Ship Efficiency: The Insight Issue #02 by Fathom Maritime Intelligence

ISSUE 02. 2014

INSIDE: • THE HYBRID HIGHWAY TO A GREENER FUTURE • TRICKS OF THE BUNKER TRADE • THE HYDROGEN FUEL CELL FUTURE • SCRUBBERS – AN IMMEDIATE SOLUTION? • LNG-FUELLED SHIPS: THE DESIGN PERSPECTIVE

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CONTENTS THE FUEL CELL FUTURE

A new hydrogen age is dawning across the maritime industry.

35 Breaking Boundaries

The Race For Fuel The LNG Story

• Mark Cameron, COO, Ardmore Shipping

News Round Up

Blue Skies

• Exhaust Gas Emissions From Regional Shipping

Feature Focus

• The Race For Fuel - The LNG Story • World LNG Hubs • Scrubbers Ahoy!

TECHNOLOGY

14 17 19

Guest Feature

IN THE SPOTLIGHT

• The Life and Times of Abatement Technology

24 WILL VOYAGE OPTIMISATION SUPERSEDE TRADITIONAL WEATHER ROUTING?

Fuels & Emissions

• Fuelling 2015 ECA • Capturing CO2 With Algae

Electronics & Software

• Will Voyage Optimisation Supersede Traditional Weather Routing? • The Right Meter For The Right Measurement • Optimising Operations For Increased Efficiency

• Emulsified Fuel – Combustion Saviour? • Switch Off and Plug In

The Bunker Detectives

Advisory: Ship Energy Efficiency Measures

Event Round Up

Ship Design

• CFD Boosts Ship Efficiency • LNG as Fuel - The Impact on Ship Design

31 33

• The Hybrid Highway to a Greener Future • The Fuel Cell Future

• Fuelling the Flow Meters

45 46

47 49

• Smart Operations: Hamburg, April 2014

Social Scene

The Last Word

• The Dawn of the LNG Fuelled Area, Seen From Asia

Propulsion

Strategies

Technology In The Spotlight 24

• Machinery Technology

39 41

35 37

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Multiple pressures on the global marine industry mean that ship owners and contractors can no longer afford to ignore the performance of their fleet. A shipâ&#x20AC;&#x2122;s energy consumption depends on a number of different parameters. To improve the consumption you need to measure these elements, transform collected data into actionable information and understand the impact of any action on the complete economic model.

To do this, and to make the most of the cost and efficiency savings that Fleet and Vessel Performance Management undeniably offers, you need a partner who understands all of the complexities and challenges. A trusted team of experts thatâ&#x20AC;&#x2122;s always on hand to support you. A partner like BMT SMART.

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THE FUEL JURY

IS OUT

Editorial: Editor-in-Chief: Catherine Austin E: catherine@fathomshipping.com Editor: Benjamin Roberts E: ben@fathomshipping.com Editor: Isabelle Rojon E: isabelle@fathomshipping.com Advertising & Sponsorship Sales: Director, Information & Sales: Alison Jarabo E: alison@fathomshipping.com Events: Events Manager: Cara Bainton E: cara@fathomshipping.com Events and Marketing Assistant: James Barth E: james@fathomshipping.com Artwork and Design: Digital and Print Designer: Ben Watkins E: design@fathomshipping.com Regular Contributors: Martyn Lasek, Managing Director Ship and Bunker E: editor@shipandbunker.com

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27 Sheet Street, Windsor, SL4 1BN, UK. Tel: +44 (0)1753 853791 Email: info@fathomshipping.com Twitter: @fathomshipping Website: www.fathomshipping.com

Relentless reams of regulation will always be a necessary force within the shipping industry. An industry that has been regulated in some shape or form for centuries. Therefore it is no surprise that the red tape that wraps itself around every aspect of operations is continuously causing a stir.

he somewhat perceived strangulating tape around shipping’s environmental impact is driving the ship owning and operating community to have a serious think about their future fuel use and how to reduce impacts of the bi-products of their shipping activities – one thing can be said with certainty - global emissions are in the spotlight. The 66th Marine Environment Protection Committee, hosted at the IMO in April, offered a vital glimpse of incoming environmental regulations that will affect future fuel considerations. In particular, the discussions around the proposed delay of NOx emission controls and the availability of low-sulphur fuels had those with a vested interest in fuels on the edge of their seats. The route to regulatory compliance and environmental protection can sometimes be taken on different paths and it is becoming a topic of much discussion which path to choose. Take ECA compliance as an example: To scrub or not to scrub? To fuel switch or not to fuel switch? To burn LNG or not to burn LNG?, these questions are still being mulled over within the industry as the deadlines and enforcements loom ever nearer. One thing is for sure, the red tape is coming, the ECA deadlines are approaching, the technology providers are innovating –and the shipping community stirring into action – but will there be a clear path of action, or will one future fuel strategy tower above the rest in the coming years?

Catherine Austin Editor-in-Chief ©2014 Fathom Eco-Efficiency Consultants Limited. All rights reserved. No part of this magazine can be reproduced, or transmitted by any means, electronic, mechanical, photocopying, recording or otherwise without the written consent of Fathom Eco-Efficiency Consultants Limited. Applications for written permission should be sent to Catherine Austin, catherine@fathomshipping.com. Any views or opinions expressed do not necessarily represent the views of Fathom Eco-Efficiency Consultants Limited or its affiliates. Whilst every effort has been made to ensure the accuracy and quality of the information contained in this publication at the time of going to press, Fathom Eco-Efficiency Consultants Limited assume no responsibility as to any inaccuracies that occur or their consequences and to the extent of the law, shall not be liable for any errors or omissions or any loss, damage or expenses incurred by reliance on information or any statement contained in this publication.

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ISSUE 02. 2014

BREAKING BOUNDARIES Each issue of THE INSIGHT will host an interview with an industry leader that is taking great strides to break boundaries within maritime efficiency and sustainability. This issue explores the trailblazing path of

Ardmore Shipping’s Chief Operating Officer, Mark Cameron. the crew think, operate and behave, it ’s also how we ashore, technical management and chartering together, support the efforts of the team onboard and make use of the unprecedented levels of vessel performance data now at our disposal. We can weave m o d i f i cat i o n s a n d te c h n o l o g i ca l advancements into shipboard operations, but it’s a delicate balance of benefits, financial, social and environmental, that come together to deliver maritime efficiency.

What is your background? I am a Marine Engineer by background and sailed on a variety of ship types up to Chief Engineer with Safmarine. I came ashore early in my career as a Technical Superintendent and quickly rose to Fleet Manager. After that I moved into crewing, where I held various positions including UK Personnel Manager after Maersk bought Safmarine. Following a move to Teekay, I had a host of responsibilities and positions in ship management, including Technical Standards & Policies, Sale & Purchase, Head of Global Procurement, HR Director, VP of Marine Strategy & Planning and VP of Business Improvement. I am Chief Operating Officer with Ardmore Shipping and have held this position since we set up the business in 2010. How long have you been in the maritime industry? I joined my first ship as a cadet in 1984, so I am 30 years in the industry this year. How would you define maritime efficiency? To me, measures of efficiency are as much a function of economics as they are of design, but importantly, they are also a function of how well people actually apply the available technology. To give an example, I am pretty proficient in handling my emails, but I probably only use a fraction of what Microsoft Outlook can actually do. The same goes for the maritime industry. Efficiency in running a ship to the highest professional standards isn’t a result of how many people you have onboard, it’s more about the alignment between ship and shore. Making sure everyone understands the principle of a ‘perfect voyage’ and the deviations from that is the real measure of efficiency. This isn’t just a result of the way that

Mark Cameron COO, Ardmore Shipping Ardmore Shipping owns and operates a modern, fuel-efficient fleet of midsize product and chemical tankers. The Company is engaged in the seaborne transportation of petroleum products and chemicals worldwide to oil majors, national oil companies, oil and chemical traders, and chemical companies. Founded in 2010, Ardmore Shipping is a publicly listed company with a fleet of ten vessels in service and a further 11 vessels under construction.

‘Our goal is not to be leading the pack, but to get it right, first time.’ www.fathomshipping.com

What is Ardmore’s approach to maritime efficiency? Our mantra is to take the whole package, not just efficiency, but coupled together with professionalism. This means that everything has its place and within that, shareholder value also plays its part. Maritime efficiency to Ardmore means conducting the relevant research, developing the options, making the right decisions with the right people at the right time and then communicating a c l e a r p l a n o f i m p l e m e ntat i o n . Measurement and analysis is just as important as having a clear plan, as is the ability to understand risk and evaluate conditions. Our goal is not to be leading the pack, but to get it right, first time. The motives behind our approach to maritime efficiency are environmental and economic. Shipping is entering an age of transparency and we’re exploring ways to provide the right incentives for all parties, powered by greater data transparency and technology. For example, we use SkySails Performance Monitor systems to measure the performance of efficiency technologies such as Mewis Ducts, Propeller Boss Cap Fins and high spec hull coatings, we have invested in electronic flow meters to accurately measure bunker consumption and we have fuel performance bonuses written into some charter agreements. ISSUE 02. 2014

BREAKING BOUNDARIES As a result, our vessels can command a premium and fuel savings can be shared. That is why our eco-efficiency approach is not just about the eco-design of newbuilds or eco-improvements to existing vessels, it also encompasses ecooperations, which is about how we use the tools at our disposal, measure the results, empower our seafarers to take smart decisions and work together with our charterers. What satisfies you most in your work life? Building an organisation that we can be proud of, growing our business through the efforts of our dedicated team into a respected, quality shipping company, run by professionals that understand the balance between economics and the practical, operational reality.

good. However, when I see more and more volumes of files, papers and systems appearing on ships, I wonder if we are making things more complicated than we need. Secondly, there is a lack of general respect for seafaring as a profession. The perception of a seafarer has been dumbed down to that of an ‘operator’ in many people’s eyes and that is a great

‘Professionalism, integrity and respect. These values may be simple, but they are profoundly important.’

Tell me about a project or accomplishment that you consider to be the most significant in your career? Other than what I am doing now with Ardmore, it would be the alignment of Safmarine seastaff into the AP Moller/ Maersk group. This involved merging a different but strongly respected culture into a powerful company like Maersk, which took a lot of effort and commitment. We needed to create a vision that, although things would be different under Maersk, the longer term potential in terms of employment, access to technology and systems, and a large fleet would bring great benefits for seafarers. I learned quickly that managing people is harder than managing technical issues, but if you can communicate with people and listen to what they tell you, you stand a better chance of success.

shame. We are missing out on a lot of onboard leadership potential because a few generations of seafarers have been educated as operators, rather than as professional engineers and navigators. Seafaring is more than an occupation, it is a profession, and every seafarer should aspire to become a consummate professional. Seafarers deserve our respect and young people from all over the world should be encouraged to take up seafaring as a career. Thirdly, fuel economy. Like many of the issues faced by today’s shipping industry, this isn’t new. Derating was around in the 1980s and much of today’s technology has been around for years. I worked on container ships built in Germany in the 1980s and there were technological advancements then that provide the roots for many of today’s solutions. Crucially though, fuel management is not just about technological gizmos. It’s about how the crew onboard sail the ships, the role of the charterer in understanding ETA’s and the concept of what a true ‘eco speed’ is. Anyone who thinks that ‘eco speed’ is slow speed doesn’t understand how an engine works. Try driving 100km in your car in third gear and see if you save fuel.

In your eyes what are the three most pressing issues within the shipping industry? Firstly I would say the proliferation of legislation that governs our industry and the fragmented nature against a global trading pattern. Over my 30-year career, we have come from a relatively light level of regulation into a homespun industry of shipping legislation. Of course, we need controls and structure and should look favourably at the progress we have made in terms of improving standards and compliance, which is for the overall

What are the main goals during 2014 for Ardmore? Our first goal can be summed up as ‘operational leadership.’ We are four years old and with eleven ships on the water and ten newbuildings still to come, our aim is to continue to build on the level of quality and professionalism we are known for with our charterers. We want to build Ardmore into a company not just focused on steel and economics but also on a level of service delivery that is unrivalled in the industry. We call this high standard to which we aspire ‘The

ISSUE 02. 2014

Ardmore Standard’. We genuinely believe that every single seafarer can be a leader through what they do, how they do it and the attitude they display. By focusing on the collective strength of everyone at Ardmore, by setting high standards and by removing barriers to performance, that’s how we will achieve true operational leadership. Second, we aim to grow our fleet.

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This is likely to mean not just managing the intake of newbuild vessels, but also adding high-quality secondhand ships that will add immediate accretive value to our business. Third, continuing to build our culture. Through Anthony Gurnee, our CEO, we have a strong leadership commitment, but building a proper company culture that, as we like to say, extends from “the board room to the engine room”, takes time and continuous effort. We have to know the people who are sailing on our ships. Equally, they have to know us, what we stand for, what we expect from them and what we offer in return. What are values and the approach that you encourage in your sea staff? Professionalism, integrity and respect. These values may be simple, but they are profoundly important. Finally … If you could change one specific area of shipping, what would it be and why? I would change the way legislation is approached, so that a broader range of interests and priorities are taken into consideration. We need to strike a better balance. When decisions are driven by a single agenda, it is seldom the best solution that is adopted. There are a lot of responsible people in shipping who want to do the right thing in how they protect the interests of people and the environment. Like Ardmore, they are committed to protecting the environment and working with regulators and enforcement authorities to uphold the highest standards. However, for responsible companies to stay in business, they also need to make a profit and that shouldn’t be a dirty word. ∎

NEWS ROUND-UP CORVUS TO SUPPLY ESS TO MORE SCANDLINES HYBRID SHIPS Scandlines, the Baltic ferry operator, has chosen Corvus Energy to supply the Energy Storage System (ESS) for their next three hybrid ferries. Based on the success of the ‘MF Prinsesse Benedikte’ - Scandline’s first hybrid, the next three will use a 2.7MWh ESS consisting of Corvus Energy AT6500 advanced lithium polymer batteries integrated with Siemens drive systems. A crucial link between Denmark and Germany that provides significant economic benefits, the ferries operate 24 hours a day, 365 days a year and sail every 30 minutes from each side. Corvus add that the ferries M/V Deutschland, M/V Schleswig-Holstein and M/V Prins Richard, in operation on the Puttgarden

and Rødby route (alongside MF Prinsesse Benedikte) will comprise the largest fleet of hybrid vessels in operation today. On a recent crossing with several senior Scandlines Executives, Denmark government officials, Lloyd’s Register engineers and Corvus Energy executive staff onboard, the system was put to the test. The diesel generators were purposely taken offline without notification and instantly the Corvus Energy ESS took over, providing full power for all systems without a stutter. The display was a genuine test of the system, showcasing the capabilities of a Corvus Energy ESS as a truly meaningful part of the overall ship’s energy systems. ∎

