SUPPLIERS SEE REGULATORY FACTORS FANNING INTEREST

Credit: SAL

Regulatory factors are stoking interest in ESD solutions from some trades, although a broader industry-wide focus on fuel eﬃciencies, and altering fuel supply economics, are also contributing, Kari Reinikainen hears

FuelSave technology The company, founded in 2012, started business by focusing on how to reduce emissions from trucks and utility vehicles, but quickly expanded its scope to include the maritime sector. Its FS Marine system uses intelligently controlled hydrogen syngas generator and injector, which combine proprietary gas injection with other processes to enhance the eﬃciency of diesel engines. The system reduces fuel consumption between 10% and 15%, cuts CO2 emissions by about the same amount, filter smoke number (FSN) by 40% and NOx by between 30% and 80%, the company says. Engine wear and tear will also be reduced by the use of the system, which cuts maintenance and repair costs. Sima said that the demand for the company’s products is very strong. Maersk McKinney Centre for Zero Carbon Shipping said in late October said that the global shipping industry would not be able to meet a target of net zero emissions by 2050 without a levy on fuel to encourage the use of alternative fuels. This has emphasized the need to act now, Sima noted. Sima distinguished between the wider market, where certain sectors such as container shipping were coming under intense pressure from large customers to reduce their net emissions, and FuelSave’s own business.

28 | NOVEMBER 2021

The largest market for FuelSave at the moment is the offshore oil & gas industry, where tightening environmental regulations in certain markets are creating a need to reduce emissions, Sima concluded. Sima noted that economics of investing in efficiency devices were changing in the commercial shipping market. The FS+ system was particularly well suited to vessels with high hotel loads or large auxiliary draws, such as cruise ships or vessels that spend a significant amount of time on dynamic positioning. He noted that those were precisely the vessel types that were likely to be most affected by the carbon intensity index (CII). “We aim for a payback time of three years and below and try to only focus on such projects where this is feasible,” Sima told The Motorship. The actual payback time depends on numerous factors, such as the usage of the ship, the load and operational profiles, the annual fuel oil consumption, the emission tax area, the fuel oil price etc. “The higher the fuel oil cost, the faster the return on investment,” he summarised. 8 Installation of an efficiency PACK on the Van Oord hybrid water injection dredger, Maas

Credit: Orcan Energy

It is a sign of maturing interest in fuel eﬃciency technology that customers are moving beyond technical discussions towards detailed discussions about the economics of investments. The payback periods are already within two to five years, before taking into account potential future rises in fuel prices, or the imposition of carbon surcharges. “We cannot wait for new propulsion technologies or future fuels but need to act now reduce emissions as much as possible,” said Marc Sima, co-founder and CEO of Fuel Save GmbH in Germany.

8 FuelSave fitted its FS+ kit on the MV Trina, where it was applied to both the main 12.5MW 58/64CD MAN engine and three 1MW auxiliaries

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ENERGY EFFICIENCY SOLUTIONS Waste Heat Recovery Other energy saving devices, such as waste heat recovery technologies, are also reporting increasing demand. The rise in LNG-fuelled shipping is increasing interest in waste cold recovery as an additional source of efficiencies, while expectations of higher fuel prices for alternative fuels in the future are also fanning interest. Orcan, another German technology group that offers energy saving solutions to the maritime industry, points out that there are four sources of waste heat that can – and should – be used to generate electricity. These are exhaust gases, jacket cooling water, thermal oil and waste steam. Its efficiency PACK can generate between 100 kW to 200kW of electricity per module and each module can cut CO2 emissions by up to 450 tonnes per year. The company ran a development project of marine products jointly with MTU, the diesel engine builder, from 2014 to 2017 and the first system was installed on a Dutch hybrid propulsion domestic ferry in 2017. The product rollout took place last year and more than 20 projects are currently in development. “Typically, we target an internal rate of return of up to 20, or a payback of two to four years, or in case of a newbuilding ship, the installation must create a positive accumulated cash flow from day one of operation. Assets are financed, so fuel savings minus finance cost must be positive from day one,” said Marcel Flipse, Head of Marine Applications at Orcan. A payback time between three and five years is the target for Climeon, a provider of energy efficiency technology, headquartered in Stockholm, Sweden. Running hours, available waste heat, fuel type, whether the ship in question is a newbuilding or retrofit and generator type all affect the payback time, said Fredrik Thoren, Head of Maritime at Climeon. Its waste heat recovery technology, the Climeon Heat Power System, uses principals of an Organic Rankine Cycle (ORC), but at much lower pressure levels. “The patented low-pressure technology allows for optimal efficiency from low-temperature heat sources such as jacket cooling water. Exploiting the temperature difference between the hot and cold water sources, Climeon’s Heat Power System produces usable electric power for the ship’s electrical demand, reducing the load on the ship’s generators,” A control system automatically and continuously ensures that the power output is maximised or optimised, based on site preferences. “The system's compact and modular design offers the highest efficiency conversion of low-grade waste heat within the ORC market, and its ability to utilise sea water as the cooling source, allows for simple integration with the vessel's existing systems and makes it highly suitable for marine applications,” he told The Motorship. As a proven technology since 2015, the Climeon Heat Power System has received approval from major certification companies and helped ship owners like the Finnish cruise ferry company Viking Line and Virgin Voyages to increase their energy efficiency, saving fuel costs and reducing impact on the environment. “We have had a pilot installation Climeon Ocean 100 installed on Viking Grace - this was the first generation of Ocean system with a nominal power output of 100 kW (maximum 120 kW). This installation was a part of EU project, so the cost of equipment and installation received an EU contribution,” recalled Kari Shao, Project Manager at Viking Line.

passenger ships and it has used LNG as fuel since entering service. Shao is now project manager for Viking Glory, a 63,000 gross ton newbuilding nearing completion at the Xiamen shipyard in China. “Viking Grace was, already before installing Climeon Ocean, the world’s most environmentally-friendly passenger ferry. With the Climeon Ocean this was further improved. The Climeon Ocean system was installed in 2015 on Viking Grace and has proven to deliver more than 700 MWh of electricity per year from heat that otherwise should be wasted. This corresponds to almost 300 tons of CO2 saving per year, and a payback time including integration costs of less than three years,” Shao pointed out. Viking Grace is powered by four eight cylinder Wartsila 50 DF engines with a combined output of 30,400 kW that drive electric motors connected to two propellers. With the system fully deployed, one ship has the potential to save up to 750 tons of fuel and up to 1,900 tons of CO2 per year. “On Viking Glory we have the new model of this ORC and what’s new is a steam turbine,” Shao noted. Shao declined to comment on the payback period for the installation, citing commercial confidentiality, as Viking Line was not involved in the equipment procurement. However, Shao acknowledged that there is a great interest in cost effective fuel efficiency equipment. The speed with which regulations are introduced appeared to be outpacing the development of new technology, Shao said, adding that the company had specified that Viking Glory should have this state-of-the-art technology installed. “To inform the public about this technology is a little more difficult when it’s not visible as a sail or solar panel,” Shao concluded, referring to an experiment to use a Norsepower rotor sail on Viking Grace.

8 The Viking Glory will be feature Climeon’s new steam turbine when it enters service

8 Marc Sima, ceo of FuelSave

Generates 700 MWh per year on large cruise ferry Viking Grace is a 57,565 gross ton cruise ferry that entered service in 2013. It was one of the first large dual fuel engine

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NOVEMBER 2021 | 29

FUTURE FUELS

BABCOCK LGE SEES MULTIFUEL FUTURE FOR SHIPPING INDUSTRY Andrew Scott, Business Development Director at Babcock LGE, shares his thoughts on the emerging alternative fuel markets and gives an insight into the market leading technology of LGE in an exclusive interview with The Motorship Since we interviewed [Babcock LGE’s Technical and Sales Director] Alan Duckett in 2019, we have seen significant developments in market for alternative liquid and gaseous cargoes. Could you share your perspective on how you expect the changing composition of energy generation to lead to changes in types of cargoes transported by sea? While investment in the production of renewable energy has risen significantly over the past few years, action must be taken before we reach 100% renewable energy, which will require huge investment and could be perhaps decades away. Demand for ‘cleaner’ fuels like LPG, LNG and ethane has increased, requiring many newbuild liquefied gas carriers to meet global transportation requirements. We also expect to see an increase in the transportation of both hydrogen and ammonia over the next few years, driven by increased demand for zero carbon fuels across the market. Separately, but linked, is LCO2 shipping, which is required to ship CO2 captured at emission source, liquefied and transported to depleted oﬀshore oil fields for long-term storage. As more Carbon Capture and Storage (CCS) projects come into operation, there will be growing demand for this kind of carrier. These may be dedicated LCO2 carriers, or multi-gas carriers – with LPG or ethylene capability for example – dependent on the project specifications. Zero carbon emission targets will inevitably limit the growth of the LCO2 shipping market over the long term, but as previously mentioned, immediate action is necessary to limit the growth of global carbon emissions, meaning these vessels will serve an important role in the mid-term.