COLD IRONING PROJECT STARTS IN HALIFAX A cold ironing system for cruise ships is under construction at the Port of Halifax in Eastern Canada and should be operational during the 2014 season, the Halifax Port Authority (HPA) reports. It is well accepted that shore power is a highly effective way to reduce marine diesel air emissions by enabling ships to shut down their auxiliary engines and connect to the electrical grid in order to provide necessary power while docked. The port expects 137 cruise vessel calls this year, and vessels are typically in port for about nine hours, HPA said. The cold ironing equipment will prevent emissions

of carbon dioxide (CO 2 ), nitrogen oxides (NOx), sulphur oxides (SOx), and particulate matter (PM) while they are at berth. The project, first announced in January 2013, is funded with $5 million from Transport Canada and $3.5 million each from the Province of Nova Scotia and the Port of Halifax. The Canadian government has been pushing for more shore power at many of the nation’s ports, arguing that the move will reduce health hazards from ship emissions. ∎

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NEW METHODOLOGY OFFERS OWNERS CARBON CREDITS AkzoNobel’s Marine Coatings business, International® has announced a new and unique marine-based methodology to reward the improved fuel efficiency of ships within the international maritime industry. International® has partnered with carbon credits issuer The Gold Standard in a scheme that is a first for the marine industry. Certification by The Gold Standard for the first of its kind, peer-reviewed methodology will allow ships to generate carbon credits, thus income, for the CO2 emission reductions they achieve. The methodology is based on ship owners and operators converting existing vessels from a biocidal antifouling system to a premium, biocide-free advanced hull coating such as Intersleek. A baseline emission level is determined for the vessel prior to the application of Intersleek with the same data source then used to determine the emission savings after the application of Intersleek. The carbon credits generated are directly related to reduced emissions as a result of reduced fuel consumption. Carbon credits are awarded annually based on vessel data that is collected and analysed. They are administered by International and submitted to The Gold Standard Foundation for validation. To ensure rigour and transparency, the fuel savings that are generated are verified by independent UN accredited auditors. Once the carbon credits are issued to International they can be sold at market price and the revenue shared with customers. The new methodology will act as a further incentive to drive an increase in the uptake of eco-efficient technologies, as ship owners and operators can additionally benefit from their investment in Intersleek technology once the performance of the hull coating is independently verified in service. ∎ ISSUE 02. 2014

NEWS ROUND-UP CLASSNK AQUIRES NAPA Classification society ClassNK has agreed to acquire maritime software house NAPA. The acquisition is the culmination of collaboration between ClassNK and NAPA over many years, the most recent of which being the development of operation optimisation software in 2012, ClassNK-NAPA GREEN. Following the acquisition, NAPA will continue to operate as an independent company with ClassNK stating that “they have no intention to change anything about NAPA” during a live webcast broadcast. The landmark deal, worth €53 million, is a chance for ClassNK to expand and

improve the wide range of services it offers to shipowners and shipyards, whilst also providing NAPA with the support to accelerate expansion of existing operations and access new markets. ClassNK, which provides safety and certification services for more than 8,500 vessels representing more than 20 percent of the world’s merchant fleet, and NAPA, whose software is utilised by shipyards designing over 90 percent of the world’s newbuilds and by major ship owners, said the deal was a reflection of the growing importance of software technology in improving ship design and operational efficiency. ∎

NEW ARCTIC HYBRID PSV TO OFFER 30-40% FUEL SAVINGS Havyard Group SA (Havyard) of Norway have announced they are to design and build a hybrid battery-powered platform supply vessel (PSV) for Fafnir Offshore HF which is reported to offer 30-40 percent less fuel consumption compared to traditional PSV. The vessel, 833 WE ICE, will also have an efficient hull design and be capable of operating in harsh Arctic conditions. It will

be built at Havyard Ship Technology’s shipyard in Leirvik, Sogn, Norway with a contract cost of NOK 350m (US$58.5m) and is scheduled for delivery in July 2015. The company state that the vessel will be designed according to the latest environmental demands such as Clean Design class, while the design of the superstructure will make it easier to maintain an ice-free ship in Arctic areas. ∎

HYDROGEN FUEL CELLS FOR REEFERS TO BE TESTED IN HAWAII Hawaiian shipping company Young Brothers Ltd. (Young Brothers) are going to test hydrogen fuel cells intended to replace diesel generators in cooling their refrigerated containers. The 120-kilowatt fuel cell unit, designed by US federal research facility Sandia National Laboratories, can be mounted inside a twenty-foot shipping container and loaded into a barge to provide electricity. The fuel cell units are currently in the ISSUE 02. 2014

design phase but will be brought to Hawaii in early 2015. Young Brothers, which offers interisland shipping services, will test the units for six months, looking at their ability to reduce fuel costs and emissions. A preliminary study of the fuel cells’ potential by Sandia National Laboratories found that they could provide electricity for both ships at berth and reefer units on barges, potentially saving money. ∎

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BECKER MARINE ANNOUNCE NEW EFFICIENCY SOLUTION Becker Marine Systems, manufacturer of high performance rudders and manoeuvring systems, have launched a high-tech ‘Cross Over Rudder’ that increases hydrodynamic efficiency. Specifically designed for stern optimisation, the new technology, the Cross Over Rudder, complements the Becker Mewis Duct and Becker Twisted Fin. Optimisation between the propeller hub cap and rudder is achieved by a rudder bulb that creates an energyefficient solution which maintains manoeuvrability optimisation. Becker Sales Manager Walther Bauer commented that this experience enables Becker Marine Systems to offer “a neutral position of expertise” in regard to the optimisation of propulsion and manoeuvring systems. M r B a u e r n o te d t h at s h i p p i n g companies do not take overall system performance optimisation of a vessel into account and instead buy just a rudder, therefore losing significant percentages of efficiency. Becker Marine Systems can perform an overall optimisation of the propeller hub cap and rudder bulb, independent from the propeller manufacturer. The Cross Over Rudder is particularly useful for fast ships with high propeller loads, such as ferries and passenger ships. Mr Bauer claims the return on investment for these vessels is usually achieved within a year due to large cost savings. A retrofitting may often also be worthwhile. If ships have completely changed their operating profile, this may involve rebuilding the propellers. ∎

NEWS ROUND-UP CLASSNK RELEASE FREE DESIGN SUPPORT TOOLS FOR EEDI VERIFICATION Leading classification society ClassNK has released their new Minimum Propulsion Power Calculation Software and ISObased Progressive Speed Trial Analysis Software which is available free to the Industry. The PrimeShip-GREEN/MinPower software was developed to help shipyards comply with the EEDI requirements of the Amendment to MARPOL Annex VI by calculating minimum propulsion power requirements in compliance with the IMO 2013 Interim Guidelines for Determining Minimum Propulsion Power to Maintain the Manoeuvrability of Ships in Adverse Conditions. To evaluate minimum propulsion power requirement, added resistance in irregular waves should be calculated based on ship’s lines. Calculating added resistance in waves can be difficult especially at initial design stage. That is why ClassNK developed a simplified formula to calculate added resistance in waves using only basic information such as main ship specifications, allowing designers to easily evaluate the minimum propulsion power requirement for their ships. ∎

DIESEL-GLYCEROL HYBRID FUEL TECHNOLOGY AWARDED PATENT US based start-up, The SeaChange Group, has been awarded a patent for an ecohybrid fuel technology proven to reduce nitrogen oxide, particulate matter and greenhouse gas emissions. In collaboration with the Maine Maritime Academy, the SeaChange Group has developed a hybrid fuel technology for direct-injection engines. The solution comprises diesel and glycerol, an inexpensive, renewable by-product of the bio-diesel industry. In testing the diesel-glycerol hybrid fuel at METEL, the team observed a reduction of 25-50 percent in smoke emissions compared to an ultra-low sulphur diesel fuel at an equivalent power output. Emissions of mono-

nitrogen oxides (NOx) were reduced by 5-15 percent, with the team finding a general trend in emission reductions in line with an increasing glycerol concentration. Also corresponding to a higher concentration of glycerol in the fuel however is a lower energy density and therefore, an increase in overall engine fuel consumption. The findings were representative of an initial proof-ofconcept, and have seen the team secure funding from the Maine Technology Institute and the US Department of Transportation. The SeaChange Group and METEL will use the resources to test the technology in working vessels throughout 2014. ∎

$15 BILLION IN SCRUBBER SALES PREDICTED BY 2025

HYBRID FERRY REDUCES FUEL USE BY 38%

The maritime industry will take up scrubbers in a big way in response to emission rules according to Robin Meech, managing director, Marine and Energy Consulting. Meech stated that scrubbers are generally the cheapest method to comply for existing ships less than 15 years old. With a cost of about $4 million, a scrubber system can beat low-sulphur bunker fuel and liquefied natural gas (LNG) on price in many cases. According to Meech, around 6,000 scrubbers will be in operation, at a cumulative cost of US$15 billion, and scrubbers will be used on ships burning 28 million metric tonnes (mt) of heavy fuel oil per year. In projected figures, if LNG does take off, the market should see some 8 million mt/year of LNG used as bunkers, and this volume will be used mainly by around 1,700 smaller vessels, according to Meech, which will account for around 11 percent of bunkers consumed. ∎

According to Imtech Marine (Imtech), hybrid propulsion systems have produced fuel savings of 38 percent for two ferries operating off the west coast of Scotland. The company’s initial estimates were around 20 percent when it supplied the ferry operator Caledonian Maritime Assets Ltd. (CMA) with the diesel electric and battery technology in 2011. Imtech has carried out two weeks of optimising trials on the MV Hallaig, discovering that charging the batteries overnight produced 28 percent fuel savings, while the other 10 percent was produced by “smart charging” with an energy management system. CMA plans to use wind energy to charge the batteries, further boosting the system’s sustainability. Imtech said it is seeing increasing interest in hybrid technologies, which may help reach European emissionsreduction goals, while also bringing down noise and fuel use. ∎

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ISSUE 02. 2014

NEWS ROUND-UP EFFICIENT SHIP NOTATION LAUNCHED BY RINA International classification society RINA has announced the launch of a new voluntary Efficient Ship notation to clearly identify new ship designs which meet eco-ship criteria. The notation is granted to ships and new designs judged by RINA to have very high overall efficiency of engines, a lower fuel demand at owner defined speed, deadweight higher than the average for the particular type of ship and a system to monitor their performance during their life. It is reported that the first ships to be issued with the Efficient Ship notation are a series of nine 39,000 dwt bulk carriers, built for d’Amico Dry in China, at the Yangfan Group yard.

RINA recently launched two routedependent voluntary notations, the first was the SAHARA notation in partnership with UAE classification society Tasneef, for vessels operating in the Arabian Gulf, Oman Sea, East of Oman & Yemen & the Red Sea. This unique project was created to ensure the accurate standards of vessels in warm areas as well as to ensure safety for passengers and the whole environment. The second is the ROUTE DEPENDENT LASHING notation for containerships, which aims at optimising lashing strategies depending on sea conditions expected on different trades, giving much more flexibility in cargo handling operations. ∎

SAVINGS SEEN DURING SEA TRIALS FOR ENERGY RECOVERY SYSTEM A Mitsubishi Energy Recovery System (MERS) has been installed onboard on a Mitsui O.S.K. Lines, Ltd. (MOL) owned VLOC (Very Large Ore Carrier) for the first time with a reported fuel consumption reduction of approximately 8 percent during sea trials. According to the company, MERS significantly enhances power generation efficiency by maximising recovery and utilisation of exhaust gas waste energy from marine diesel engines. MERS ability to reduce fuel consumption and environmental impact has already been confirmed through installation and testing in container ships that consume large amounts of electricity. The company stated that MERS orders have progressively expanded since the system’s development in 2010, mainly for systems installed on refrigerated container (reefer) carriers that consume large amounts of electricity. The results from these sea trials supports MERS ability to efficiently recover and utilise waste energy in smaller vessels. MERS is supplied by Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd. (MHI-MME), a group company of Mitsubishi Heavy Industries, Ltd. ∎

CMA CGM GROUP TO HALF CO2 EMISSIONS BY 2015

AIR LUBRICATION SYSTEM MAKER DK GROUP REBRANDS DK Group, the pioneers of the air cavity system, an air lubrication system designed to improve fuel efficiency by reducing friction, have announced that they are changing their name to Silverstream Technologies. The move has been announced by the company CEO, Noah Silberschmidt. The air lubrication system promises to reduce fuel use and emissions by 5-10 percent by producing a stream of bubbles under the hull of a vessel, allowing for smoother movement against the water. Recently the company has been working with classification society Lloyd’s Register, to verify the fuel savings that the technology can deliver. ∎

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CMA CGM, the world’s third largest container shipping company, have confirmed plans to reduce their CO 2 emissions by half. The objective is set at 50 % reduction CO2/teu-km between 2005 and 2015. CMA CGM have previously reported that their global operated fleet CO 2 performance has been improved by 4 %, and 8 % for the owned fleet. With a CO2 performance improvement of 40 % since 2005. Thus far, the following significant milestones have been reported by the Group, confirming the strength of their environmental policy: The CMA CGM ship the Jules Verne, inaugurated in 2013, is already compliant with IMO 2025 standards in terms of energy efficiency. It is equipped with a propeller boss cap fin, the Fast Oil Recovery, hydrodynamic bulbous bow and a ballast water treatment system.

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2013 saw the first CMA CGM ships being retrofitted with new bulbous bows to continuously improve energy efficiency. Three 8 500 TEU vessels have already been equipped and 25 additional vessels will be by the end of the year. I n 2 0 1 3 , i n c o o p e ra t i o n w i t h classification societies and Chinese shipyards, CMA CGM has been pursuing its work on an alternative propulsion project for an LNG (Liquefied Natural Gas) powered container carrier that should help to reduce CO2 emissions by a further 20% and to eliminate pollutant gas emissions (sulphur and nitrogen oxides in particular). Investment in shore power solutions: CMA CGM Group will equip 6 ships with a mobile container solution, making Cold Ironing (or AMP) a modular practice. The Group installed the first device on the CMA CGM LIBRA (11 400 TEUs) in January 2014. ∎

Exhaust Gas Emissions From Regional Shipping Mitigating Technologies and Emissions Prediction

In the year 2000, emissions of air pollutants from international shipping in the European waters (i.e. Baltic, North Sea, Northeast Atlantic, and Mediterranean Sea) amounted to 20-30 percent of the sulphur dioxide (SO2) and nitrogen oxides (NOx) emitted from all land-based sources in the EU.

he effects of exhaust gas emissions from all modes of shipping are a subject of concern for two main reasons. They contribute CO2, causing anthropogenic global climate change. Other exhaust gas species, e.g. PM, NOx, SOx, are detrimental to environmental and human health. The second point is of particular concern where high-levels of shipping activity occur in regions of high population density. In this issue, Fathom reviews and presents a paper entitled ‘Exhaust Gas Emissions From Regional Shipping: Mitigating Technologies and Emissions Prediction’. This paper, written by A. J. Murphy and K. Pazouki from Newcastle University, UK, provides an analysis of the technological mitigation methods in terms of their effectiveness and suitability against a range of exhaust gas species of interest. The paper also reports on research currently being conducted to predict emissions for all operational conditions, machinery and ship types. FATHOM INSIGHT MARCH 2014

BLUE SKIES EMISSION REDUCTION METHODS Much research has been carried out on developing technologies to reduce exhaust emissions from ships. Most of these measures and technologies focused on the reduction of NOx and SOx emissions into the environment. However, some technologies and measures also have inherent capabilities to reduce other polluting emissions.

Methods for predicting exhaust gas emissions from ships can be classified into three categories - Base line methods - Intelligent Methods - First principle methods this case, ship exhaust emissions can be entirely eliminated if all engines are shut down while connected.

‘Base-line methods include the simplest estimation models in common use.’

T h e s e a b ate m e nt m e a s u re s a n d technologies can be divided into four main categories as follows: • Pre-combustion measures and technologies modify either air or fuel before admission to the engine and restrict formation of NOx and/or SOx. The use of alternative fuels as a mechanism for exhaust gas emission reduction is also included in this category. • During combustion measures and technologies alter fuel combustion characteristics by either introducing water during the combustion process or through tuning engine timing. These technologies predominantly t a r g e t N O x fo r m a t i o n i n t h e combustion chamber by lowering peak combustion temperatures. Engine modification can, in addition, reduce particulate matter (PM) emissions by improving fuel combustion conditions through better atomization and distribution of fuel. • Post-combustion technologies clean the exhaust gas using either a scrubber and/or by converting pollutants into benign species b y c h e m i c a l re a c t i o n . T h e s e technologies do not prevent the formation of pollutants during combustion, instead, remove contaminants post-combustion. • Non-engine and non-combustion measures concentrate on managing and optimising shipping activity to reduce emissions. These include optimum maintenance strategies, economic speed and weather routing. Another measure considered in this category is the provision of an onshore [electrical] power supply (OPS) to the ship, when in port. In ISSUE 02. 2014

METHODS FOR PREDICTING EXHAUST GAS EMISSIONS FROM SHIPS

A variety of methods are available, or in current use, for predicing exhaust gas emissions from ships. These methods vary in complexity, sophistication and accuracy but can be classified into three categories, all described below. BASE-LINE METHODS Base-line methods include the simplest estimation models in common use. Usually aggregated technical and emissions data is used resulting in highly aggregated predictions with low spatial and temporal resolution. Nevertheless, in the absence of large volumes of

spread and evolution of airborne emissions throughout geographical regions. INTELLIGENT METHODS Intelligent methods are those which can relate the physical causes of emissions to their rate of production beyond simply attributing a statistically derived emission factor to the mass of fuel used. These methods facilitate more refined predictions for individual ships or engines, or a subset of ships, than is possible by using a base-line approach alone. The application of these methods may eventually lead to prediction of emissions under transient engine conditions – for example, during manoeuvring. Artificial Neural Networks (ANN) have been investigated as one modelling method which might be able to relate the causes (input layer parameters) to effects (output layer parameters). The advantages of intelligent methods over base-line methods is that predictions of emissions species for individual scenarios can be achieved – taking into

‘To investigate the possibility of such a tool, as part of the Clean North Sea Shipping Project, at Newcastle University, a time-based, firstprinciples simulation tool has been developed.’ detailed data for individual ships, these methods serve to provide a first estimate, or base-line estimate, of the exhaust gas emissions from ships. For example, these methods are usually used to prepare emission inventories for particular geographical regions such as ports and for making aggregated estimates of the contribution of shipping to the global, continental or national emissions. Furthermore, they are routinely used to generate input data for environmental models which predict the

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account the instantaneous operating condition of the engine onboard the ship. The level of detail that could be included will be dependent on the number of causal parameters and output exhaust species that can be associated with each other. FIRST PRINCIPLES METHODS First principles methods include modelling the details of the mechanical, thermodynamic and chemical processes in an engine. The interactions between

BLUE SKIES the hull, the propeller and the engine, leading to the precise conditions in the combustion space and hence the constituents of the exhaust gas are highly complex. Therefore, the underlying model assumptions and level of modelling sophistication and/or supporting empirical factors in a first principles model need to be carefully considered and a trade-off between computational power and time against the prediction accuracy of the exhaust gas emissions is required. At the highest level of sophistication it is desirable to generate a model for engine operation that can predict emissions generation under steady-state full-load conditions (such as when a ship is Full Away on Passage) as well as when the ship and engine systems are operating in either part-load (e.g. slow steaming) or transient conditions (e.g. while the engine system is changing operational state from one set point to another, during manoeuvring). To investigate the possibility of such a tool, as part of the Clean North Sea Shipping Project, at Newcastle University, a timebased, first-principles simulation tool has been developed.

the piston. The total moment on the shaft is derived from the sum of the moment due to the gas pressure acting through the connecting rod, a frictional component of torque and the propeller torque, which can be specified or derived through propeller design curves. Solving the equations of motion for the pistoncrank-shaft system, in response to gasinduced forces and total shaft torque, allows the time-dependent motion of the piston-crank-shaft to be resolved. Advantages of a time-based simulation approach: The approach allows transient conditions to be modelled, which is particularly important as there is a focus and need to predict exhaust gas emissions in areas of high population density, such as in port. In addition, a steady-state condition within the model can also be achieved, in the same way as in reality, through allowing the simulation to run for sufficient time, after the shippropeller-engine set points have been entered. And in fact, the simulation time required to achieve a steady-state engine performance can be artificially reduced through control of the initial conditions of the integrators within the simulation. Air - Fuel Input

Engine Dynamics/Characteristics Size, compression ratio Masses Mass moments Friction/damping Injection timing Thermodynamic Model Gas properties Fuel heat content 1st and 2nd law equations Heat Loss Model Cooling system Cylinder liner heat transfer

Chemical Reaction Model

Engine Performance Power Accelerations Temperatures Pressures

Emissions Output

Engine Performance Monitoring

Exhaust Products Monitoring

Hull-Propulsor Model Propellar curves Hull resistance curves

Figure 1. Block Diagram of the First-Principles Engine Model

This model assumes a lumped-mass model of the engine and propulsion chain, similar to that assumed in dynamic response models for engine vibration and torsional responses. In this case a piston and crank model are coupled through their kinematic relationships, for displacement, velocity and acceleration. A differential thermodynamic model, based on energy conservation and mass conservation, is then used to calculate the instantaneous cylinder gas pressure, and hence force, acting on the face of

A time-based simulation also allows its use as a training tool, in which the user can observe the effects on engine performance, in all respects, from the time-varying output of the simulation in response to initiating changes to engine control input parameters. In this way, it provides not only a tool through which higher-level operational and design decisions can be made, but also gives ship staff the opportunity to understand and predict the outcome on engine performance of day-to-day operational

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choices. It also allows the precise operational condition of the coupled hull-propellerengine system to be taken into account and therefore, not only can it show instantaneous performance levels, but can also be used to guide engine maintenance or modification strategies for improved emissions. That is, the simulation can be used to investigate the results of changing for example, air inlet temperature, valve timing, injection timing, inlet air conditions, etc. Some of these can be influenced through the maintained condition of the engine, some through simply changing the operational conditions and others through fundamental design changes. As yet the model does not predict NOx or PM emissions since the simulation tool is in development and establishing that the approach can accurately model engine performance in terms of salient pressures, temperatures, power output, etc. has been the priority. This is because it is imperative that these pressures and temperatures can be accurately predicted since the chemical formation models, which will follow, are wholly dependent on them.

DIRECT MEASUREMENT AND MONITORING OF EXHAUST GAS EMISSIONS Another approach to assessing exhaust gas emission levels is to directly measure their production onboard ship. As noted in the base-line methods, there are only limited published data sets of such activities and, since regulations to mitigate ship emissions do not actually require this activity, there has been little imperative to undertake monitoring campaigns more widely. Clearly there are a number of barriers to monitoring emissions in real-time onboard ship, including the investment required in the equipment and data handling infrastructure, particularly from the perspective of associating the measured emissions values with the other causal parameters which would be required for meaningful interpretation of the data. Additionally, caution should also be exercised in interpreting the results since the equipment for monitoring and measuring exhaust gas emissions can often return results with high levels of variability. ISSUE 02. 2014

BLUE SKIES Besides the technical and financial challenges of using direct measurements for assessing emissions factors and indices, there may be reluctance to voluntarily undertake this activity from a commercial perspective. In particular there is a risk of negative perceptions if high emission levels are revealed under realistic operational conditions, as opposed to maintaining a conservative stance of correctly meeting (or nominally exceeding) regulatory requirements, which require no subsequent reporting of actual emissions produced.

Examples of voluntary schemes include: • The Environmental Ship Index (ESI) • The Clean Shipping Index (CSI)

THE CLEAN NORTH SEA SHIPPING PROJECT

I n p ro j e c t s s u c h a s C l e a n N o r t h Sea Shipping (CNSS), there is also an increasing recognition that the geographical location of the emission of air-borne pollution is a relevant factor to be considered. In particular, when emissions are emitted and subsequently

I n i t s c o n c l u d i n g c o n fe r e n c e i n Bergen, March 2014, CNSS brought together all of the strands of work in its publication of the final report and recommendations. This publication summarises the achievements of the CNSS project. It presents key findings and recommendations regarding strategic and operational policy-building for ships in ports, stakeholders and policy makers in the North Sea region.

‘Another approach to assessing exhaust gas emission levels is to directly measure their production onboard ship.’ EMISSIONS INDICES

To date, the principal mechanism for controlling (with the intension of reducing) exhaust gas emissions from ships is through the IMO MARPOL ANNEX VI and, where relevant, regional regulations. These regulations have set nominal rated limits on engine design (for NOx) and fuel quality limits (for SOx), but do not require measurements or monitoring of the actual emissions produced in operation and therefore, under this regime, operational choices will ultimately dictate the levels of these emissions from ships. In addition, more recently, the concept of efficiency indices (EEOI and EEDI) has emerged to encourage encourage a reduction in GHG (CO2) emissions from ships through reducing fuel usage per unit transport effort. Although, since minimising fuel usage is already financially in the best interests of the shipping companies, one could suppose that there is limited scope for further reduction through this strategy alone and might actually be in conflict with other emission reductions. Another emerging concept to exert control on and reduce emissions from ships is through the assignment of ship-specific emissions indices, so that, whether it is through prediction or measurement, in- or excluding abatement technology, some measure of the more complete environmental impact of a ship or fleet of ships can ultimately be characterised. ISSUE 02. 2014

diffuse through the atmosphere in regions of high population density. Therefore, in time, an alternative index could include the use of some impact factor related to region which makes a statement of the relative harm to humans. While many technologies exist at differing technology maturity levels to reduce exhaust gas emissions from ships, as the issues and regulations for exhaust gas emissions control from shipping increases it will become ever more important to establish the tools, methods and strategies for predicting, measuring and controlling exhaust gas emissions. The CNSS project aims to reduce air pollution and greenhouse gas emission by looking into available technology and the implementation of cost effective and cleaner energy supply infrastructure to ships in harbours/ports at sea. CNSS contributes to encouraging the large scale installation of “clean shipping”

technology around the North Sea e.g. by developing cost-effective implementation concepts (show-cases). Furthermore CNSS paves the way for an incentive and regulatory framework which causes an increased use of environmentally friendly technologies and fuels in shipping and at the same time maintain the competitive position of the North Sea maritime transport. ∎

‘Since minimising fuel usage is already financially in the best interests of the shipping companies, one could suppose that there is limited scope for further reduction through this strategy alone and might actually be in conflict with other emission reductions.’ www.fathomshipping.com

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The Race For Fuel The LNG Story BY PHILIP RYAN, MARINE ENGINEERING AND LNG CONSULTANT, LONDON OFFSHORE CONSULTANTS (LOC), SINGAPORE

Due to forthcoming Emission Control Areas (ECA) & Sulphur Emission Control Area (SECA) regulations, the necessity for clean and justifiable propulsion systems for ships is imperative.

o ensure compliance, numerous options are available. The leading preferences are Marine Gas Oil (MGO), Heavy Fuel Oil (HFO) with exhaust gas scrubbers, or Liquid Natural Gas (LNG). The majority of marine vessels converting, or being built to, LNG-powered specifications are currently within Norwegian waters - for example, ferries and offshore support vessels (OSVs). The main catalyst for this development is supply and infrastructure availability. Global infrastructure investment depends on demand guarantees, however, obviously ship owners will not commit to investing in LNG-fuelled vessels if LNG supply is difficult to attain. With less than a year before the new regulations take effect, the majority of shipping companies will use MGO rather than scrubbers or LNG as an immediate solution. This is despite indications from a number of companies in the industry, that LNG is an appealing low-cost alternate fuel. As global emission regulations become more rigorous, the limited capacity of lowsulphur fuel will force owners to look again at alternative fuels and technologies. Long term LNG-fuelled vessels, such as container ships and cruise ships, are viable with upcoming plans for the development of LNG bunkering infrastructure in well-positioned trade routes. Ports are naturally well aware of LNG as a marine fuel, and that cost and location will drive demand. Doubt does still exist among tanker owners who are uncommitted and irresolute to what technologies to use. They hold the opinion that LNG is an alternate but it is not the only one. Future demand for LNG as a marine fuel may not be dependent on technology or supply but quite simply on price.

FEATURE FOCUS The Drivers and Barriers for Uptake

A main driver for LNG as a fuel is the emission reduction requirements detailed in new legislation for ECA and SECA-zones in Europe (North and Baltic Seas). Also the proposed ECA Zones for the Mediterranean and US coasts, with further areas eventually to follow in the future. Another driver is the high efficiency of LNG as a good clean fuel with lower NOx, CO2, and SOx particles. When LNG is vapourised and used as a fuel, it reduces particle emissions to near zero, and CO2 emissions by 70 percent, in comparison with heavier hydrocarbon fuels. When burned for power generation, the results are even better. SO 2 emissions are virtually eliminated, and CO2 emissions reduced significantly. Barriers to LNG as a fuel are the significant modifications as well as the storage capacity requirements. For the same energy content, as compared

container-type vessels which rely on bunker operations whilst offloading their cargo. Existing container terminals may require upgrading of typical container lifting equipment to be aligned with LNG regulations such as Gas Detection Systems.

Future Hotspots and Hubs?