Do you have any expectations about increased demand for LPG, or hydrogen carriers such as ammonia and methanol? Ammonia, LPG and methanol will each have an important role to play in the short to medium term fuel mix, however, ammonia, especially ammonia produced from renewable energy, is the only one which can deliver zero carbon emissions. It is therefore likely to see the most investment and growth over the next 10-20 years. In terms of the demand evolution for ammonia, LPG and methanol, it is useful to take LNG as an example. LNG has been used as fuel on LNG carriers for many years and its use as a transition fuel on a number of other ship types has been a big step in the right direction. While LPG and ammonia diﬀer from LNG in that they are utilised as liquid fuels, as opposed to vapour, and bring additional ‘challenges’ – LPG is heavier than air and will settle to the bottom of an engine room or machinery space, ammonia is toxic – they are likely to experience a similar evolution process. Their technical issues are not insurmountable and are already being addressed for gas carriers burning LPG or ammonia as fuel but, as with the expansion of LNG into nonLNG carriers, the education and training processes for operators of other ship types cannot be ignored.

Q A

30 | NOVEMBER 2021

Could you discuss how you see the prospects for novel fuels, such as hydrogen, or new trades such as liquid CO2? Do you think the expansion of LCO2 will depend upon the introduction of an international carbon price? Whilst hydrogen is – on paper – a great option as an alternative fuel, in practice it is much more complex. Today, there are limited quantities of renewable hydrogen (also known as Green Hydrogen) available, with almost all hydrogen currently produced by Steam Methane Reforming (SMR), which creates H2 during methane production – therefore still utilising fossil fuels. To obtain quantities of Green Hydrogen sufficient to meet global energy demand – and at an affordable price - will be a monumental task. Existing global infrastructure would require upgrading to handle hydrogen in the energy grid and supply chains will have to be established. Shipping hydrogen, as would be required due to the nature of global supply and demand centres often being separated by thousands of miles, is another issue, as it is currently difficult to contain and transport as a liquid economically due to its physical properties – namely the requirement to be stored at 253°C – as well as low density, wide flammability range and small molecular size. However, hydrogen is high on the agenda of many governments worldwide and with their financial backing – as well as from financiers with a green agenda – multiple projects are working towards solutions for the above mentioned problems. LCO2 shipping is forecast by many to be a market set to ‘boom’. The number of Carbon Capture and Storage (CCS) projects is growing at a rapid rate, driven by the required decarbonisation of hard to abate industries like steel and cement manufacture. CCS is also high on the agenda of many governments – similarly to hydrogen – and is therefore seeing significant investment from both public and private sector finance.

8 Andrew Scott, Business Development Director at Babcock LGE

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FUTURE FUELS A low carbon price has been a major factor causing the lack of progress in the Carbon Capture and Storage (CCS) market, as it is simply uneconomical for companies to pay for the infrastructure required when the price for emissions is so low. However, the carbon price of the EU Emission Trading Scheme (ETS) is now up over EUR50/tonne, and only likely to increase. Therefore, it is safe to assume that, with growing pressure from governments and the general public, many of the larger carbon emitters will turn to CCS in the not so distant future. Turning to Babcock LGE’s work in developing Fuel Gas Supply Systems for alternative fuels, you have been at the forefront of such developments. Could you share any details about your research into the development of systems for the new fuels, noting the fuel-specific technical challenges each poses for product developers. With more than 50 years’ experience in liquefied gas and a record of consistently securing over 50 percent of the market share in LPG cargo handling systems, it was a natural extension of LGE’s capabilities to design and deliver the world’s first newbuild LPG Fuel Gas Supply System, ecoFGSS™. LGE’s system has been market leading ever since and we have secured more than 20 contracts, with six now in service, operating worldwide. As always with designing a brand new system, there were some technical challenges, but with co operation between all the parties involved, these were resolved. Working closely with the engine manufacturers as they ‘fine-tuned’ their designs for the new fuels was vital, from the initial design phase though to commissioning and sea trials. The gas shipping industry has an enviable safety record and the development of ecoFGSS™ maintained this as a core objective. In addition, LGE has also been contracted to deliver ethane fuel gas supply systems for four Very Large Ethane Carriers (VLEC)s, the first of which will deliver in November 2021. This system – named ecoETHN® - enables the carriage of higher methane content commercial ethane cargoes by integrating the vessel’s reliquefaction system with the fuel gas supply system. ecoETHN® provides condensation of ethane/ methane Boil-Oﬀ Gas (BOG) from the reliquefaction system to the fuel gas supply system, with up to 2.0 mol% methane in the liquid phase. By harnessing the methane component specifically as an energy/fuel source, the methane content of the cargo is reduced during the voyage, resulting in a ‘purer’ cargo on delivery. As a next stage of development, LGE is considering ammonia as a fuel for shipowners and making the necessary design adjustments to allow ammonia as a fuel on-board both gas carriers and other ship types. Toxicity is a key consideration, but these challenges can be overcome, as we have been designing systems for ammonia carriage for many

ecoSMRT®

Competitor 1

Competitor 2

Competitor 3

Specific power consumption (kWh/kg)

0.656

1.040

0.952

0.937

Relative eﬃciency

100%

63%

69%

70%

Reliquefaction rate at 100% capacity (tonne/hr)

1.900

1.700

1.600

1.700

8 xxxxxxxxx

32 | NOVEMBER 2021

years. ecoFGSS™, which has been designed for LPG, will be ‘upgraded’ to ecoFGSS-FLEX®, allowing owners to utilise LPG, ammonia, methanol or DME as their fuel of choice. One issue that all alternative fuels face is that their energy density is less than conventional fuels, resulting in a greater volume being carried for the same energy output – but that is an inevitable consequence of the change. As the use of alternative fuels increases, the bunkering infrastructure to support this growth has to be addressed – the industry cannot face the same ‘chicken and egg’ scenario that the uptake of LNG as a fuel experienced.

8 ecoSMRT® delivers higher reliquefaction capacity for lower power consumption

Could you share any details about research or newbuilding projects in which you are active? In addition to internal development projects, LGE has been involved in a number of alternative fuel projects involving shipyards, shipowners, engine manufacturers, Classification societies and flag states. The two projects that are in the public domain are AiP from ABS for an ammonia fuel gas supply system and AiP from DNV for a dedicated ammonia carrier utilising ammonia as fuel. The latter was a joint development project with a number of key industry players, including Navigator Gas, MAN, DNV, and the Norwegian Maritime Authority (NMA), to develop a fully ammonia optimised mid-sized gas carrier, ready for the ammonia revolution.

Q A

Turning to your existing product portfolio, you have established a leading position as a supplier to the LPG market. Your Vent Gas Cooler (VGC) solution is widely used among LPG carriers. Are you looking at upgrading the solution’s performance? Separately, you are seeing increasing uptake of your new LPG FGSS for vessels operating on LPG? Are there possible areas where you can improve the performance of two systems through integrating the two systems? In terms of the VGC™, we are looking at new ways to improve/upgrade the system, either by increasing the eﬃciency or reducing the cost, and ideally a combination of both. However, we are, as is everyone in the business, constrained by the laws of thermodynamics in terms of increasing eﬃciency. Our ecoETHN® design for ethane already integrates the reliquefaction and fuel gas systems, and a similar development for LPG is under investigation. Of course, whatever comes out of this will be applied to ammonia and other fuels. The uptake of LPG fuel gas supply systems is likely to increase as owners’ future-proof their assets, but the use of LPG as the primary fuel will, of course, be influenced by the market price for LPG compared to conventional fuels.

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

FUTURE FUELS Turning to LNG, you have established solutions for LNG carriers. The ecoSMRT reliquefaction system is particularly competitive in terms of energy consumption and space requirements, reflecting the integrated precooling step, for example, when it launched. Are you looking at further product refinements? ecoSMRT® is always being looked at from the perspective of refining/improving the initial objectives of reduced CAPEX, reduced OPEX and deck space required, with a view to maintaining the competitive advantage. Of particular importance is operational feedback from the many systems in operation and incorporating these into future designs, ranging from software tweaks to changes to items of equipment. The refined/improved design is also being stretched to provide units with larger capacities than the current 60+ oﬀ 1.9 tph units that we have supplied to date.

The expansion of the LNG market is creating new opportunities, with increased demand for smaller sized bunker vessels. Are you looking at products that address the diﬀerent requirements of smaller LNG carriers, for example? We are focusing on where our reliquefaction technology – ecoSMRT® – oﬀers the most significant benefit to customers, which at this stage, is the very busy 174,000m3 LNGC market and not attempting to fit a square peg into a round hole. Whilst the small-scale LNG bunkering sector is not something we are actively pursuing at the moment, it is still on our radar as and when suitable opportunities arise.