A key example of an LNG bunkering hub is Singapore. With its high volume of maritime throughput, it requires different forms of infrastructure to provide services for a diverse range of vessels. The main consideration for future hot spots and hubs is that of securing the LNG supply for sufficient demand, i.e. “chicken and egg”, however, the phrase is losing strength. LNG hot spots and hubs are being developed with some areas emerging faster than others. The opportunity to route LNG-fuelled tonnage globally is now evermore practical, accommodating, and financially possible.

“Future demand for LNG as a marine fuel may not be dependent on technology or supply but quite simply on price.” to diesel oil, LNG would require approximately 1.8 times additional storage volume. The low energy equates to vessels having to increase the number of LNG bunkering operations within current limited infrastructure availability. Actual costing will impact on owners. The prices of LNG-propelled ships have been quoted between 10-15 percent higher than conventional ships, however, when the price of LNG is significantly less than conventional fuels, this will provide an incentive to convert.

Infrastructure Insight

An effective LNG infrastructure is crucial when it comes to its feasibility as a new form of fuel in the marine markets. With a number of upcoming LNG terminals being considered, one factor for deciding geographical location is the possibility of offering speedy, effective and adapted bunkering solutions to all types of traffic. Consideration will be needed for

A number of facilities already have strategies to distribute LNG as a bunker fuel. Other supply points will soon be forthcoming. Undoubtedly, demand will increase, leading to development of hot spots and hubs once reliable supply is accessible.

Demand versus Supply

In 2013, global LNG trade was seen to be stable as a result of the market tightening. This impacted LNG production as it levelled out. At the time, Asian demand for LNG was on the rise. Present estimates are that during last year the approximate volume of LNG tonnes delivered did not significantly increase compared to volumes in 2012. This is compared to actual supply volumes which slowed down to 2011 levels. This was due to a large increase in production from 2009 to 2011. Meaning that, LNG for the marine industry is in the middle of a supply interruption.

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T h e n e w L N G t ra i n s e n t e r i n g production in Australasia are expected this year. This will characterise the start of the next major supply wave, which is estimated to be around 60 million tonnes of new capacity, and currently under construction or commissioning in Australia (with an additional seven million tonnes in Papua New Guinea). The scheduling of new capacity will be key to market supply over the next few years. 2014 is expected to have a modest increase in new LNG supply. Despite the ramp-up of production at Angola and the start of new trains in Algeria, Papua New Guinea and BG Group’s own Queensland Curtis LNG project in Australia. Therefore, overall supply performance will again depend on unplanned outages and continuing declines in gas supply from existing plants. In contrast, the demand side of the industry has been seen to continue to grow and expand, particularly in Asia. Ten new re-gasification terminals started operating in 2013, while three new LNG-importing markets emerged; Israel, Singapore, and Malaysia. Imports to Asia increased again, though at a slower rate than in recent years, with a rise in tonnage. This moderating of growth was principally due to the fact that Japan was approaching a ceiling on both the volume of LNG imports it can physically accommodate and its combined-cyclegas-turbine power station capacity. LNG shipping costs have had an important effect on global gas flows and price changing. They have played an ever increasing role over the last two years in determining cargo diversion decisions to higher priced markets as global prices have diverged post-Fukushima. They are also a key consideration in understanding to what extent global prices may meet in the future. Understanding the costs of shipping involves a grasp of a number of physical considerations around logistics and constraints.

Is LNG Viable as a Fuel of the Future?

The concerns of owners are the issues of price, availability, and safety. They question if LNG is viable as a fuel of the future, however, engine manufacturers have committed to Research & Development which would indicate ISSUE 02. 2014

FEATURE FOCUS “engine manufacturers have committed to Research & Development which would indicate a belief that LNG will indeed be the main marine fuel for the future.” a belief that LNG will indeed be the main marine fuel for the future. There are already examples of LNG-powered vessels that regularly bunker, especially in Scandinavian locations, which is evidence of the viability of the technology. Nevertheless, there are other options in the market. For example, methanol where conversion is a lot cheaper than LNG yet still has significant environmental advantages.

The Longevity of LNG as a Fuel

Currently identified natural gas reserves equate to approximately 65 years of global consumption. Unconventional natural gas reserves, more difficult to reach, are estimated to yield about 350 years of global consumption. Methane can also be produced from biomass and coal so will probably play an equally important role as a fuel in the year 2500 as it does today.

The Future Costs of LNG

The LNG Industry is looking at the challenges of how gas will be valued and transacted globally in the future. The global gas trade is dominated by a reference pricing oil indexation but, due to rising pressures, the question of how natural gas may be priced in the future has been examined. Estimating mechanisms have alternated from structured prices, set by independent governments, prices indexed to competing fuels, or spotmarket pricing in competitive markets. Contracting assemblies in each of the major market areas changed independently and there was little reason for the pricing structures to be linked because gas was not a fungible international product like oil. The exercise of indexing gas prices to opposing fuels, specifically oil products, gained favour early in Europe and thereafter in Asia. The growth of these markets rested on snowballing

ISSUE 02. 2014

international natural gas trade that was contractually based on connecting gas prices to oil product prices for both pipeline gas and its LNG counterpart. The United States, by contrast, founded commodity markets based on hub trading.

The Environmental Perspective

LNG, due to its characteristics as a clean fuel and the pressure to decrease carbon emissions, is seen by many as the obvious main replacement to sulphur-heavy bunker oil for the shipping sector. The lower price of LNG, compared to traditional oil-based bunker fuel, complemented by policy and regulatory measures that penalise the use of more pollutive bunker oil, has made an

has increased optimism regarding LNG’s commercial viability as a fuel to power shipping. LNG shows great promise as a marine fuel, but concerns remain about its net effect on emissions. Although natural gas is expected to be used more widely within the marine transport sector, it faces pressure from more stringent engine and fuel quality standards that will demand major emission reductions to improve air quality and mitigate climate change impact.

In Conclusion

The main question is LNG costing. Will it make economic sense? If it will be similar in price to that of other rival fuels, the US and Europe will push to obtain domestic production of natural gas, but Asia Pacific will remain heavily reliant on imports. Safety will always be a challenge, concerns are ever present with operating non-LNG vessels that utilise LNG as a fuel. The uncertainty of global economic activity affecting shipping, fuel prices, environmental regulations, knowhow and machine technology, costs of

“LNG shows great promise as a marine fuel, but concerns remain about its net effect on emissions.” increasingly convincing argument for the switch to gas. Efforts are also being made to build up the necessary infrastructure to facilitate LNG as a bunker fuel, lending further momentum. Technological limitations and the time needed for the LNG bunker market to mature will restrict the adoption of LNG in the short- to medium-term, particularly for deepsea and long distance shipping. Alternative fuels have been promoted as a means to control emissions as environmental concerns grow. The shipping sector, with its use of heavy bunker oil, has been a target in the quest to reduce the world’s carbon footprint. With its lower CO2 and NOx content, LNG is one such alternative for the shipping sector, particularly as rising interest in shale gas exploration and massive offshore gas discoveries in frontier markets promise to unlock a global pool of resources. It is this growing supply of gas and the associated assumption that prices will fall which

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infrastructures and LNG availability, are all key elements impacting fundamental demand. The scale of these elements is really starting to take recognisable shape and form now. ∎

Philip Ryan, Marine Engineering and LNG Consultant, London Offshore Consultants (LOC), Singapore

GLOBAL

LNG

HUBS

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FATHOM INSIGHT JUNE 2014 18

SCRUBBERS AHOY! For many ship owners, January 1, 2015 will ring an unwelcomed bell: it is on this day that the permitted sulphur levels for fuels consumed in Emission Control Areas (ECAs) will be reduced from 1.00 to 0.10 mass percent (1000ppm).

he legislation dictating this slash in sulphur levels is forcing owners and operators whose ships operate in ECAs to choose a path for compliance. However, five years after the aforementioned regulatory deadline, the industry will see further cuts to the global sulphur levels for fuels consumed outside the ECAs. 2020 will see the industry limit sulphur levels drop from 3.5 percent to 0.5 percent, steering the global shipping community to clean up their act and plan for compliance, even if their operations do not habituate ECAs. There are a plethora of studies that state and prove that sulphur oxides (SOx) and particulate matter (PM) emissions have harmful impacts on human health and on both the natural and built environments. The finger is being pointed at the shore-side industry as well as global transportation industry due to the fact that sulphur is naturally present to a greater or lesser extent in all crude oils – and transportation services depend on crude oil fractions for fuelling ships, trucks, trains and planes. PM, which is composed of compounds such as dust, dirt, and soot, is also a product of the combustion of crude oils. Marine diesel engines have traditionally used the lower grades (grade 6 or Bunker C) of crude oil-based fuel – commonly known as bunker fuel. The heavy fuel oil used in international shipping contains 2,700 times more sulphur than road fuel. Such a fact is demonstrative of why emission controls were extended to the shipping industry.

ECAs Ahead!

The birth of ECAs was some time ago, in the form of SECAs – Sulphur Emission Control Areas that were first adopted in 1997 and enforced in 2005. However, it is in this decade that the placement of ECAs is becoming a rather common force around the world’s continents and seas. Put simply, ECAs are geographically defined areas in

which stricter emission limits apply. An ECA can be designated for SOx and (PM), or for nitrogen oxides (NOx), or for all three types of emissions. Currently, the majority of ECAs only control for SOx and PM. The first ECAs, as mentioned above, were enforced across the Baltic Sea and the North Sea (including the English Channel), these were subsequently followed by the North American ECA, encompassing most of the US and Canadian coastline. The US Caribbean ECA, covering the waters around Puerto Rico and the US Virgin Islands, has more recently been adopted.

Compliance – The Options

In order to comply, ship owners face a number of choices: to use low-sulphur fuels, invest in alternative cleaner fuels (such as LNG) or install exhaust gas cleaning systems, also known as scrubbers. The two front runners in the race for compliance are a switch to low-sulphur distillates, or to continue to burn heavy fuel oil (HFO) but with the addition of abatement technology, such as exhaust gas cleaning technology to ‘scrub’ the SOx, NOx and PM out of the exhaust fumes. The disadvantage of using low-sulphur fuel is the cost: low-sulphur fuel is more expensive than highsulphur fuel and this price differential seems likely to widen over time. Another argument against the use of low-sulphur fuel is that the shift from current fuels could potentially prolong the global recession and keep oil prices high. This is because a switch of 300 million tonnes of bunker fuel per year to cleaner grades of distillate fuel would require an increase in global oil production of 900 million tonnes per year putting huge pressures on the global economy. These factors make the deployment of exhaust gas cleaning methods or ‘scrubbers’ an attractive and potentially viable compliance option for owners in the midst of the looming 2015-2020 SOx cap.

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ISSUE 02. 2014

FEATURE FOCUS The Technology

Scrubbers have been used for many years across shore-based industries, however the application of the technology is still relatively novel to the maritime industry. There are two main types of scrubber systems: ‘wet’ and ‘dry’. Although it is true that shore-based industries widely use dry systems, wet systems are more common within the maritime sector. A wet scrubber system uses seawater or freshwater with the addition of chemicals to ‘wash’ the harmful components from exhaust gases. Wet systems generally comprise of: • A unit where the exhaust gases come into contact with the water being used; • A treatment unit that removes pollutants from the washwater; • Sludge handling capability, to safely store the waste prior to onshore disposal. A wet scrubber can be either open, closed, or a hybrid of both that can be switched from one to the other. In an open system, the seawater is used only once before treatment and discharged back to sea. In a closed system, the water, whether freshwater or (more rarely) seawater, is treated with an alkaline chemical, commonly sodium hydroxide. The water circulates through the system in a closed loop, being extracted in small amounts at a time for processing in the treatment unit. Most of the water is re-circulated, while the small quantity of washwater is treated in the same way as in an open system, and disposed of back into the sea or held temporarily in a storage tank. For the majority of owners, sea water scrubbers will be the option of choice. These systems use a chemical process known as wet flue gas desulphurisation (FGD) whereby flue gases containing SO2, an acid, come into contact with sea water. The sea water, an alkaline, acts as a buffer and dissolves the sulphur oxides. Therefore the more alkaline the sea water the less water is required to scrub the SO2 exhausts. However the issues arise when choosing a wet scrubber system. It is important that suitable arrangements are made for the onshore incineration of residue from the onboard collection tank, in common with other oil sludgetype waste, as this residue cannot be incinerated onboard. Some exhaust gas cleaning systems ISSUE 02. 2014

are ‘hybrid systems’, meaning they can operate either as a closed or openloop system. The potential advantage of such systems is that a ship can use an open-loop system while at sea in order to conserve the use of chemicals, and a closed-loop system when in port, to comply with any port discharge regulations. In all cases, washwater needs to be processed to remove harmful substances and then monitored to ensure that it meets applicable water discharge standards, particularly in port and near coastal areas. However, do owners feel confident that effluents will be accepted by the port states they berth? Generally the answer is no.

The Uptake of Scrubbers

The application of scrubber technology is attracting increased attention from owners and operators as a realistic solution that would allow the continued use of cheaper and more readily available fuels. The true number of scrubbers sold worldwide is impossible to calculate with confidentiality clauses in place for commercial sensitivity, however, one industry association estimates that around 200 units have been sold to date. When put into perspective of the 70,000 ships navigating the oceans, thousands of which are regularly trading in ECAs, that number becomes quite minor. Rough estimates say that around 5 percent of the ships have installed scrubbers in preparation to comply with the 0.1 percent sulphur regulations that come into force at the start of next year. A re c e nt s u r vey co n d u c te d by Lloyd’s List highlighted that of the total individuals surveyed, 67 percent stated they do not use scrubbers but may consider them in the future as a viable method to meet regulations. 19 percent do not use scrubbers and do not plan to use them in the future and only 14 percent are using scrubbers.