We expect the efficiency of cargo containment systems to become increasingly important as LNG suppliers seek to reduce GHG emissions from their supply chains. How does your system’s Coefficient of Performance (CoP) compare with competing designs? We prefer to allow our systems to speak for themselves rather than benchmark against competitors’ systems but, for comparative purposes, please see the table below which shows that ecoSMRT® delivers more for your money. The efficiency of cargo containment systems is already very high, and new systems coming into the market, but at some point, it will get to the point of diminishing returns, so any incremental advantage that can be gained from reliquefaction will become more significant.

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NOVEMBER 2021 | 33

PROPULSION & FUTURE FUELS 2021

PFF 2021: REGULATORY ISSUES COME TO FORE ON DAY ONE The first day of The Motorship Propulsion and Future Fuels Conference 2021 brought together ship owners, ship operators and industry leaders to discuss the challenge of decarbonisation and strategies to meet existing and future IMO targets

8 Dominik Schneiter of WinGD exclusively revealed that WinGD had reduced its methane slip below 1g/kWh - “a record low for any leanburning engine” during a recent test of concept trial of its iCER solution for multi-turbocharger applications

The first day’s proceedings focused on the upcoming introduction of the IMO EEXI rules and CII rules followed by a series of presentations about recent retrofit projects, including examples of wind-assisted propulsion, engine conversions to operate on LPG as well as the continuing commercialisation of the Gate Rudder solution. Dominik Schneiter of WinGD exclusively revealed that the company had achieved methane slip reductions to below 1g/kWh in a recent trial of its iCER solution for multiple turbochargers. The centrepiece of the day was an extremely wide-ranging high-level ship owners’ discussion about the implications of the extension of the EU emissions trading scheme to cover shipping in a well-attended opening day at the Motorship Propulsion and Future Fuels Conference 2021 in Copenhagen, Denmark yesterday. First day Chairman, Lars Robert Pedersen, Deputy Secretary General, BIMCO opened the conference and set the tone for the day’s discussions. While the COP26 conference was taking place in Glasgow, the birthplace of the steam engine, he closed the keynote with a stirring call to action. This is where we talk about action. Christos Chryssakis of DNV noted that the very fact the conference was taking place hopefully represented a welcome return to normality. Turning to the political environment, he noted that nothing exemplified the increasing pressure on the industry better than the reception for the IMO’s decarbonisation targets. Lauded in 2018, they are now being criticised for not going far enough, Chryssakis noted. The regulatory landscape was becoming more

34 | NOVEMBER 2021

complex, with the EU introducing regulations affecting shipping and other countries considering similar measures. Insurers and financial institutions were increasingly setting up schemes that would affect the industry. Forums such as the PFF conference offered a useful venue for participants to share experiences as the industry undergoes a period of change in the short term. The high-level panel brought together Claus Graugaard, Head of On-board Vessel Solutions at the Maersk McKinney Moeller Center for Zero Carbon Shipping, MSC Group’s EVP for Maritime Policy and Government Affairs, Bud Darr, Wolfram Guntermann, Hapag-Lloyd’s regulatory affairs director, and Christopher Fee, Oldendorff Carriers’ GM, Environment and Sustainability. During an opening presentation, Graugaard outlined the challenge facing the sector, noting that if global trade volumes increased by 1.3% on a CAGR basis until 2050, global shipping’s emissions will increase by 20% by 2050 to reach 1.5 gigatonnes of CO2 equivalents. Graugaard noted that reducing the emissions from global fleet to bring it within the target 2 degree Celsius rise would require significant investments. Drawing on modelling work produced by the Center, Graugaard told the conference that a levy of up to $230/t would be required to incentivise significant changes, although modelling suggested that the cost of the scheme could be mitigated by rebates to early adopters. The panel turned its attention to the potential role of market-based measures, such as the extension of the EU’s Emissions Trading System (ETS) to cover emissions from vessels calling at European ports.

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

PROPULSION & FUTURE FUELS 2021 When Martin Kroeger said that “the industry is very open to discuss market-based measure mechanisms,” he summarised the consensus of the panel. Wolfram Guntermann and Christopher Fee spoke for many ship owners in the room when they emphasised their preference for international regulation to be introduced at the IMO level. The potential extra-territorial application of the ETS to voyages between the EU and third countries was also identified as a particularly sensitive area. The particular ownership and operational structure of international shipping posed a number of challenges for a scheme that had originally been designed for application to fixed assets in the energy generation and heavy industry sector. Christopher Fee and Bud Darr separately noted that the structure of the scheme needed to clarify where the responsibility for the emissions generated lay. From the perspective of the bulker sector, Fee said he was a little concerned that the polluter pays principle is not being respected by the proposals, as it places the responsibility for paying the emissions to the ship owner. He added that ship owners’ ability to influence operational behaviour was limited during time charters. The second session presented a number of presentations about the implications of the upcoming introduction of EEXI and CII. Christos Chryssakis offer an uncompromising message about the applicability of efficiency measures, noting that the 11% increase in fuel efficiency that they would require meant that speed reduction measures alone would be insufficient after 2026. Chryssakis offered the example of the tanker market, with a significant proportion of the fleet at risk of falling into the lower D and E categories after 2026. Mike Konstantinidis of METIS identified the opportunities that the use of digital solutions might play in reducing emissions, likening improved operational performance to an unexploited opportunity for the industry, while Chris Waddington of the ICS stressed that engine power limitation was likely to remain the simplest solution for shipowners in the short term. The penultimate session of the day introduced a range of retrofit solutions. Dr Elias Boletis of Wartsila Propulsion described the continuing progress of the Gate Rudder solution, and noted that the solution was being looked at by vessels up to the size of VLCCs. Vincent Bernatets of Airseas announced that the Nantesbased company has expected to complete its first commercial order in December. Rob van Solingen of Wabtec outlined the commercial advantages that its retrofit of MS Amadea’s engines offered. Jonas Nyberg of Berg Propulsion presented the results of its Twin Fin electric propulsion system for Polarcus, noting that the diesel electric propulsion solution balanced total ship resistance and propeller thrust performance to obtain maximum gain in terms of net thrust performance while minimising noise and vibration. MS Award finallists Klaus Dahmcke Rasmussen, Head of Projects and PVU Sales at MAN PrimeServ, outlined the scale of the work involved in the conversion of BW Gemini to operate on a two-stroke LPG dual-fuel engine. The project, which had been carried out with fuel gas supply system partner Wartsila Gas Supply and Chinese yard Yiu Lian, had demonstrated the importance of dedicating experienced project management and skilled engineering teams to the project.

The final session of the day provided delegates with a choice between three competing projects for The Motorship Editor’s Award, along with the BW Gemini conversion project. Jan Thore Forss of UECC introduced the company’s A-Class LNG battery hybrid PCTCs - the first of their type and told the audience that gas trials of the first delivery were due to start imminently, with delivery due in December. Graham Harvey, CEO of Windship Technology introduced the company’s Zero Emission Solution, which features a triplewing aerofoil with a wider Zero Emission shipping concept. DNV had just completed an independent computer-based analysis of the concept’s emissions abatement potential, assessing that Windship Technology’s solution captures 100% of the CO2 generated whilst providing 49% fuel savings of the expected fuel consumption of an Aframax Tanker.

8 Christos Chryssakis of DNV said forums, such as the Propulsion & Future Fuels conference, oﬀered a useful venue for participants to share experiences

WinGD methane slip breakthrough Dominik Schneiter of WinGD presented the engine designer’s iCER exhaust recycling system, noting that the solution oﬀered significant reductions in methane slip emissions. Schneiter exclusively revealed that WinGD had recently completed a test of concept trial of the extension of the iCER solution to multi-turbocharger applications upon a production engine in China. The trial results demonstrated that the solution was compliant with IMO Tier II in diesel mode, oﬀering a fuel consumption improvement of >8g/kWh, but the more significant results were achieved in gas mode, where the solution was able to run higher compression ratios, resulting in a GHG reduction of “over 8%” using this technology. Schneiter noted that this reduced the methane slip below 1g/kWh, “a record low for any lean-burning engine”. Day two of the conference is in progress now and the discussions continue on ammonia, LNG, methanol, hydrogen and fuel cells, wind-assisted propulsion and electrification.