Scrubbing Away the Uncertainty

One of the explanations for the relatively low uptake of this technology (compared to the number of ships that need to act on compliance) may lay with the volume of scepticism that exists around the technology. Questions surrounding reliability

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and space requirements are still being debated debated with some fever. How easy would retrofitting scrubbers onboard a ship be? How many would be required? What is the cost? What is the length of time needed for installation? What would happen if the scrubber failed while within an ECA? Would this require all engines to be turned off? These open questions and uncertainties have to be taken seriously considering the sizeable investment required for installing a scrubber onboard a ship which is anywhere between €1-4 million depending on the type of ship. Even the scrubber manufacturers themselves have admitted that they are finding the design and development of scrubbers somewhat problematic, with weight, reduced carrying capacity and waste disposal being the major issues. However they are confident that with time, these issues will be smoothed over and a technology that is viable and reliable will be available in the market. Though with that said and the 2015 deadline just around the corner, will the manufacturers really be ready? Fingers are being pointing towards the Brussels regulators with regards to the uncertainties that the technology is still facing and who have not funded trials and sample systems for owners to see working in real time. If correct cooperation between owners and manufactures had taken place, the industry may be in a better position, instead both parties have been locked in battle, delaying the production of technology that will comply with the regulations. It is well known that ship owners like to adopt a wait-and-see approach to purchasing technology. This can sometimes pay off as proactive owners who install clean technology early on can find their actions will cost them dearly. Regulators often change their mind at the last minute or find they cannot or do not enforce regulations, putting frontrunners in a sticky situation. But for SOx compliance are owners pushing the limit a bit far this time? Delaying anymore could be fatal for their business even though the exact ramifications from noncompliance are also not clear yet. So the big question for owners is, should they invest a large sum into a scrubber solution, take the safer route of distillates, or go for LNG? ∎

GUEST FEATURE

THE LIFE AND TIMES OF ABATEMENT TECHNOLOGY‫‏‬

By Sigurd Jenssen, Director EGC at Wärtsilä Environmental Solutions

To suggest that marine exhaust gas cleaning, or “scrubbing”, is a mature sector of the maritime industry would certainly be a misnomer. However, if taking recent sales as a gauge for development, then scrubbing in the shipping sector could surely be described as having passed adolescence.

he deliveries and increasing orders that the market is experiencing show a clear trend towards an awareness and understanding of the operational capability and economic viability of scrubbing systems. Wärtsilä alone has now signed contracts for 49 ship sets totalling 97 scrubber units. This has extended our total running hours - so crucial for this market - to 70,000-80,000 hours. The trend, according to DNV-GL’s 2012 report ‘Shipping in 2020,’ authored by Tor E. Svensen, then President DNV Maritime and Oil & Gas, will not stop there: “When the global sulphur limit enters into force in 2020, scrubbers may potentially be fitted to several thousand ships”, the report comments. This is good news for the shipping industry, refiners and the environment. M a n y m a y b a u l k a t D N V G L’s assessment, yet the fact that all EU waters, including the Mediterranean, will be required to adhere to a 0.5 percent limit on sulphur by 2020, will mean more ship owners will need to install scrubbers. Given that the IMO will decide in 2018 over a “global ECA” in 2020 or 2025, DNV GL’s forecasts look increasingly feasible should the 2020 date be agreed. But the impact on business will be felt immediately from January 1, 2015. For investors in scrubbing, the likely wider spread between distillates and Heavy Fuel Oil (HFO) from 2015 means a shorter payback period. Much of this growing confidence in

scrubber technology has developed alongside an increasing appreciation of the crucial partnership between supplier and customer; scrubbing is not a single ‘plug and play’ solution – no two ships are the same; systems need to be custom engineered and fine-tuned and therefore a close cooperation is vital to ensuring reliable and efficient operation. For this to be achieved best, it is our view at Wärtsilä that a supplier with a consultative approach, experience, knowledge, skills and scale is required.

Consultative Approach

Wärtsilä’s experience in the exhaust gas cleaning market was bolstered by its acquisition of Hamworthy in early 2012 – the company that purchased Krystallon’s emission reduction product portfolio back in 2009. With 12,000 people working in its Services business across the globe, it is companies such as Wärtsilä that have the manpower and resources to support customers, not just at the delivery and installation stages, but also through life support when the solution becomes operational. While there are clear and obvious advantages in ‘economies of scale’ when planning and installing scrubber units on sister vessels, given the scale of the unit and the differentiation in vessel specifications even on sister ships, scrubbing can never be a commodity type of investment. Wärtsilä is the only scrubber supplier that offers full lifecycle support throughout the planning, installation and post-installation phases. Wärtsilä provides a full spectrum of support - starting with the initial and basic design stage, through to feasibility studies, designs and scheduling, with Wärtsilä taking full responsibility for installation and post-installation testing and maintenance. Just as Wärtsilä does not see themselves as ship owners and operators, we understand that many clients do not want to become naval architects and engineers. Nevertheless,

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it is important to recognise the need for choice, with some ship owners preferring to use Wärtsilä for installation only.

Choice

Given the variance in the size and type of vessels, operational divergence and regulatory jurisdictions, ‘choice’ must extend beyond the type of support offered to customers to the type of units they suited to each vessel. No single exhaust gas cleaning solution will be suitable across all. It is therefore vital for the scrubber manufacturers to partner with ship owners and operators to recommend a solution that is right for each particular vessel.

Wärtsilä recognises that industry concerns over regulatory uncertainty stem from the deadline for a global (non-ECA) sulphur cap of 0.5 percent, potential modification of the regulations, and the possibility of regulatory diversity between jurisdictions. What the industry needs is clear direction and agreement on the interpretation of the rules. Wärtsilä’s involvement since the very beginning of the exhaust gas cleaning sector has informed both regulation and product development, which ensures that our portfolio of solutions meets all current regulations. It also provides the confidence that any future updates to guidelines will be capably met with upgrades and modular add-on features. Wärtsilä now offers four types of scrubber units, more than any other company; ‘closed’ loop, ‘open’ loop, hybrid and, earlier this year launched ISSUE 02. 2014

GUEST FEATURE its new ‘inline’ unit. Hybrid, which ensures compliance with so called “zero discharge” regions, is popular, although many customers are now choosing the open loop solution, with allowance for a retrofit hybrid solution in case of regulatory changes around discharge criteria. Current regulations mean that very few regions require operating at zero discharge, with the 2012 report from the Danish Ministry of the Environment assessing: “The results of the modelling… show that the impact of the discharges of acidic scrubber water (sulphuric acid) on the pH and buffering capacity of sea water…will be negligible”. Nevertheless, given that scrubbing is regulatory driven and environmental assessments may alter over time, the need for flexibility when selecting a scrubber unit is vital.

discharge mode for a limited period and enables a switch to an open loop system using only seawater when at sea. One key issue with fitting a scrubber i n a ny ve s s e l , p a r t i c u l a r l y w h e n retrofitting units to an existing vessel, is the requirement to assess the impact of losing capacity. While the installation of a scrubber unit has a relatively short payback given the current variance in fuel costs between Heavy Fuel Oil (HFO) and distillate fuel stand at around $350 per tonne in Rotterdam at the time of writing, with many market analysts expecting that spread to increase from 2015, an assessment of how loss of revenue due to lost capacity also needs to be carried out. With the launch of the inline scrubber, the evolution in reducing the size of units has taken a significant step.

Four Types of Scrubber

The history of exhaust gas cleaning lies with open loop technology. Based on the same technology used in Wärtsilä Hamworthy’s inert gas systems for more than 50 years, the system operates in an open loop, utilising seawater to remove sulphur from the exhaust. It remains the simplest solution with the lowest installation and operational costs. However it will not match the needs of every operator, which is why alternative solutions have also been developed. The Wärtsilä closed loop system was developed for operation in areas of low alkalinity – for example The Great Lakes - as it is not dependent on the alkalinity of surrounding water. It can operate in zero discharge mode when necessary and store the cleaned wash water (effluent) for discharge at a later date. Although a niche product, which may only be viable for a small section of the global fleet, it remains an important option for certain operators. The third alternative is a hybrid solution that continues to grow in popularity and has seen the most takeup over the past year. With the ability to operate in both open and closed loop, the hybrid approach enables flexibility of operation in both low alkaline waters as well as the open ocean. Using NaOH to automatically neutralise the chemical reaction, this solution operates in closed loop mode when required, for instance whilst in port and during manoeuvring. The system can only be operated in zero ISSUE 02. 2014

Smaller Footprint

The inline scrubber’s smaller footprint makes it easier to install where the funnel is located, while another option would be to replace the vessel’s silencer with a unit. The inline unit’s size advantage is largely derived from pumping at a higher velocity more flow through a smaller diameter, while it has additional water spray but no packing inside – which in turn means there is no requirement for a bypass. The end result means that the inline scrubber, which is ideally suited to the cruise and ferry market, not only has a smaller footprint, but is easier to install, while offering a more flexible operational profile as each engine can have a dedicated scrubber unit. The first vessel to utilise the new Wärtsilä inline scrubber system will be Color Line’s SuperSpeed 2. The contract was signed in June 2013 and the installation took place in March 2014 at FaYard in Denmark. This high-speed ferry sails twice a day between Larvik in Norway and Hirtshals in Denmark and has limitations on the available space in

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the funnel. The inline system thus offers a practical solution for overcoming this restriction. In September 2013 contracts were signed for the fitting of the Wärtsilä inline scrubber system to three other Color Line vessels. As orders for exhaust gas solutions increase as the January 1, 2015 deadline approaches there is an increasingly obvious inverse correlation between the number of days remaining before the deadline and units ordered and installed. This correlation will only increase in its inversion, with scrubber orders likely to exceed installation capacity. While this trend can be managed at newbuild stage, where shipyards and designers have the capacity and timelines in which to design for installation, there is likely to be a bottleneck in the retrofit market if projections are based on current sales’ trends. Proactive ship owners are sensibly consulting docking schedules to identify and exploit cost effective opportunities for retrofitting; the time to plan an installation can often take well over six months, without drydock scheduling being factored in. By taking a planned approach, cost savings are realised by maximising the utilisation of periods in dry dock and avoiding unscheduled downtime. Moreover it stands to reason that if every ship owner waits until the very last minute, a bottleneck will ensue as there will not be sufficient capacity in the supply market.

Avoiding the Bottleneck

Although some ship owners are reserving space for scrubber retrofits on planned newbuilds, this actually increases the overall costs significantly. Not only are retrofitting costs higher than installation at the newbuild stage, the vessel will have to operate on distillate fuels until retrofitting an exhaust gas cleaning system during its next drydock visit. The algorithm is simple; spend more time in an ECA and the return on investment for scrubbing increases. For example, Wärtsilä’s data shows that a typical ferry operating for 250 days per year in an ECA would result in a payback of one to three years. A s t h e s c r u b b e r s e c to r l e ave s its adolescence behind, there is an increasing awareness and understanding of the operational capability and economic viability that the technology offers. ∎

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TECHNOLOGY

IN THE SPOTLIGHT These technology profiles have been developed independently to give you information and include key facts to support the technology selection process. W채rtsil채 ......................................................25 Hybrid Scrubber System Imtech Marine.............................................26 Integrated Platform Management System IPCO Power..................................................27 Fuel Treatment (homogeniser) Terragon Environmental Technologies........28 Micro Auto Gasification System

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TECHNOLOGY IN THE SPOTLIGHT

Wärtsilä

Wärtsilä Hybrid Scrubber System About The Company

Key Facts

ärtsilä was established in 1834 and is a global leader in complete lifecycle power solutions for the marine and energy markets. By emphasising technological innovation and total efficiency, Wärtsilä maximises the environmental and economic performance of the vessels and power plants of its customers.

Technological Maturity?

About The Technology The Wärtsilä Hybrid Scrubber System offers the flexibility to operate in both open and closed loop using seawater to remove SOx from the exhaust. The benefit of using a hybrid system is the ability to operate in low alkaline waters as well as the open ocean. When operating in open loop, exhaust gases enter the system and are sprayed with seawater. The sulphur oxides in the exhaust react with the water to form sulphuric acid. Chemicals are not required since the natural alkalinity of seawater neutralises the acid. When operating in closed loop, the natural alkalinity of seawater is boosted by an alkali. The hybrid approach enables operation in closed loop mode when required, for instance whilst in low alkalinity areas and within inland waterways using NaOH as a buffer. When at sea the switch can be made to open loop using only seawater. The open loop and closed loop scrubber systems can be installed both inside and outside the exhaust gas casing

As of March 2014, 94 scrubbers ordered and delivered on 45 ships.

Applicable Ship Types?

Wärtsilä Hybrid Scrubber System can be installed on all vessel types.

New-build or Retro-fit? Both.

Installation Considerations?

Need to consider: ship stability, available engine power, available space, docking schedule.

Maintenance?

for retrofitting and within the funnel for new builds. They can handle exhaust emissions for standard engine sizes up to 70MW. Wärtsilä have also introduced a new inline scrubber system which offers notable cost and operational benefits due to its more compact form and lower cost structure. With just one scrubber system per engine, installation is faster and easier and operational flexibility is also improved.

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As a general rule, maintenance and inspections can be carried out during normal ship operation, including port calls. Maintenance of the scrubber system is composed of generic maintenance tasks of individual pieces of equipment, such as valves and actuators, pumps, electric motors, heat exchangers, tanks, water treatment units, instruments etc. These components should be inspected regularly. In the scrubber unit the need for maintenance is minimal.

ISSUE 02. 2014

TECHNOLOGY IN THE SPOTLIGHT

Imtech Marine

Integrated Platform Management System About The Company

Key Facts

mtech Marine was founded in Rotterdam in 1860, at that time called Van Rietschoten & Houwens. Today, Imtech Marine is a leading company in the global maritime market, operating as a full-service provider and system integrator of tailor-made, innovative and sustainable technology solutions covering the whole ship. The company specialises in engine room automation, navigation, communication and connectivity solutions, propulsion systems, power generation and distribution, HVAC (heating, ventilation and air conditioning), ship motion control, information technology, entertainment, water management and port services.

Maturity

About The Technology Imtech Marine’s Integrated Platform Man agement System (IPMS ) i s a sophisticated and highly automated monitoring and control system that is part of the Automation System UniMACS. IPMS continually monitors, logs and controls every platform system on a ship. In case it senses an undesirable situation, it alerts the crew and intervenes if necessary.

A redundant fibre optic Ethernet n e t wo r k fo r m s t h e b a c k b o n e o f the complete automation system. Decentralised automation and local subnets facilitate scalability and flexibility as well as high levels of fault tolerance and graceful degradation. This system architecture accommodates integration of all ship’s functions such as propulsion control, power management, stability etc.

IPMS has already been installed on a number of ships, including naval ships, yachts, dredgers and general cargo vessels.

Applicable ship types

Since the architecture of IPMS is very scalable and versatile, it fits many applications of various complexities. Besides this, Imtech is open to adapt and extend IPMS features in order to meet the customer’s requirements.

Newbuild/retrofit

IPMS is suitable both for newbuildings as well as retrofits.

Costs

Due to the scal abil i ty and many available options costs for installing and running IPMS depend on customer requirements.

Expected return on investment

While it is difficult to quantify the ROI, ship operators will benefit from u n i nte r r u p te d o p e rat i o n s a n d a substantial increase in the level of efficiency and safety. IPMS’ latest features focus on one of the main cost aspects to sail a ship, namely crew reduction. Especially whenever IPMS is extended with Fire Fighting and Damage Control (FFDC) capabilities then up to 50 percent less crew is expected to be needed.

Complimentary service

Imtech Marine is a global service provider and employs approximately 2,500 staff at almost 100 offices in 30 countries. These are based along shipping routes and close to shipbuilding centres. UniMACS – and thus IPMS - is fully supported by Imtech Marine Global Technical Assistance Centres. These Centres are located in Rotterdam, Houston and Singapore and provide professional help via remote monitoring and remote maintenance around the world and around the clock. ISSUE 02. 2014

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TECHNOLOGY IN THE SPOTLIGHT

IPCO Power BV

Fuel Treatment (homogeniser) About The Company

Key Facts

PCO Power is an international company specialised in environmental solutions for the petrochemical, shipping and power industry. The main activities of IPCO Power are Fuel Improvement, Vapour Recovery and Odour Control. IPCO Power started its activities in 1997 as the developer and manufacturer of Vapour Processing Systems for the petrochemical industry and bio-fuel Systems for the power industry. In 2006 IPCO developed a product line of Fuel Treatment Systems for the shipping and power industry.

Technological Maturity?

About The Technology IPCO Power’s Fluid Shearing Technology reduces fuel droplet size to 3 micron and smaller to enhance the cleaning process and reduce the waste stream going to the slop tank for disposal. Smaller fuel droplets enhance combustion, lower emissions, improve fuel economy, extend engine overhaul intervals and lower overall operating costs. IPCO Power’s FID Reducer Sludge Reduction Systems are installed directly before the centrifuge. As a result of the reduction in fuel droplet size, centrifuges and filters will be able to more effectively remove in-organic contaminants and stay clean much longer. Consequently, sludge generation from centrifuges and filters will be reduced by approx. 50-80 percent. As a result, centrifuge and automated filter flushing intervals will have to be adjusted and will be significantly extended. IPCO Power’s FID Improver Combustion Improvement Systems homogenise heavy fuel oil after passing through heaters and pumps in the high pressure side of fuel injection system, supplying fine filters and injectors with fuel droplets of 3 micron or smaller. The improved atomization and more intensive contact of fuel with

Applicable Ship Types? All.

New-build or Retro-fit?

The IPCO Power Fuel Treatment Systems can be installed on new and existing vessels. The dimensions of the systems are small, so ship owners can always find a space for installation.

Installation Considerations?

oxygen will significantly enhance combustion, reduce fuel consumption (1.25 percent with 4 stroke and 2.4 percent with 2 stroke engines) and lower emissions. Ship owners are installing the FID Injector as a pre-treatment system for newly implemented scrubber systems. The implementation of emulsified fuel significantly enhances fuel atomization and distribution in the combustion chamber. This results in more effective combustion, lower fuel consumption and a reduction of NOx, HC and PM pollutants, while the engine’s combustion chambers, pistons, exhaust system and lube oil will stay much cleaner.

≤ 3 µm droplets

≥ 70 µm droplets

The homogeniser technology has been on the market for years IPCO Power did improve the old design with the addition of magnetic coupling, higher quality materials and better operation experience.

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The Fuel Treatment Systems can be installed on any vessels running on HFO. If vessels are experiencing bad quality fuels the installation of the IPCO Power’s systems will better protect the vessel’s systems. Ship owners are installing the FID Injector as a pre-treatment system for newly implemented scrubber systems. The FID Injector will already reduce the emissions for a major part and the fuel saving related to the conditioned fuel will reduce the higher consumption caused by a scrubber system.

Costs?

Costs for an average vessel for a FID Reducer and Improver combination are approximately just below €35,000. With an average 2 stroke engine the ROI will be between 3-4 months.

Maintenance?

Maintenance costs for the vessel’s fuel treatment system and engines will be lowered, because of the better conditioned fuel. The only maintenance for the Fuel Treatment System is a homogeniser exchange every 24,000 running hours.

ISSUE 02. 2014

TECHNOLOGY IN THE SPOTLIGHT

Terragon Environmental Technologies Micro Auto Gasification System About The Company

Key Facts

erragon Environmental Technologies is a Canadian company founded in 2004 that researches, develops and commercialises innovative technologies to enable off-grid sustainability. The vision of the company is to eliminate the concept of waste as the world currently views it, by using waste to generate valuable resources. Towards this end, Terragon developed the Micro Auto Gasification System (MAGS) which won the Technical Innovation award at the 2014 Lloyd’s List North American Award. Other waste conversion technologies are currently in development and will soon be commercialised.

About The Technology Micro Auto Gasification System (MAGS) is a patented, compact and environmentally responsible solid and sludge waste conversion appliance designed for small habitats such as ships and land-based sites. For operation, solid waste is manually fed into the gasifier, while liquid waste streams, such as sludge oils, are automatically pumped without the need for an operator. The gasifier is heated up to 650°C and breaks down the waste into solid carbon (biochar) and a synthesis gas (syngas) consisting mostly of hydrogen and carbon monoxide. Biochar is a nutrient rich compound, made up mainly of carbon that can be returned safely to the environment; ships may land the biochar ashore as non-hazardous waste in most cases. The syngas becomes the main fuel source for MAGS which means that equipment does not rely on fossil fuels to operate. Additionally, the system recovers thermal energy - up to 2,000 kWh/day – which can be used to satisfy some of the energy demands onboard the ship, for example when the ship is at berth. According to Terragon, MAGS is able to treat all types of organic waste onboard ship, with no requirement for pre-treatment. The emissions from MAGS exceed the current regulations for shipboard incinerators set out in

ISSUE 02. 2014

Technological Maturity?

MAGS is now commercially available after rigorous testing and evaluation on several ships and land-based applications since 2010. In 2011, for example, a MAGS prototype was installed and tested on a Canadian Navy ship. MAGS performed well, processing all garbage generated, except for inorganic fractions like metal and glass. The daily average mass of waste processed was ~140 kg. During the warm-up period of about three hours, some fuel was consumed - normally 4l/h. The naval architecture firm Alion Science and Technology is currently evaluating the potential integration of MAGS and WETT on three different vessel designs.

Applicable Ship Types? All.

New-build or Retro-fit? Both.

Installation Considerations?

IMO MEPC.76(40). Transport Canada has requested a new category for such technologies at the IMO MEPC 66, for technologies that use shipboard wastes as fuel to create energy, with stronger emissions criteria. The hope is also to enable operation while in ports around the world. N e x t t o M A G S , Te r r a g o n i s currently developing the Wastewater Electrochemical Treatment Technology for oily water (WETT-O) which uses an electrochemical process to transform oily wastewater into reusable or dischargeable water. The company expects commercialisation in mid-2015.

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MAGS was designed to be quickly and easily installed. Due to the exhaust gas characteristics of MAGS, there is no need for a large, insulated exhaust stack with forced draft fan, as commonly needed for incinerators. This helps reduce the overall installation costs and onboard space requirements.

Costs?

Operating costs relate to general maintenance and consumables such as the caustic solution and filter. Training is easy and straight-forward and most nontechnical people can properly operate MAGS within just a few hours.

Maintenance?

Typical consumables for MAGS are the caustic solution for the exhaust gas treatment, and a 2 micron filter for the water generated.

ADVISORY

SHIP ENERGY EFFICIENCY MEASURES In a regular series, The Insight will feature excerpts from the ‘Ship Energy Efficiency Measures Advisory’ by ABS

MACHINERY TECHNOLOGY A p ro p e r c o n s i d e rat i o n o f available technologies to improve the energy efficiency of main and auxiliary engines must be framed by the primary energy source – fuel. Large commercial vessels traditionally consume heavy fuel oil (HFO) also known as residual fuel oil. HFO is a byproduct of traditional refining operations and is generally very viscous containing substances that are removed from more refined (or distilled) petroleum products. Recent IMO regulations are aimed at reducing nitrogen and sulphur compounds (NOx and SOx) as well as CO2, a known greenhouse gas. Reduction of CO 2 can be achieved through the reduced fuel oil consumption or greater fuel efficiency.

eduction of NOx is related to improvements in the combustion process. IMO has implemented a three tier regulatory scheme to reduce NOx emissions from shipping. The first stage of NOx reductions, known as IMO Tier I, came into effect in 2000. The next stage, IMO Tier II, became effective in 2011 and called for a 20 percent reduction from Tier I levels. The next step, Tier III, calls for even greater reductions including an 80 percent reduction from Tier I levels when operating in emission control areas (ECAs). It is envisioned that engines will need to incorporate new innovations, possibly some sort of after treatment or cleaning system to comply with Tier III requirements. Such systems

will have an adverse effect on overall efficiency. The amount of SOx contained in vessel emissions is directly related to the amount of sulphur in the fuel oil. IMO regulations concerning the reduction of SOx are aimed at reducing the sulphur content of marine fuel. Implementation timelines for reduction of NOx and SOx is shown in Figure 37.

Prime Movers – Main and Auxiliary Engines With the high cost of fuel and the regulatory efforts to reduce harmful emissions it is important that the engines operate in as efficient a manner as practical. Enhanced efficiency can be achieved via new equipment and systems or by improved operating procedures.

Implementation Schedule SOx and NOx Limits According to IMO MARPOL 73/78 Annex VI NOx [g/kWh] Tier I Tier II

In ECAs

Tier III

Sulphur Content 4.5 4 3.5 3 2.5 2 1.5 1 0.5 0 2008

General

In ECAs

2010

2012

2014

Companies considering the most effective strategy for complying with IMO emissions requirements will take a holistic view at their options. Reductions of NOx and SOx can be achieved through use of alternate fuels such as LNG or other methane products, but capital costs are significant. Lastly, use of exhaust gas cleaning systems (scrubbers) may allow operators to continue to burn fuels with higher sulphur content, but again there is an implementation cost as well as a cost to the overall system efficiency.

2016

2018

2020

2022

In order to monitor how efficiently the engines are operating, and to see the effects of changes in operating procedures, it is necessary to have the right equipment installed to monitor both power output and fuel consumption. This analysis is focused on propulsion and auxiliary power systems driven by diesel engines, since this is the most common solution employed on ships.

The full ‘Ship Energy Efficiency Measures Advisory’ can be accessed through www.eagle.org

ADVISORY

Main Engine Efficiency Measurement Instrumentation Savings

No direct savings, but adds ability to monitor consumption.

Applicability

Low-speed and medium-speed diesel engines.

Ship Type

New and existing engines

New/Existing

New engines only

Cost

$20,000 to $75,000 for meters, controls and displays.

I n o rd e r to eva l u ate t h e e n e rg y efficiency of a ship’s propulsion system it is necessary to accurately measure and track fuel consumption and power. That cannot be done properly without effective instrumentation. The standard noon-to-noon measurements of fuel consumption based on soundings and measurements of engine power based on simple parameters like RPM, fuel rack position and turbocharger RPM are not accurate enough and can only measure the effects of large changes in SFOC from changes in operation or major deterioration of engine performance. It is recommended that instrumentation to directly measure shaft power and fuel consumption be installed in order to accurately monitor propulsion plant efficiency. This instrumentation is described as follows.

Shaft Power Meter

Fuel consumption should be converted to specific fuel oil consumption (SFOC) (g/ kWh) in order to monitor fuel efficiency of the machinery plant since fuel consumption varies directly with power. The most accurate way to measure engine output on a real-time basis is to install a shaft power meter directly on the propulsion shaft(s). There are two common types: Strain Gauge – This is the most common type of power meter. It uses strain gauges mounted on the shaft to measure its rotational deflection. Using the shaft’s

rotational deflection the torque can be calculated and shaft RPM is also measured. By using both torque and RPM, shaft power can be calculated since power equals torque x RPM x constant. Thrust measurements are also possible with some of the shaft power meters. Modern types usually have wireless transmission of data from the gauges to a stationary data collector mounted around the shaft, and this same system provides power to the strain gauges using induction. Optical – This type does not depend on the mounting of strain gauges, but measures the deflection between two light sensors mounted a distance apart on the shaft. LEDs are used to produce the light signal. Power is supplied to the shaft mounted equipment using induction. Data from the rotor is transmitted to the stator and data processing unit. Periodic recalibration is not needed.

Fuel Flow Meter

Another key part of knowing the efficiency of a machinery plant is to accurately measure the fuel used by each of the primary consumers. Real-time fuel consumption measurements are best done by installing fuel flow meters in the fuel supply lines to the engines and boilers (if desired). As a minimum, at least one fuel flow meter should be installed to measure fuel consumption of the main engine. It is best to also measure the fuel consumption of auxiliary engines

to monitor total fuel consumption. If the fuel flow meter is installed in the supply line from the service tank to the main fuel module then one meter is sufficient to measure overall consumption. I f m e a s u re m e nt s fo r s e p a rate engines in a multi-engine power plant are required (or to separate diesel generator consumption from main engine consumption) then separate supply and return meters for each group of engines should be installed. There are a couple of common types of fuel flow meters in use on ships: Positive Displacement – This is the most common and lowest cost type. The volume of flow is measured directly, but output data has to be adjusted for temperature and density to obtain mass flow (such as kg/hour). Several methods are available to measure volumetric flow; usually some type of vane rotor or nutating disk is used. Accuracy of volume flow is about 0.5 percent, but accuracy of fuel flow by mass depends on the accuracy of the input fuel density data. The density data depends on having an accurate fuel oil analysis with specific gravity accurately determined and accurate data on the fuel temperature as it flows through the meter. The measured specific gravity is then corrected for the temperature to get the density that is used to determine the mass flow rate. The uncertainties in the specific gravity and temperature measurements can introduce significant errors to the mass flow calculation. Coriolis – This type measures mass flow directly and has no moving parts in the flow stream so this type will not be affected or clogged by the fluid being measured. Coriolis-type flow meters calculate the mass flow of the fluid based on the difference in vibration between two tubes, which is a function of the mass of fluid in the tubes. Accuracy of fuel flow by mass is about 0.5 percent. ∎

The full ‘Ship Energy Efficiency Measures Advisory’ can be accessed through www.eagle.org

SHIP DESIGN

Computational Fluid Dynamics Boosts Ship Efficiency BY C.H.J. VELDHUIS, MARITIME RESEARCH INSTITUTE NETHERLANDS (MARIN)

ith energy efficient design becoming ever more important, Computational Fluid Dynamics (CFD) is increasingly being used in practical ship design projects. CFD denotes techniques solving fluid dynamics equations numerically, usually involving significant computational effort.

Why CFD?

In the early stages of the ship optimisation process it is important to capture a wide range of possible hull shapes and propellers. 窶ェor many years, inviscid flow calculations have routinely been used to optimise ships and propellers. While these calculations can reasonably predict the wavemaking resistance in the bow area and the basic flow on a propeller blade, the viscous effects, which are strongly present in the aft ship area, are neglected; leading to incorrect ship-propeller interaction, transom flow wave making, and therefore power prediction. Aftship-propeller optimisation requires different calculations, namely viscous flow solvers which use the so-called Reynolds-Averaged Navier-Stokes (RANS) Equations. 窶アt MARIN several techniques have been developed; from fast explorative calculation methods to determine design trends, to accurate methods for so-called Energy Saving Devices and the final propulsive performance assessment.