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

NOVEMBER 2021 | 35

PROPULSION & FUTURE FUELS 2021

PFF 2021: ALTERNATIVE FUELS DOMINATE DAY TWO AGENDA As the PFF conference began its second day on Thursday 4 November in Copenhagen, the focus shifted slightly towards the short-term to medium-term outlook for the industry, and the range of alternative fuels that will fuel shipping later this decade Having focused on the likely impact of changes in the regulatory environment for existing tonnage in the first day’s session, accompanied by sessions focusing on potential retrofit and conversion solutions, such as Rob van Solingen’s description of Wabtec’s upgrade solution for the Amadea’s gensets, the second day focused on technical and safety issues connected with the introduction of alternative fuel solutions for the market. There were a number of significant announcements for the market, including Frank Harteveld’s revelation that Wärtsilä’s initial Otto cycle route ammonia combustion tests had achieved CO2 equivalent savings of up to 60%, Alfa Laval’s beginning of ammonia tests in 2022, and MAN ES’ announcement that it planned to introduce a 4-stroke hydrogen engine, subject to demand, as soon as 2023. Setting the scene The second day opened with a magisterial overview of the current and upcoming decarbonisation landscape from Charlotte Røjgaard, becomes Global Head of Bureau Veritas’ Marine Fuel Services. Before identifying the pros and cons of each of the potential alternative solutions, the industry had successfully weathered the IMO 2020 transition, and Røjgaard identified “ambition towards [meeting] these new targets, and… a can do attitude” within the industry. The economics and technical characteristics of different fuels would vary, while aftertreatment solutions would be a key focus, Røjgaard said, citing biofuel’s NOx emissions profile, US$2,000/t cost and lower energy content as challenges to the fuel’s wider adoption, before considering bunkering and upstream supply issues. Røjgaard also reminded the audience that as many new fuels have lower energy that cost comparisons should be made on an IFO380 equivalent ratio basis rather a simple per tonnes basis. “Pre COVID, LNG was a good choice. It was cheaper for energy content compared to the high sulphur fuel. But today, it’s almost three times more expensive.” Røjgaard was succeeded by Hartmut Schneider of Woodward, who outlined the potential role that green Power-to-X fuels could play in the maritime transition. Looking beyond LNG, Schneider expects ammonia to be used slightly more than methanol for deep-sea shipping “because it might be cheaper in the production than methanol”. Schneider’s presentation about the different challenges facing engine designers developing solutions for alternative fuels, with a specific focus on the relative advantages of high and medium pressure fuel injector system for use with different alternative fuels was compelling. Schneider’s focus on the energy requirements for compressing alternative fuels, giving the example of gaseous or liquified hydrogen to the 600-700 bar required by a highpressure dual-fuel engine, was particularly topical. Frank Harteveld of Wärtsilä noted that engine test results from Wärtsilä’s ammonia combustion research programme

36 | NOVEMBER 2021

had revealed CO2 equivalent savings of up to 60% for the first vessel tests of its gaseous ammonia Otto cycle approach. The tests had also revealed that higher proportions of ammonia than expected could be introduced into the LNGammonia fuel at higher engine loads (above 50%). Wärtsilä had also begun running liquid Diesel cycle route tests earlier in the summer. Harteveld added that Wärtsilä’s multi-fuel engine development plans included the planned introduction of retrofit kit solutions for existing dual-fuel engines “after we have learned more about the engines of our current portfolio”.

8 The European Commission’s Ngoc-Lan Lang fielded questions from conference delegates during a Q&A session dedicated to the upcoming ETS extension

ETS coming by 2024 The introductory session was followed by a Q&A session with Ngoc-Lan Lang, a policy oﬃcer within DG CLIMA at the European Commission, handling the extension of the EU’s ETS system to the maritime sector. The interview saw Lang respond to detailed questions about the scheme’s design and reveal that it would permit ship owners to contractually assign the responsibility for ETS submissions to ship operators. A review of the scheme, scheduled for 2027, would permit appraisal of developments at the IMO level, and would also follow the end of a tapered introductory discount. The conference subsequently divided into two separate

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

PROPULSION & FUTURE FUELS 2021 streams, forcing delegates to choose between high-level discussions of developments in the LNG and methanol markets. LNG Alexandre Tocatlian of GTT introduced the LNG session, and shared details about product refinements introduced by GTT, including new higher pressure containment tanks for Ponant’s LNG-fuelled expeditionary vessel, Le Commandant Charcot. GTT is also seeking to lower the cost of LNG retrofit projects to US$25 million, while exploring the possibility of an LNG retrofit/vessel lengthening solution targeting 12,00014,000 teu container vessels (jumboisation) to further improve project economics. Frank Harteveld of Wärtsilä returned to discuss the LNG market and discussed the potential advantages (including an extension of operational life beyond 25 years) that LNG retrofits might oﬀer for owners of mid-life vessels, as an alternative to speed limitation and early demolition. Recognising the challenging choices confronting owners, Harteveld noted that bio-methane was likely to improve the greenhouse gas footprint of LNG-fuelled engines as it enters the market in greater volumes towards the end of the decade. Wärtsilä expected to further lower methane emissions by improvements to cylinder geometries, he added during the Q&A. Rene Sejer Laursen of ABS noted that over 230 LNG carriers equipped with steam turbine propulsion systems remain in operation. Turning to ammonia conversions, Laursen noted that altering LNG containment systems to handle ammonia would require significant membrane strengthening and hull reinforcement work. Dieter Hilmes of TGE presented the company’s recent work on fuel gas supply systems, noting that a trilobe tank solution might increase the tank capacity for smaller vessels, while simplifying pump and equipment requirements. Methanol During the concurrent methanol session, Berit Hinnemann of A.P. Moller Maersk introduced the company’s recent 16,000 teu container vessels, which will be capable of operating on methanol. The vessels would each consumer up to 45,000 tons of green methanol per year, and would collectively reduce Maersk’s CO2 footprint by 1 million tons, or by around 3% of the company’s emissions from its fleet. Greg Dolan of the Methanol Institute outlined how the transparency of methanol bunker prices and the production cost of blue methanol and potential bio-methanol and e-methanol successors had improved. Even at mature production cost levels, bio-methanol would remain over twice the price of conventional methanol, while e-methanol could fall to a 50% premium of EUR630/t. Lars Skytte Jorgensen of Alfa Laval told the audience that the company was introducing two new solutions that were aimed at the methanol-fuelled market, including a power from waste energy ORC-based solution, as well as a new fuel cell-based solution that the company plans to begin testing late this year. Jorgensen also told the meeting that testing on ammonia, both as a fuel for fuel cells, but also as a combustion fuel would begin in 2022. Olivier Cartier of Bureau Veritas concluded the methanol session by outlining the main classification and regulatory requirements for methanol. Cartier noted that one of the areas attracting attention was fire safety rules, given the need to adjust fire detection systems to handle the clean burning and light blue flame of methanol, as well as its ignition characteristics. Cartier also added that Bureau Veritas was currently developing a methanol-ready notation for newbuilds.

The first session after lunch saw delegates confronted with the choice between an ammonia session and a hydrogen focused session. Ammonia Peter Kirkeby of MAN Energy Solutions provided a detailed overview of the ammonia engine development project in the opening presentation of the ammonia session. He directly addressed a number of high-profile challenges to the development of the solution, including how to prevent N2O (laughing gas) formation, which MAN expected to address through an on-engine solution, through combustion tuning, and ensuring decomposition before releasing the exhaust valve. Kirkeby also noted that the initial versions of the engine were likely to use a pilot fuel ignition concept, at around 5%, although subsequent developments may seek to alter the fuel type. Kirkeby also introduced the solution for eliminating ammonia discharges via the venting system. Rene Sejer Laursen of ABS noted that the development of ammonia-fuelled boilers and gensets were likely to be necessary on ammonia-fuelled vessels in the future, and identified a number of four-stroke manufacturers who were working to bring ammonia-fuelled engines to market by 2026, including HiMSEN (by 2024), MAN ES and Wartsila. Christian Berg of Yara described the company’s efforts to establish a green bunkering business, including the conversion of a 500,000 tonne/year plant at Heroya to green ammonia production by 2026. He added that the announcement by the new Norwegian government that the Norwegian offshore fleet should switch to operation on carbon neutral fuels as soon as practically possible was driving interest in ammonia from ship owners active on the Norwegian shelf. Hydrogen Since hydrogen’s first inclusion on the agenda of PFF in 2019, there has been rapid progress in the development of the technology. Sami Kanerva of ABB explained that the production of larger sized MW units would require the development of hydrogen-proof enclosures with process air and ventilation channels as well as a common balance of plant system. Alexander Feindt of MAN ES discussed the company’s plans to develop 4-stroke combustion engines capable of operating on hydrogen fuel. The first of the two concepts under development is a dual-fuel H2 engine, using port fuel injection, which will be able to operate on hydrogen at up to 25% combined with LNG or diesel, which could be introduced as soon as 2023. The second concept is a compression ignition engine that would be capable of operating on pure hydrogen, which could be introduced as soon as 2026. Electrification The electrification panel featured discussions around the potential market opportunities for battery hybrid or electrification solutions in the market, as well as consideration of safety aspects. Sverre Eriksen of DNV noted that adequate ventilation of the ESS compartment had been identified as one learning from recent safety incidents, adding that experience had shown that the use of seawater rather than freshwater to fight battery room fires had led to unfavourable outcomes. The session was completed by a fascinating presentation by Dominik Schneiter of WinGD, who explained how the engine designer intended to integrate energy storage systems into propulsion solutions around WinGD’s 2-stroke engines. The solutions offered particular benefits for container feeders, PCTCs and other vessels with regular port calls, as well as for reefers.

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

NOVEMBER 2021 | 37

FUEL CELL FOCUS

MEPC FUEL CELL GUIDELINES SET STANDARDS FOR INDUSTRY The latest MEPC provisional guidelines for fuel cells has been announced by the International Maritime Organization (IMO). The guidelines will have an important part to play as the industry looks to adopt fuel cells for powering vessels in the future, writes Samantha Fisk

8 Kristian Eikeland Holmefjord, EVP & Project Director – Fuel Cells at Corvus (second from left, pictured with fellow members of Corvus’ management team for the marine fuel cell development project)

The IMO comments that the draft interim guidelines will be forwarded to the Maritime Safety Committee (MSC) for approval at its 105th session, scheduled to meet in April 2022. “The development of these interim guidelines for safety of ships using fuel cells is part of the important work being carried out by the Sub-Committee in the context of shipping's need for new fuels and propulsion systems to meet decarbonisation ambitions set out in the Initial IMO GHG Strategy,” comments Natasha Brown, Acting Head, Public information Services, IMO. The guidelines look to set the foundation for the implementation of fuel cells onboard vessels which will be an important factor for requirements such as safety. Kristian Eikeland Holmefjord, Executive Vice President & Project Director – Fuel Cells, Corvus explains that: “The guidelines are aiding in the direction of standardisation and scaling up the fuel cell industry to the marine market. The guidelines compiles knowledge of fuel cells across the industry and simplifies the transition to a more sustainable marine industry.” DNV also highlights the latest guidelines also do not cover the use of hydrogen with fuel cells at the moment, which is something that needs to be considered when looking at hybrid powered vessel. Olaf Drews, Head of Machinery and Piping Systems, DNV also comments that at present the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF) code only covers LNG. However, The Motorship notes that a workplan for the development of guidelines for the safety of ships using hydrogen as a fuel was agreed at the seventh session of the Carriage of Cargoes and Containers (CCC7), and the task had been allocated to an intersessional correspondence group reporting to CC8.

38 | NOVEMBER 2021

Drews notes that benefits of having these guidelines will make it “easier for all parties” and will also allow for a “technical status quo” for the industry. Currently, fuels that aren’t covered by the IGF code means that vessels designed to operate with these fuels “have to show to the flag state that it has the equivalent safety levels of a conventional ship, this is demonstrated according to the so-called alternative design approach,” he says. The guidelines will also help with ensuring the safe practices of using fuel cells and will be a “big benefit of having technical guidance of how to bring fuel cells onboard.” In addition, Arild Eiken, Chief Technology and Project Oﬃcer, Head of Fuel Cell and Hydrogen, TECO2030 highlights that: “The guidelines will be an indication of how the final regulations will be, which in turn will enable industrial actors to standardise the solutions and carry out projects more quickly and economically.” Developments are already underway in the industry to develop fuel cells with small scale projects under development, mainly in Norway. The developments that are undergoing are starting to show how fuel cells can be utilised for larger applications. “We are seeing the change from small pilot-projects showing fuel cells can function in marine, to large scale industrialisation of fuel cells and it’s required fuel. The guidelines are of great aid to that industrialisation, and a guideline is seldom set in stone, so it doesn’t hinder the development much since when a better and safer solution is developed, the guidelines are adapted to ensure that the best solutions are utilised over time,” comments Holmefjord. DNV also highlights that it is seeing increased

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FUEL CELL FOCUS developments for fuel cell application, but also notes that the developments are also being prompted from land-based industries that are working on developing maritime solutions. DNV is currently in contact with ten manufacturers that are looking to put systems through Type Approval. Holmefjord comments that Corvus is working to develop safe marine fuel cell systems that can easily be integrated into ships. “In that respect we collaborate closely with class societies such as DNV, flag states such as NMA and are also active members in NEK (Norwegian Electro-Technical Committee) in group 105 who is supporting the IEC-standards for fuel cells. (NEK is a national group under IEC). We will have a mass-producible type-approved full cell system for marine by DNV at the end of 2023,” he says. TECO2030 is developing several fuel cell solutions, Eiken comments about the guidelines that: “where guidelines mean that everyone involved will benefit from them both in terms of the financial aspect and the safety aspect.” TECO2030 may also be leading the way when it comes to fuel cells with its recent announcement at the beginning of October that it has received Approval in Principle by DNV for its Marine Hydrogen Fuel Cell System and Fuel Cell Module FCM400. In its announcement the company highlight that the Approval in Principle confirms that the design is feasible and that there are no obstacles that could prevent the solution from being realised. “For novel technologies, like fuel cells, having class involvement can be vital in building market confidence. We are continually working to provide practical solutions to enable their uptake and were the first classification society to publish rules for fuel cells in 2008,” says Drews. As Drews highlights in his comment building up the industries confidence in the technology will be the next step if fuel Cells are to be a viable solution in the future. He comments that: “It is important for the shipowners to get experience and to get more familiar with the technology.” Although, he opines that fuels cells may not come on to the market for the next decade as other solutions are adopted, it is this time where shipowners will need to analyse the technology and how to implement it for the future. Corvus is also looking to scale up its developments, Holmefjord comments that it is currently looking to: “Prepare for major scale-up in all parts of the value chain. From the Corvus-side we will ensure that we scale up the availability of

marine fuel cell systems, and then the other aspects, such as fuel infrastructure, logistics, storage solutions and cost of energy is important aspects in the full picture of transitioning to a sustainable marine industry.” However, there still needs to be more development around the guidelines for different fuels that may be available in the future. The industry is still looking at different fuel options that will help it cut emissions and fuel cells look to offer a hybrid solution for those fuels. Eiken comments that for TECO2030: “The next steps for us who work with hydrogen and fuel cells, will be to establish state / international schemes and tools that temporarily sponsor and promote hydrogen technology both in terms of production, storage and distribution as well as fabrication and use of fuel cells. Furthermore, land-based infrastructure and bunkering stations must be established, where rules & regulations must be completed both for landbased applications and for maritime / offshore applications.” TECO2030 has also announced that it has signed a strategic cooperation agreement with The Arctic University of Norway (UiT) to cooperate on enhancing research and education in Norway on hydrogen and fuel cells. TECO 2030 and UiT will together identify and cooperate on creating hydrogen-related projects for marine and land-based applications. They will jointly conduct research projects and they will cooperate on increasing the efficiency of the fuel cell production equipment at the TECO 2030 Innovation Centre. Drews concludes that with these developments the most important factor to consider when looking at these different fuels with fuel cells is the safety aspect. “There needs to be further regulations for hydrogen and ammonia and the industry needs further experience to help safely establish this technology more broadly.” Meeting the environmental regulations to cut emissions in the future is a challenge in the industry. To make fuel cells more accessible in the market may require a shift in thinking about this technology and to start to look at the benefits that it can bring. There are projects that are starting to develop fuel cells for the maritime industry with this looking to be applied to larger industry applications. The guidelines that will be put forward to the MEPC in April set a good foundation for the industry to utilise fuel cell technology in the future.

8 Olaf Drews, Head of Machinery and Piping Systems, DNV

Draft interim guidelines Draft interim guidelines are aimed at providing international standard provisions for ships using fuel cell power installations that have been agreed by IMO's SubCommittee on Carriage of Cargoes and Containers (CCC 7). The draft interim guidelines are intended to ensure the safe and reliable delivery of electrical and/or thermal energy through the use of fuel cell technology. Specific issues covered include: Safety The draft guidelines included a requirement for fuel cell power systems to shut down automatically if temperatures exceed 300 degrees C or a pre-determined gas

concentration. The shutdown requirements include isolation and de-energising of the aﬀected fuel stack. The safety requirements also stipulate that electrical equipment and wiring should be suitable for use in hazardous Zone I areas. The draft guidelines also specified SOLAS II-2 fire safety provisions should apply to fuel cell space. Exceptions provided for under A-60 class divisions were included. Fire and explosion protection It was agreed to allow two gas detectors which would lead to an alarm or shutdown, in line with redundancy requirements in the IGF Code’s “monitoring of gas supply system to engines” clause. Requirements on gas

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accumulation probabilities will be reviewed in light of practical experience gained through the application of the interim guidelines in practice. Temperature monitoring and alarm requirements were agreed in relation to the 300 degree fuel stack surface threshold. Lower explosive limit (LEL) for hydrogen The guidelines noted that while fuel cell spaces would be ventilated or inerted in practice, hydrogen leaks from fuel cells were likely to pose a threat to safety. A definition for lower explosive limit was agreed and maximum thresholds of 20% (for gas alarm limits) and 25% (for ventilation requirement limits) were established.