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ISSUE 02. 2014

SHIP DESIGN MARIN’s PARNASSOS Explorer M A R I N h a s d eve l o p e d t h e R A N S optimisation tool PARNASSOS Explorer. This tool performs a quick and thorough investigation of a wide range of hull shapes, including rudimentary propeller interaction. Multi-objective optimisation at fullscale Reynolds number can be performed - while the required power to sustain a given ship’s speed is minimised, the quality of the inflow to the propeller (the wake field) is optimised by minimising the variation of the angle of attack on the propeller. A wide variety of hull forms is generated by means of interpolation between pre-defined basis hull form va r i a nt s . Fo r eve r y i nte r p o l ate d hull shape, the optimal propeller characteristics are obtained from MARIN’s B-series database of propellers designs, using the viscous flow results as input. This way, the hull and propeller are optimised simultaneously, leading to a more optimal design. This optimisation procedure has been demonstrated for a single screw chemical tanker, used in the 7th-Framework EU project STREAMLINE. The design space was set up by six distinct hull shapes verifying the gondola, prame or V-type frames, transom width and buttocks slope. Using an internal network of PC’s, hundreds of hull forms were evaluated in a mere 24 hours.

Figure 1: Pareto front obtained with full-scale RANS/FS computations.

Figure 1 shows the required power relative to the initial hull form on the vertical axis and the quality of the wake on the horizontal axis. Each point gives the computed values for one hull form variation. There is an envelope, a ‘Pareto front’, indicating the best that can be achieved. A compromise between both objectives is clearly required. MARIN’s next step to improve this explorative optimisation process is to include the actual propeller design in the hull variation process. Hence, going from propeller charateristics optimisation to fully integrated hull-propeller design optimisation, minimising required power even more.

Figure 2: CFD-result for an integrated duct and pre-swirl stator

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MARIN’s ReFRESCO

Another widely used method to increase ship efficiency is the use of Energy Saving Devices (ESDs). Such devices can change the viscous flow towards the propeller (pre-swirl fins, ducts, etc.) or minimise losses aft of it (rudder bulb, post-swirl stator). Hence, it is necessary to accurately determine the viscous flow around the ship and propulsor. CFD can facilitate this process by providing 3D information at every position in space and by assessing the performance at full scale. The latter is important because aft ship flows are subject to significant scale effects and model scale testing in tank facilities can lead to sub-optimal ESD-designs. The MARIN in-house unsteady RANS code ReFRESCO has been developed for this purpose. Using techniques such as non-conformal and sliding interfaces, developed within STREAMLINE, the combination of different objects having different rigid-body motions can be simulated. Besides STREAMLINE, MARIN also participated in the EU project Green Retrofitting through Improved Propulsion (GRIP), which aimed to identify the working principles of ESDs and design new concepts, such as the design presented in figure 2 shown on the left. MARIN will continue to work in this field in order to understand the underlying ESD-principles and to provide independent advice to clients. In terms of CFD, accuracy (reducing numerical uncertainties) and performance (reducing computational times) will be the main focus in the coming years. ∎

SHIP DESIGN

LNG AS MARINE FUEL WHAT’S THE IMPACT ON SHIP DESIGN?

The shipping industry has witnessed a remarkable change of opinion regarding the use of liquefied natural gas (LNG) as a bunker fuel. In the last couple of years, the debate around the viability of LNG as a bunker fuel has moved from polite curiosity to seriously considering it.

here are currently about 40 LNG fuelled ships (excluding LNG carriers) in operation worldwide, and another 40 newbuildings are now confirmed. While these numbers are still relatively small and no deep-sea LNG-fuelled ships are in service as of yet, the demand for LNG powered ships - including deep-sea - is expected to grow rapidly in the next couple of years. A recent study conducted by Lloyd’s Register on bunkering infrastructure predicts that by 2025, there could be 653 deep-sea LNG-fuelled ships in service, consuming 24 million tonnes of LNG annually. This is only under the base case scenario with current Emission Control Areas (ECAs) and a 0.5 percent global sulphur limit in bunker fuel implemented from 2020. When the study modelled relatively cheap LNG – for example, 25 percent lower than current market prices – the projected number of LNG-fuelled ships rose to approximately 1,960 units in 2025. If ship owners are to turn their heads and if this turning of heads gains velocity, a number of ship design considerations need to be taken into account.

Why Does LNG Have an Impact on Design?

When using LNG as a fuel, the design of the ship has to be adjusted in such a way so as to adapt to the properties of LNG. LNG has half the density of diesel fuel which means that larger storage tanks are needed for the same range. Also, it is liquid only at very low – cryogenic – temperatures (-163°C) so it requires

special storage tanks, pipe systems and handling to avoid contact with personnel and with the ship’s structure. Only special materials unaffected by cryogenic temperatures, such as stainless steel, aluminium, and Invar, can be exposed to the liquid. Given that LNG bunkering facilities are still not widely available, it is advised to provide the ship with a backup diesel fuel option to ensure fuel availability. When in gas state, LNG can be highly volatile, especially when stored in an enclosed space at the right mixture with air, therefore a ventilation system is needed for safety. It should also be considered that when stored, LNG will normally slowly evaporate so a means to deal with boil off gas is required – venting to air is not allowed.

Design Considerations

Adequate LNG storage is the major design concern when using LNG as fuel. This is because when liquefied, the storage space required for natural gas is about four times higher than for conventional fuels. In addition, well-insulated tanks with a safe area in case of accidental spillage are needed. Consequently, the required storage space on a vessel will be greater than that needed for conventional fuel oils which may impact on the available cargo volume for the ship. Several LNG tank options are available, however some are not feasible for ships using LNG as fuel. Most of the membrane tank systems that are used on the very large LNG carriers, for example, are sensitive to sloshing, and therefore cannot carry partial loads making them unsuitable for ships running on LNG. IMO type A (self-supporting tanks designed like ship structures) and type B (self-supporting prismatic or spherical) tanks would generally be feasible, but they require a secondary barrier and cannot contain pressurised gas and thus continuously have to consume boil off

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gas. These problems have not yet been solved in a technically and commercially sound way. Nonetheless, these tank types could potentially be a future solution, especially for ships carrying large amounts of LNG as fuel. For today, IMO type C tanks are mainly used because they allow a pressure build-up of 7 - 10 bar, which is sufficient to contain boil off gas for 10 to 20 days, meaning that there is little wasted fuel. Furthermore, these tanks are very safe and reliable and are easy to fabricate and install. Their big drawback, however, is their high space requirements. Besides already requiring more space than conventional fuel oil tanks, type C tanks also take up more space because of their cylindrical shape. What makes matters even worse is the fact that fuel oil tank space for the ship’s full range may still need to be provided if there is no certainty of LNG availability. Of course, the large volume of LNG tanks takes away the space available for cargo, another issue that must be taken into consideration. The burning of LNG in internal combustion engines is not a new concept. The first LNG carriers started operating in the 1960s and since then have used LNG as fuel. So LNG as fuel is now a proven and available solution, with gas engines being produced covering a broad range of power outputs. LNG-fuelled engines include gas-only engines, dual-fuel engines and steam turbine systems. In commercial vessels, the use of a turbine plant is unlikely. When fitted with a gas-only engine system, the IMO International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk Code (IGF Code) applies. It requires the installation of a backup LNG tank and propulsion system, neither of which is required with a dual-fuel engine system. A lot of projects in the market are based on dual-fuel engines that are able ISSUE 02. 2014

SHIP DESIGN to run on conventional fuels (HFO, MDO, MGO) as well as on gas. These engines can switch over to conventional fuels without interruption. This gives the operator flexibility to choose the fuel that is more easily available or cheaper on short notice and provides a backup in case the gas system was to fail. As a whole, dual-fuel engines in operation have totalled well over a million hours. This experience shows that when compared to conventional engines, time periods between overhauls are extended and component lifetimes are longer. Also, the combustion space in the engines remains much cleaner.

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Are Certain Ship Types and Designs More Suitable?

Against this backdrop and considering the current LNG infrastructure, using LNG as a fuel is more suitable for some ship types than others. It is well suited for ships and boats with a set route and a short range (4,000 nautical miles or less) as the storage tank capacity is not overly large and fixed bunkering ports can be established. It is also good for ships that operate mostly within ECAs and for ships that trade where a source of LNG is available.

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In contrast, tramp ships with long voyages and uncertain routes are not considered suitable in the near future. Neither are high-powered ships as they may not have the available space for the required large bunker storage tanks. This truly is a time of change, with exciting prospects for a new era of shipping fuels and design. The seriousness of the industry for the uptake of LNG as a viable fuel can be seen by the amount of time and money being spent by research institutes, class societies, ship owners, manufacturers, ports and governments alike. ∎

PROPULSION

The Hybrid Highway to a Greener Future Within the maritime industry, the term ‘hybrid’ is growing in strength. The drive for innovation around clean technology solutions is offering exciting prospects for owners and operators alike. Not only are the multitude of clean technology solutions offering emission reductions and regulatory compliance, their application to the global shipping fleet of today holds the ability to yield considerable fuel savings.

athom caught up with a ship owner and operator that is truly ahead of the herd when it comes to green ships and clean technology application – Danish ferry operator Scandlines. Scandlines recently announced the success of the retrofit installation of the Corvus Energy Storage System (ESS), with Corvus Energy AT6500 advanced lithium-ion battery modules on two of their ships, M/V Prinsesse Benedikte – M/V Prins Richard, both ships that sail on the Puttgarden–Rødby route. Scandlines are the first ferry operator in the world to make large scale use of an onboard hybrid system. This pioneering installation has without a doubt thrust Scandlines and their ferry operations into a greener future and they are certainly charting the way for other ferry operators to follow in their footsteps.

PROPULSION What is a Hybrid System?

Generally speaking, the aim of a modern hybrid propulsion system or hybrid technologies is to provide power to a ship or vessel in a manner which will be more efficient and cleaner than traditional fossil

was installed. Scandlines researched the major players in the market and settled with Corvus for their price and long term performance. Brent Perry, CEO Corvus Energy highlighted that “working with

“The company sat down and calculated that savings of between 15-20 percent could be achieved if the right hybrid technology was installed.” fuel based systems. The installation of ESS onboard the M/V Prinsesse Benedikte and M/V Prins Richard has enabled the ferries to optimise fuel consumption by adjusting their engine output. Fini Hansen, Technical Superintendent Fleet Management, Scandlines Danmark A/S was very excited about the prospect of adding more hybrid vessels to the fleet. “Scandlines is making a significant investment in new green technology that will benefit the people in the areas adjacent to the harbour and beyond in terms of reduced pollution. Corvus batteries are used primarily to minimise diesel engines running at non-optimal load. Further, this means load-levelling function in order to keep a high level of fuel efficiency and reduced number of generating sets in service.”

The Catalyst to Invest

The preliminary scoping of systems for compliance with the 2015 0.1 percent sulphur cap took Scandlines on a journey through all the options. Initially they looked to invest in a scrubber system to comply, however the company was not satisfied with the offerings and therefore delved deeper into the various other possibilities. Could they save fuel consumption along with reducing their greenhouse gas emissions? Hansen explained how Scandlines looked to terrestrial transport, in

“This has given Captains the assurance that power loss is no longer a safety issue to worry about” particular the car industry, where hybrid technology is becoming a reality. The company sat down and calculated that savings of between 15-20 percent could be achieved if the right hybrid technology

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Scandlines and the integrator partners in Siemens and Kongsberg has been both a great opportunity to demonstrate our capabilities and a great opportunity to develop partnerships with the companies that are forging the future of the marine industry. We are setting the bar high and demonstrating that future technology.”

The Installation

Once an agreement was made, planning for the refit went underway. Dialogue with classification societies and numerous local authorities were undertaken in order to safely install the ESS. Special attention was paid on weight and positioning of the ESS however as a result, one 85 tonne genset was removed while in drydock during 2012 and the ESS

down if the temperature reaches 60 degrees Celsius. Another impressive improvement for the safety of the vessel is the speed at which the hybrid system reacts to a blackout. Generally if there is a sudden blackout, a swap to another Genset used to take 45-50 seconds, but with a battery pack in service the swap over time has been reduced to a staggering 5 milliseconds. Hansen reported that this has given Captains the assurance that power loss is no longer a safety issue to worry about. Perry explained “the first time I experienced this with a full vessel above us, it raised goosebumps on my arms- a demonstration of power that impressed even the most jaded engineers and class technicians onboard. We were witnessing the dawn of a new era in ship performance and safety.”

The Rewards

Reported fuel consumption and CO 2 emissions have been reduced by 15 percent, and thus the success of this initial installation has sparked a great deal of interest and has also meant that Scandlines has chosen the 2.7MWh ESS for their next three hybrid ferries which

“The installation of the ESS has increased the efficiency of the ferry engines. The vessels are fitted with 5 Diesel Gensets but normally run on 2-3 at 4055 percent load at sea and 8-10 percent load in ports.” was installed the following year at a total weight of 50 tonnes, reducing the weight of the ship by 35 tonnes. “ The installation of the ESS has increased the efficiency of the ferry engines. The vessels are fitted with 5 Diesel Gensets but normally run on 2-3 at 40-55 percent load at sea and 8-10 percent load in ports.” Hansen commented. It is reported that the optimal efficiency at load factor is between 85 – 90 percent and therefore with the installed battery packs giving instant variable load management, the engine can run at this optimal load. Safety was high on the agenda, and Hansen pointed out that a room was specially developed to house the batteries. A water mist system was installed in case of fires and the ESS also has an inbuilt battery management system resulting in the battery shutting

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will all enter into service before the end of June 2014. Installing hybrid technology onboard a ship not only increases efficiency, but also provides potential knock on effects for future savings. Hansen explained that running on one Genset and a battery back considerably reduces running hours on the engines. This in turn saves fuel oil and reduces CO2 emitted by the diesel engines. The reduction in emissions produced has allowed Scandlines to install the smallest scrubber configuration in the stack. Hansen stated that to further reduce energy consumption whilst in harbour, Scandlines are researching the possibility of installing a steam turbine. The green drive continues. ∎

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PROPULSION

THE FUEL CELL FUTURE

A new hydrogen age is dawning across the maritime industry.

Hydrogen fuel is growing in popularity across the globe. In the past, hydrogen fuel was largely reserved for industrial endeavours, used to power large and energy intensive equipment. Or it was simply a byproduct of industrial gas production. But a new hydrogen age is dawning across the maritime industry.

i s t o r i c a l l y, m u c h o f t h e innovation around fuel use in the transportation industry has been focused on road transportation. Alternative fuels are only just coming to the forefront in the maritime industry, and hydrogen fuel is certainly turning heads. The application of hydrogen fuel and fuel cell technology in the maritime industry is certainly gaining traction as a viable option and progress within this area is surprisingly abundant.