NOVEMBER 2021 | 39

FUEL CELL FOCUS

POWER DENSITY IMPROVES, BUT CAN NEVER MATCH DIESEL When fuel storage volumes are included, lower power density is an inevitable trade-off, Paul Gunton hears Achieving a zero- or even low-carbon ship “is not business as usual”, Ed Fort, global head of engineering systems at Lloyd’s Register, told The Motorship. Even though fuel cell power density has improved, largely led by the automotive industry’s use of low temperature polymer-electrolyte membrane (PEM) technology, “compromises will need to be made if ambitious decarbonisation targets are to be realised”, he said. Although fuel cell generators proposed for marine applications “are beginning to ‘compete’ with conventional diesel gensets,” they will have an increased footprint once both the fuel cell and its fuel storage are considered. An alternative solution would be to increase bunkering frequency, but otherwise a corresponding reduction in cargo or passenger carrying capacity may have to be considered, he said. An alternative technology, the solid oxide fuel cell (SOFC), is less mature than PEM, he said, and its power density is currently significantly lower than that of conventional diesel gensets “but with development, it could offer significant advantages which potentially include extremely high electrical and thermal efficiencies and, recognising a large number of ships are likely to be operating on natural gas for many years to come, a potential solution for the methane slip issue”. Lloyd’s Register classed the world’s first SOFC installed on a deep sea vessel in 2010. The 20kW, EU funded demonstration unit was developed by Wärtsilä and installed on the Wallenius-owned PCTC Undine and operated successfully connected to the ship’s main power network.

‘‘

We are convinced that in a few years, you will be able to obtain 500kW out of a 20ft container That was a year after the 92m platform supply vessel Viking Lady was fitted with the first large scale marine fuel cell system and fuel cells’ power density has come a long way since then. It used LNG as fuel and generated 330kW, but took up a lot of space. The fuel cells themselves were housed in a purpose-built container measuring 13m x 5m x 4.4m while other components occupied a standard 20ft container. The whole installation weighed 110 tonnes. That trial formed part of a DNV-led project called the FellowSHIP project (Fuel Cells for Low Emissions Ships). Now, 12 years later, DNV gave approval in principle in October to the Norwegian company TECO 2030 for a hydrogen fuel cell system and to three versions of its FCM400 fuel cell module, which it has developed in conjunction with AVL of Austria. Each module can generate 400kW and they can be joined together to provide higher outputs, TECO 2030 reports on its website. An assembly fitted into a standard 40ft container would provide 6.4MW of electrical power, which approaches the power density of a typical diesel engine of similar output, based on a review by The Motorship of data from engine manufacturers.

40 | NOVEMBER 2021

Jostein Bogan, product manager for energy storage and fuel cells at ABB, confirmed that some fuel cells are now comparable in size to equivalent diesel gensets, with improvements especially coming from the development of PEM fuel cells, which have found applications in land transport. But, like Fort, he noted that when fuel storage volumes are considered for hydrogen and conventional fuel, the comparison changes, since hydrogen has a much lower volumetric energy density. But other aspects of a vessel’s design can make up for this, he suggested. With no exhaust treatment systems needed, for example, space becomes available above the machinery room. Fuel cells are also more eﬃcient than engines in recovering energy from fuel, he pointed out. Power density will continue to improve, believes Philippe Gorse, director for fuel cell solutions at Rolls-Royce Power Systems. As mentioned elsewhere in this feature, the company has built a 250kW demonstration installation, which is housed in a 20ft container, along with batteries and other equipment. “We are convinced that in a few years, you will be able to obtain 500kW out of a 20ft container”, he said. But he also said that the power density of an entire propulsion system is as important as that of the fuel cell itself. “You have to consider the hydrogen or methanol storage volume as well” and noted that, because they are more eﬃcient than combustion engines, a fuel cell system will need a smaller tank than a hydrogen-fuelled combustion engine. Compared with conventional diesel engines, however, “you will never get to the to the same power density as you will not able to compress hydrogen enough”. But “if you want to go to zero carbon, you have to accept that”.

8 TECO 2030’s 400kW fuel cell secured approval in principle from DNV in October

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FUEL CELL FOCUS

EU PROJECTS AND COMMERCIAL INTEREST FOR KONGSBERG

Image: HyShip

An EU-funded project, HyShip, will result in a ro-ro demonstration ship powered by fuel cells and operated by Wilhelmsen to distribute liquid green hydrogen (LH2) to hydrogen hubs along the south western Norwegian coast while carrying cargo to coastal communities. The project began in January of this year and the ship is due to be operational in 2024

Among the 14 partners involved in the project are Ballard Power Systems Europe, of Denmark, which will provide the fuel cells themselves, and Norway’s Kongsberg Maritime, which is the vessel’s systems integrator. Speaking to The Motorship, Kongsberg Maritime’s head of external funding and partnerships Ketil Paulsen explained that the scheme followed the third phase of a project, HySeas, that was to develop a zero-emissions ship to operate in Scottish waters, in which Kongsberg was also involved as systems integrator. That project will finish in March 2022, Paulsen said, and HyShip will benefit from work that Kongsberg and Ballard have already done for HySeas which has resulted in a complete full size drive train that is due to be oﬃcially declared operational on 1 December. In fact it has been running in test conditions for some time during its commissioning phase, Paulsen said. It includes six 100kW fuel cells and load banks, so that it can be run at full speed and will be used to model a complete trip as it would have been performed by the vessel planned in the HySeas programme, including manoeuvring at each end of its trip. The yard that was to have built the ship for HySeas has since closed, and that project’s website says that “it is hoped to move on to build that knowledge and knowhow into a ferry” to operate in the Orkney Islands. Designing a control system around a fuel cell energy source is very diﬀerent from that needed for a diesel generator, Paulsen explained, since a generator provides high-volage AC current while a fuel cell delivers lower voltage DC. There are no regulations yet available to refer to when designing such a system “so we have been working closely with classification societies to have approval in principle” he said. Safety is critical, he explained, not only because of the hydrogen but also because the fuel cells need to be kept cool. And although the fuel cells and batteries are provided with their own safety systems, Kongsberg has integrated them into a complete safety system for the whole vessel, including taking into account the presence of passengers on board. For the HySeas and HyShip projects, one particular design

8 HyShip is planning to bring a combined ro-ro and hydrogen carrier into service in 2024

feature had to be considered carefully. For most fuel cell installations on ships, their hydrogen tanks aren mounted on deck but for these vessel concepts, both the fuel cells and their fuel tanks are intended to be below deck, “and that brings quite another challenge with regard to safety”, Paulsen said, because the design has to ensure that if any hydrogen should leak from the system it will not become trapped in any pockets in the ceiling. Commercial interest Aside from its EU projects, Kongsberg has seen increasing commercial interest in fuel cell systems, especially for short sea vessels using hybrid solutions involving fuel cells, batteries and dual-fuel diesel generators burning LNG and marine diesel. A typical request is for about 3MW of fuel cells that will allow a ship to operate in a zero emission mode when entering a port and while at the berth if no shore power is available. “Some owners are looking one step further”, he said, and are planning to use fuel cells for their main power source once hydrogen bunkering becomes available, with the engines as back-up. None of these proposals has yet come to fruition because of the lack of hydrogen bunkering facilities, he said. And energy companies want to see some demand before investing in infrastructure, so the EU or national governments must provide funding or some financial instruments to solve this dilemma, he said. Kongsberg is continuing to develop its fuel cell technology. One area of research is exploring how to optimise batteries and fuel cells in a peak-shaving arrangement and another is exploring ways to prolong the cells’ lifetime. If batteries are operated with small duty cycles, they will last longer than if they are subjected to large duty cycles, Paulsen said “The same is true for fuel cells so if you run them in an optimal way, you are able to prolong their lifetime.” Given their high cost, if their useful life could be extended by, say, 10%, “it’s a rather large saving in the owner’s investment”, he said.

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NOVEMBER 2021 | 41

FUEL CELL FOCUS

MORE DEMAND AND DEMAND FOR MORE, SAYS ABB

Image: ABB

Collaboration is key to ABB Marine & Ports’ fuel cell ambitions and it allows Jostein Bogan, its product manager for energy storage and fuel cells, to take a broad view of the sector as well as at its own involvement

Early fuel cell projects were small demonstrators on small vessels, he said. But now, “we see more and more projects being announced that are reaching megawatt scale,” he told The Motorship. Back in April 2020 he was quoted in an ABB statement in which he foresaw “fuel cells being scaled up from a few hundred kilowatts to megawatts by 2022 to 2023” and he stands by that prediction. He cited a number of projects currently out for tender that will require fuel cells of that size, including a bulk carrier for HeidelbergCement – a concept that won Norway’s biennial Heyerdahl Award for environmental maritime innovations in March this year – and a tender announced in November last year to provide a fuel-cell-powered ferry to link Bodø and Moskenes on Norway’s west coast, for which batteries are not an option because of the distance involved. For its own part, ABB has linked up with US-based fuel cell manufacturer Ballard. Bogan said this collaboration brought together Ballard’s fuel-cell expertise with ABB’s knowledge of marine applications, “so I think we have a good match in knowhow and competence”. Ballard has a ‘Marine Centre of Excellence’ in Denmark and acknowledges on its website to being “actively involved in a number of marine projects, including megawatt-scale marine power solutions with ABB”. One of those projects – announced in November 2020 and reported by The Motorship at the time – is to develop a hydrogen fuel cell powered ferry for Danish operator DFDS that is planned to enter service between Copenhagen and Oslo in 2027.

42 | NOVEMBER 2021

8 A concept drawing of a large vessel powered by fuel cells

The 2,300-pax, 2,300 lane-m, vessel will require 23MW of power from its fuel cells, a step change from current technology that DFDS CEO Torben Carlsen described at the time as “a monumental task”. The cells will use hydrogen produced using green electricity from offshore wind turbines. ABB does not make fuel cells but that will change. The company signed a memorandum of understanding with hydrogen specialist Hydrogène de France (HDF) in April 2020 to jointly manufacture megawatt-scale fuel cell systems based on the hardware it has developed for the marine sector with Ballard. Construction work on the factory has started, Bogan said in late October, and he expects fuel cell production of the ABB/Ballard units to start during 2022, alongside HDF’s own manufacturing programme, which is focused on land-based fuel cell applications. “We are looking to produce our megawatt fuel cells there in the future”, he said. ABB is involved in a number of fuel cell projects for which it provides the control system, including the DFDS project. Another – announced in July – involves EDGE Navigation and Ulstein, which are working on a container ship concept that will use Ballard fuel cells. Meanwhile, it is working with the Norwegian research organisation SINTEF, which has a research lab in Trondheim where the two organisations have installed a complete power plant including diesel engines, batteries and fuel cells to allow tests to verify control strategies for different equipment configurations. One outcome of this has been understandings relating to both CAPEX and OPEX in relation to optimising the lifetime and efficiency of fuel cells, Bogan said.

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FUEL CELL FOCUS

PEM FUEL CELL DEMONSTRATES MARITIME AND LAND POTENTIAL A 250kW fuel cell demonstrator has been operational since mid-September at Rolls-Royce Power Systems’ Friedrichshafen plant, just 18 months after the idea of such an installation was first conceived, said Philippe Gorse, the company’s director for fuel cell solutions

8 Rolls-Royce Power Systems has started commissioning tests on its fuel cell demonstrator

Speaking to The Motorship, he described that achievement as “a great story of success” and said that the system was now being tested as part of its commissioning. When the installation was announced in June, it was described as being a demonstrator to ensure electricity supplies, and a valuable part of the investment has already been realised: hydrogen infrastructure had to be put in place, requiring construction permits to allow fuel cells to be operated in urban environment. “That’s an eﬀort all our customer will face in the future,” he said. It uses four automotive polymer electrolyte membrane (PEM) fuel cell modules and a battery has been included in the set-up to simulate an uninterruptible power supply for a data centre, which Gorse said was “the most challenging application for a for battery/fuel cell system since it takes all the load in a millisecond”. The demonstrator’s cell/battery arrangement is applicable to marine applications because it is comparable to an onboard requirement for both propulsion and hotel loads. He acknowledged that the demonstrator’s output is quite low, but its design is modular, he said, “so we can upscale it to several megawatts if needed”. “Without changing the architecture, we will be able to double the power [and] combine more to get a megawatt installation”, he said. In addition, he believes that fuel cell technology will advance over the next five years, allowing them to oﬀer fuel cell combinations “in the power range of 1-5MW easily.”

Another valuable learning point from the work so far “is how to partner with someone”, he said. “We are convinced the market will take up in this decade and if we do not hurry up, the market will take up without us.” So it is collaborating with Cellcentric, which is a joint venture of Daimler Trucks and Volvo Trucks which is exploring a fuel cell solution for the trucking industry. “We can use their experience, product quality and volumes in our in our markets to get a cost competitive and good quality product,” he explained. “Now it’s operational experience we want to get.”! Partnerships will also be key to bring it to the marine market, because regulations for marine applications are diﬀerent from those applied to stationary purposes. “We will have to collaborate with class societies and customers who operate the ship to make it compliant”, he said. He is currently looking for partners – both shipowners and fuel suppliers – for a proposed demonstrator ship with a target keel laying date of 2024. This will enable shipowners, crew and the fuel logistics sector to learn the practicalities of operating such a ship and for Rolls-Royce to learn how shipowners will use fuel cells. At the moment, he said, some are anticipating using fuel cells to replace an auxiliary genset in a conventional machinery plant; others are considering the same, but in a diesel-electric system; and some are looking for a fuel cell propulsion system.

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NOVEMBER 2021 | 43

SHIP DESCRIPTION

GAME CHANGERS FOR DOVER/CALAIS RUN

Source: P&O Ferries

Tailored to the shortest and busiest crossing on the English Channel, the new ro-pax generation taking shape for P&O Ferries promises to be a standard bearer for service dependability, cost eﬃciency and environmental compatibility.

As well as being the biggest ships to sail the Dover/Calais route, and the world’s largest double-ended ferries, the two newbuilds in China have the distinction of marrying a diesel-electric power and propulsion system with one of most extensive battery installations ever specified for seagoing use. Every system and element nominated has been scrutinised over the course of the technical project with the aim of securing long-term viability and asset value not only as regards net earning power but also from the standpoint of legislative, commercial and societal environmental demands and expectations. Competition in the eastern cross-Channel freight and passenger markets continues to intensify, calling for a studied approach to scale, productivity and energy eﬃciency so as to ensure eventual, realistic payback on the huge capital expenditure entailed. The pair of 230m P&O vessels commanded a total price of EUR260 million (currently equating to US$300m) when ordered from Guangzhou Shipyard International in September 2019. The ferries are scheduled to begin duty during 2023, and the owner has options on two further representatives of the class. Danish consultancy OSK-ShipTech provided the concept design, and the final result, incorporating P&O’s experience of running ro-pax and freight ferries on the North Sea and Irish Sea as well as the Channel, is innovative in its blend of technologies, hydrodynamic form and configuration. The vessels will have the initial capability for near zero-emission

44 | NOVEMBER 2021

8 Record-breaking double-enders are due to ply the Strait of Dover in 2023

operation when manoeuvring and berthed, with the scope for eventual adaptation to carbon-free passage-making. Nordic technology is central to the P&O project, in the shape of the latest class of Wartsila medium-speed prime movers and Azipod azimuthing electric propulsion thrusters. While on a par in beam than the company’s 2011-built Spiritclass, the new vessels will be substantial broader(by some 3m) than the ferries to be replaced, which will be about 30 years old come 2023. The width of the newbuilds facilitates the adoption of two azimuth main thrusters at each end of the hull, increasing manoeuvrability and transit directional stability. Optimised hull lines The underwater hull lines have been specifically drawn in keeping with the podded propulsor arrangement and to maximise hydrodynamic performance on the narrowest stretch of the English Channel, where the ships must constantly run across a strong tidal current. The power, maximised thrust and responsiveness of the system also takes into account the ability of the ship to work independently on and oﬀ the berth in very strong wind conditions without having to call on tug assistance. The ferries have each been laid out to carry a maximum 1,500 passengers during peak periods, while the freight payload capacity corresponding to about 2,800 lane-metres can be expected to be well utilised throughout the year, given the vital seabridge role of the Dover/Calais run in trade flows between the British Isles and continental Europe. Commercial

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SHIP DESCRIPTION vehicles will be transported on main and upper ro-ro decks, augmented by dedicated provision for some 200 cars and vans on a separate deck. P&O Ferries’ sister company and logistics specialist P&O Ferrymasters undertakes throughtransport operations to and from European countries and also the onward movement of goods to Britain from Asia. ABB Marine’s scope of supply encompasses the complete, integrated power and propulsion installation, including energy storage, the latter entailing batteries from the Freudenberg Group company XALT Energy. The power and energy management system (PEMS) supplied by ABB is closely integrated with the electrical network and makes optimal use of the vessel’s total power resources by improving information flow across shipboard systems. The digital package also embraces ABB Ability Marine Pilot Control, ‘intelligent’ manoeuvring and control software that automates some navigational tasks, giving support to the bridge officers. Efficient four-strokes Through the nomination of Wartsila 31-series engines as the main generator drives, P&O’s ro-pax newbuild project provides a further endorsement of a medium-speed design which has been independently recognised as the most efficient four-stroke in its class. While available in dual-fuel and also purely gas-fired variants, the selected, 16-cylinder engines are diesel-fuelled versions. These will be arranged in pairs at each end of the hull as diesel generator aggregates of 10,625kVA, feeding electrical energy to the motors integral with the Azipod propulsion units. In its diesel version, the maximum continuous rating of the 16V31 is 610kW per cylinder at 750rpm, affording a nominal MCR output of 9,760kW, which would make for a total mechanical power concentration of 39,040kW, from 64 cylinders. Two-stage turbocharging, by way of ABB’s Power2 system, is an integral feature of the machinery. This aspect alone will make a significant contribution to overall performance, helping to reduce 60% of NOx emissions and achieving up to 5% in fuel savings. The engines have been specified with Wartsila data communication units, which utilise artificial intelligence (AI) and are supported by the proprietary Expert Insight condition monitoring platform, an advanced tool of predictive maintenance. Although tried-and-tested over three decades in a wide range of scenarios, including ro-pax ferry applications, Azipod technology has so far not been a feature of crossChannel fleets. The P&O ships will each be equipped with four 7.5MW-rated Azipod DO1600 units. The open-water DO design is a second-generation, compact size series, serving applications requiring speeds up to 22 knots, and which melds best features of the original Azipod C type and the high-power XO range. The hybrid cooling of the propulsion motor combines direct cooling to the surrounding sea water and an active air cooling system. The energy storage system, comprising approximately 1,200 batteries installed in four battery rooms throughout the ship, will provide an output capacity of 8,816kW per vessel. The lithium-ion batteries, supplied by XALT Energy, will be encapsulated in multiple cabinets forming part of the proprietary XRS-2 configurable rack system. The racks meet the strictest regulatory criteria and have been designed to minimise weight and size and ensure the requisite protection against the corrosive marine environment. Based in Midland, Michigan, XALT Energy was acquired in December 2018 by the German company Freudenberg Sealing Technologies. All surplus energy generated by the main power plant will

be stored in the batteries, imbuing a charging function, with discharge taking place when the ship requires peak power or battery-only manoeuvring power. Load-levelling has longterm technical as well as economic benefits, by allowing the generator engines to be consistently run at the optimum level. The combination of fuel and battery propulsion over the operating profile is expected to cut fuel usage by 40%. The ships have been conceived to be carbon-neutral at some stage in the future, assuming the development of electric shore charging stations in ports and further investment in battery technology. Heat recovery arrangements will help to further reduce fuel consumption and lessen the vessels’ carbon footprint. A steam system will render heating for the ultra-low sulphur fuel oil heaters, fuel tanks, purifiers and HVAC (heating, ventilation and air conditioning) system pre-heating, domestic hot water, machinery rooms and technical spaces. In addition to optimising the use of engines, batteries and energy recovered from waste heat, the ‘intelligent’ power management system will be able to switch off lighting and ventilation in empty or temporarily unused passenger areas. The specific nature of the vessel’s interior layout and setup will allow as much as two-thirds of the public spaces to be closed during off-peak and out-of-season sailings on the 24/7 Dover/Calais timetable. The double-ended configuration, symmetrical in side elevation, affording drive-through ro-ro access and egress, coupled with a navigation bridge at each end of the ship, will obviate the need for going about in port. This will save seven minutes on both the outbound and return voyages and, if operating on the engines rather than battery power when docking, will yield a one-ton saving in fuel, a sixth of the amount required for the entire 21-mile crossing. To enhance the travel experience across the Strait of Dover, including viewing one of the most famous coastal landmarks, the White Cliffs of Dover, the ships will have 1,550m2 of outside deck space for passengers and doubleheight windows running around the entirety of the middle of each vessel on decks 8 and 9. Innovative tradition P&O’s previous stage of newbuild investment was realised in 2011, when the 49,000gt sisters Spirit of Britain and Spirit of France were introduced to the Dover/Calais conduit. Built at Rauma, in Finland, by the former STX Europe, the vessels ushered in a new scale, offering nearly twice the payload of their predecessors on the run but maintaining the same 45-minute port turnaround time. The ships had the distinction of being the first passengercarrying ro-ros worldwide to comply with IMO’s Safe Return to Port (SRtP) requirements, and were fitted with four MAN 7L48/60CR, medium-speed main engines of common-rail type. At 213m in length overall, they were at the limit for using the facilities then existing at Dover and Calais, and were the first on the Channel able to manoeuvre under own power in 50-knot winds. Spirit of Britain and Spirit of Calais superseded the 26,400gt Pride of Dover and Pride of Calais, which had also been regarded as trailblazers when brought into service during 1987 after delivery from the erstwhile, renowned ferry builder Schichau Unterweser at Bremerhaven. The nascent tonnage from China again raises the bar for the company and for a link which plays such an important role in the short-sea business. The project is also further testament to Guangzhou Shipyard International’s growing role in ro-pax ferry construction, and to the Chinese shipbuilding industry’s dominant global position in the market sector.

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NOVEMBER 2021 | 45

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NOVEMBER 2021 | 47

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

In what appeared to be a relatively quiet time for news, the November 1971 issue of The Motor Ship kicked oﬀ with a couple of thought-provoking opinion articles. The first asked the question ‘is a step back needed in engineering progress?’. In other words, should the future continue to refine the Diesel engine with higher temperatures and pressures, smaller dimensions and lower fuel consumption, or is it better to make things simpler and more robust, cutting maintenance needs? With hindsight, we can see that the industry followed the former course, certainly looking for better fuel economy, but driven by a factor not really considered five decades back – emissions. And, to some extent, the question was answered later in the book, with an article on a problem that had surfaced in numerous ships’ engines, namely cracked cylinder liners. That temperatures had a role to play was not disputed. But the conclusion was that it was not higher operating temperatures and pressures, rather the growth of automated control from the bridge, which failed to gradually warm up the machinery in the manner of traditional engineers, and often subjected the cylinders to excessive blasts of cold starting air. The second article bemoaned the lack of qualified engineers in top management positions, at least in British shipping companies. The Institute of Marine Engineers had noted that those entrusted with anticipating and preventing costly defects were not considered for directorships. But our predecessors suggested that the British engineer himself (indeed, it was an all-male profession back then) was at fault. Maybe he got his satisfaction from practicalities, and had no desire to diversify? Or was it part of the engineer’s psyche that he was unwilling to delegate? Or did he just have no interest in disciplines like accountancy, operational strategy or sales, in which directors would be expected to partake? We suspect much of the latter rang, and still does ring, true. The main ship report concerned one of the new breed of cellular container ships, designed for trans-ocean routes. At 18,290 dwt the Falstria, a 22-knot vessel owned by Denmark’s East Asiatic Co, was considered of good size – but her 920 TEU

48 | NOVEMBER 2021

8 LLoydsman, at 10,000hp and 150t bollard pull, still a powerful tug

capacity is minute compared with today’s norm. The Danish-built ship was largely conventional, though one notable aspect was the choice of paint materials; with tar epoxy in the tanks and a chlorinated rubber pre-coating for exterior surfaces, maintenance was expected to be minimised. A B&W 10K84EF main engine produced an MCR of 26,200 bhp burning HFO. One cylinder of this engine was equipped with B&W’s newly-introduced hydraulic exhaust valve gear. This vessel, and her sisters, were being brought into service to introduce containerisation on the company’s traditional routes, brought about through rising port charges. Coming down in size, but not in capability, was a rare detailed report of a small vessel, the Lloydsman, described as the most powerful UK-built and owned tug. At 80m long and with a 10,000 bhp dual Crossley-Pielstick power plant, and an estimated 150t-plus bollard pull, the vessel is certainly powerful even by today’s standards, though it was noted that there were higher power tugs afloat, and more on order. Her intended duties were mainly in the worldwide heavy towage and salvage sectors. One notable feature picked out was an enclosed aft control house, between the funnels, fitted with CCTV monitors to allow the master to view all winches simultaneously. All electrical supply came from main engine-mounted generators, with hydraulics playing a major part in winch and towing wire control.

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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: £GBP173.00 © Mercator Media Limited 2021. 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

8 Container ship Falstria was typical of the new breed of vessel, with a comprehensively-equipped machinery control room

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