Driving Innovation

T h e ke y m a r ke t d r i v e r s fo r t h e development and application of maritime fuel cell technology include a push for reductions in fuel consumption and less local and global impacts from ship emissions. Requirements of MARPOL Annex VI for emission reductions have provided a legal driver for the introduction of cleaner power systems. In addition the ever increasing price of diesel, partly as a result of the pressure on diesel refining in response to the MARPOL requirements, is another challenge driving operators to search for fuel alternatives.

A Good Match for the Maritime Industry?

The application of fuel cell technologies onboard ships provides the potential to deliver considerable savings in greenhouse gas (GHG) emissions, whilst maintaining the versatility of petrol/diesel systems. Additional benefits of fuel cells for maritime vessels include a drop in noise and vibration levels, and lower maintenance requirements compared with traditional combustion engines. Key challenges include the need to decrease costs, improve service lifetime,

reduce the current size and weight of fuel cell installations, the onboard storage of hydrogen along with the establishment of the port-side refuelling infrastructure.

The Science

The hydrogen fuel cell is a reverse electrolysis process bringing hydrogen and oxygen together with a catalyst to create electricity. It was invented by Swansea based lawyer, Sir William Grove in 1839. The first practical working models were developed by Frances Bacon at Cambridge University in the 1950s. They were further developed by NASA in the 1960s for manned space missions, resulting in the technology finally reaching commercial reality in the early 2000s.

Why Hydrogen?

Hydrogen has been littered with negative press, one only has to mention safety and hydrogen in the same sentence and stories of the Hindenburg take over. In reality, people are not educated and unaware of the progress that hydrogen power has experienced. There still lies an inherent problem of manufacturing large scale supplies of hydrogen along with transportation, delivery and storage. Though once a viable fuel cell has been established one thing will lead to another and infrastructure will be researched and developed. Indeed the thought of an emissionfree energy source is something not to be sniffed at. A hydrogen fuel cell has a virtually unlimited run time when it has a continuous supply of hydrogen. They are also extremely reliable with no moving parts meaning extremely low maintenance not to mention being exceptionally quiet.

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The Maritime Pioneers

There are a number of industry consortia within Europe that are developing fuel cell powered boats, mainly for the tourist industry. In Iceland, Icelandic New Energy have overseen the installation of the hybrid hydrogen fuel cell APU to the Smart H2 whale watching boat. In Hamburg, the Zemship (zero emission ship) tourist ferry is operating on the Alster Lake. In Amsterdam the Fuel Cell Boat project built a fuel cell powered passenger ferry. The Hydrogenesis became the UK’s first fuel cell ferry operating in Bristol’s historic harbour side in 2013. In North America, development of fuel cell technology appears to be focused on military applications, such as submarines and unmanned underwater vehicles (UUVs). Germany also appears to be active in developing fuel cell systems for underwater military applications. Kongsberg Simrad AG has developed a fuel cell system for its Hugin 3000 UUV. Amongst the challenges for UUVs is the onboard storage and handling of both the hydrogen and the oxygen within the very confined space.

Auriga Energy - UK

One such company that is experimenting with the viability of using hydrogen fuel cells in marine applications is the UK based Bristol Hydrogen Boats. The project was commissioned and part funded by Bristol City Council. The BHB consortium was formed by directors of Auriga Energy, No 7 Boat trips and The Bristol Packet, and is headed by Jas Singh, Managing Director and Principle Owner at Auriga Energy Limited who Fathom caught up with in order to find out how their boat, Hydrogenesis, is being taken by the public and industry alike. Singh described how the main drivers ISSUE 02. 2014

PROPULSION for the development of hydrogen fuel cells are the concern surrounding climate change, the levels of toxic pollution and the ever increasing demand for energy. The price of oil and gas keeps on rising and until now, we have been able to cope with this increase. There will however come a point, probably in the not too distant future where society will get priced out of these fossil fuels. It is at this point that there needs to be a new technology, a new industrial revolution that will ease the burden and create a new path for energy and the environment. Singh believes hydrogen is the foundation for this path. Singh pointed out that the Bristol Hydrogen Ferry, the Hydrogenesis, which has been in service on Bristol’s historic floating harbour throughout the 2013 season, is not a commercial business due to it being on such a small scale. Instead it was set up to provide and demonstrate the viability of hydrogen fuel cell technologies in ferry operations and to de-risk key elements blocking the adoption of these technologies, including certification, insurance, planning permissions and public acceptance. The development of this technology has quantified the potential CO2 reductions if this system was widely adopted in Bristol and resolved any certification and insurance issues. It is essentially the first stepping stone for marine hydrogen and a way to inform and educate not only the public but also the industry of the possibilities for this fuel and evaluate the commercial case for hydrogen fuel. The 11 meter steel hulled boat is sized for just 12 passengers and 2 crew due to Maritime Coastal Agency’s initial approval constraints and to fit with budgetary constraints. Singh stated that the boat was designed from scratch as any modification to the propulsive system of a second hand boat would mean losing its certification. It has 4 x 3kW fuel cells installed in the stern of the boat equating to 12kW of power. An air intake and exhaust for water and purged gases. A carbon fibre filament wound tank which holds 4 kgs of hydrogen at 350 bar that during trials lasted up to 4 days of operation in Bristol. Original estimates were to use 6-8 kgs per day. The design and build has allocated space for a second tank to extend the range in the future when finances allow. The ferry easily travels at 6 knots, the ISSUE 02. 2014

maximum legal speed for Bristol harbour, however Singh pointed out that the design and power could easily exceed this speed. The refuelling of the tank normally takes anywhere between 5-10 minutes. The temporary refuelling station and gas was supplied by Air Products. Auriga Energy’s power management system onboard controls the power from the fuel cells and channels it to the motor controllers and 2x Lynch permanent Magnet motors which power the propeller. An additional battery is present to buffer peaks and to provide ‘drive to refuelling station or home’ capability as needed. Auriga Energy is now supporting Bristol City Council with the introduction of a permanent multi-modal refuelling station fed by locally generated hydrogen.

FellowSHIP Project

DNV GL (the project was originally started by DNV) have also been researching into the viability of fuel cells. In their FellowSHIP project, a 330 kW fuel cell was successfully installed onboard the offshore supply vessel Viking Lady, and demonstrated smooth operation for over 7,000 hours. The FellowSHIP project marked the first large-scale fuel cell installation operating onboard a merchant ship. Viking Lady is also the first vessel to use fuel cell technology. The project used a MCFC, developed by MTU in Germany and modified for operation in a marine environment. The main fuel in the gas-electric propulsion system of Viking Lady was LNG; no additional fuel system to support the MCFC was required. The MCFC delivers power to a direct current (DC) link that is connected to the ship’s alternating c u r re nt ( AC ) b u s t h ro u g h p owe r converters. The ship’s electric propulsion system therefore consumes fuel cell power equivalently to power provided by the main generators. The fuel cell stack, together with the required balance of plant, is located in a large, purpose-built container (13 x 5 x 4.4 m). Project-specific electrical components (transformers, converters and DC bus) designed to protect the fuel cell from potentially harmful disturbances on the power grid, are situated in a standard 20-ft container. DNV stated that the total weight of the containers is 110 tonnes,

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but both weight and volume could be significantly reduced in future fully integrated systems. Viking Lady began operations on the North Sea in April 2009, and, in September of the same year, had the 330 kW MCFC power pack installed. After initial testing, Viking Lady became the first vessel to obtain the class notation FC-Safety. The FellowSHIP fuel cell installation is not classed as main or auxiliary power, but is considered as supplementary power. Fully loaded, the fuel cells produced electricity at a measured electric efficiency of 52.1 percent based on the lower heating value of LNG.

The Future for the Maritime Fuel Cell

Fuel cells are vastly growing in number and interest. It is true to say that hydrogen really does seem like a viable fuel for the future, the main question is how easy it would be to scale up for larger vessels. However in the meantime, Bristol Hydrogen Boats have truly shown that with a lot of hard work and planning, hydrogen is gaining speed. This is supported when in 2011 The Sustainable Shipping Group awarded the consortium the Environmental Innovation of the Year and subsequently in 2012 by Royal Thames Yacht Club: Mansura Trophy: Lake and Inland Division Technology award. Early applications and demonstration projects are generally trialled on pleasure boats and passenger ferries. The fuel cell technology is used either as the main propulsion power source, or as an APU. Although these applications are mostly one-off or low volume. In the long term, it is likely that fuel cell technology will be applied in large shipping vessels, probably as hybrid fuel cell APUs. However it is still to be proved if fuel cell technology can be suitably adapted to the marine environment of commercial shipping. Most likely within the interim, before adopting to power big ships, this technology will find a niche for onboard tender boats. Being much lighter than diesel systems this technology has the additional benefit of being easily craned on and off the host yacht/ship. ∎

“Fuel cells are vastly growing in number and interest”

FUELS&EMISSIONS

FUELLING THE 2015 ECA

BY SØREN CHRISTIAN MEYER, VICE PRESIDENT – PHYSICAL DISTRIBUTION, OW BUNKER COMPLIANCE

For ship owners and operators, there is naturally concern about the implications of ever-more stringent environmental regulations on their profitability. With the implementation of the 2015 0.1 percent ECA there are going to be some challenges – however, it is nothing that shipping cannot adapt to providing we prepare and think laterally.

ith the 0.1 percent SOx ECA implementation date now less than a year away, we are starting to see greater clarity and consensus on how shipping is going to adapt and ensure compliance. This is a fundamental step in enabling fuel distributors and the entire fuel supply chain to act and ensure that, come January 1, 2015, operations can continue unabated.

The Best of Three

Currently, there are three primary options for 2015 ECA compliance: the use of emissions abatement, or scrubbing technologies; converting to the use of liquefied natural gas (LNG) or burning distillates.

1) Liquefied Natural Gas (LNG):

LNG delivers in terms of meeting regulatory standards from an emissions perspective, but in reality LNG bunkering is in the very early stages of development with limited global, port and shore-based infrastructure such as production, re-gasification and distribution facilities, as well as bunkering stations. From OW Bunker’s perspective as a leading independent physical distributor and reseller of marine fuels, there are also considerable costs to consider in developing LNG bunkering services. These can range from the establishment of an LNG system and associated storage to physical bunkering delivery, where it costs approximately twice as much to operate an LNG barge over a traditional one. Therefore, while LNG may become a part of the solution for meeting future global emissions regulations in 2020 or 2025, it is not yet a viable, mainstream option for today’s market.

2) Emissions abatement technology (scrubbers):

We have seen some uptake of scrubber technologies, but this option has so far proven to be limited to a few RoRo companies. Primarily this is due to the heavy upfront capital expenditure on retrofitting vessels. While innovative financial models supported by private equity money are coming into the market to make this option more accessible, scrubbers will not be the ‘quick fix’ for achieving compliance.

3) Distillate fuels:

The dominant opinion, therefore, is that burning distillates is going to be the most viable compliance solution for the vast majority of owners and operators from 2015. However, there is no escape from the fact that they command a significant premium above heavy fuel oil. For distillates we are currently looking at around a minimum of $300 premium above heavy fuel oil in Rotterdam, for example. Creating the right and most efficient fuelling strategies is therefore fundamental to tackling the challenge of 2015.

Ensuring Compliance in Operation

To do this, we need to look at customers’ operational requirements as well as their wider business model, financing requirements, and the challenges of the markets that they operate in. Essentially, as a trusted advisor to ship owners and operators, we need to understand their businesses as well as they do, in order to ensure that their compliance strategy maximises efficiencies, minimises risk, and is tailored to the specific needs of their business. It is also about providing the technical expertise to help customers manage the complex process of fuel switching to protect against engine damage and unnecessary downtime and ensure that they are burning the right products when they enter ECA waters. Beyond this, ensuring compliance with increasingly stringent emissions regulations is also about providing guarantees for product quality, and distributing the required product specifications where customers need them, at the right time and in the right quantities.

Balancing Efficiency and Environmental Regulations In anticipation of 2015, managing costs therefore requires bunker companies to look beyond just the cost of fuel and to build upon securing the best price per tonne by identifying practical ways to help customers reduce costs in other areas of the fuel supply chain. Streamlining the fuel distribution process, increasing operational efficiencies and reducing avoidable expenses by mitigating risks can all make a contribution while the industry continues to develop new, larger-scale innovations to advance the benefits between efficiency and environmental responsibility. ∎

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CAMMELL LAIRD

+44 (0) 151 649 6600 info@cammell-laird.co.uk www.cammell-laird.com

SPECIALISING IN COMPLEX SHIP CONVERSION & UPGRADE PROJECTS FROM CONCEPT TO COMPLETION

FUELS&EMISSIONS

CAPTURING CO2 WITH ALGAE A pioneering research project is being conducted to study carbon capture through algal biomass. Fathom finds out more.

Since the Second IMO GHG Study was published in 2009, the maritime industry has been aware of its role as a major contributor to global CO 2 emissions and other harmful air pollutants. I n c re a s i n g l y, t h e m a r i t i m e industry is endeavouring to reduce its emissions, primarily by minimising fuel consumption.

n this feature, we consider another potential solution for emission reductions across the maritime industry - Carbon Capture and Storage (CCS). CCS, as the name might suggest, involves capturing and storing waste CO2 to evade it entering the atmosphere. Current methods for CCS are not yet viable for treatment of ship exhausts, so alternative methods are being investigated. There is a great deal of research activity happening within this area. One research project is being driven by Konstantina Koutita of the University College London Centre for Resource Efficiency & the Environment, Department of Civil, Environmental and Geomatic Engineering in collaboration with the University College London Energy Institute. Ms Koutita’s pioneering project is specifically looking at carbon capture through algal biomass. The project is being supervised by Dr. Julia Stegemann, Dr. Tristan Smith and Dr. Nithin Rai.

The Aim of the Project

The aim of the research is to investigate if a photobioreactor (PBR) could clean the ship’s exhaust gas and produce biomass. Ms Koutita will also design a prototype system to be implemented onboard a former Dutch barge, the Tamesis Dock.

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What is a Photobioreactor?

A PBR is a reactor that grows algal biomass in water, by using waste heat, gas emissions and light. Algal biomass ties up carbon fixation and can be used to produce chemicals, biofuels and supplements in human and animal foods. The PBR not only holds the potential to reduce CO2 emissions, but it can lend aid to reducing other gaseous emissions such as NOx and particulate matter emissions. It can also recover waste heat and reuse wastewater. Additionally, the resultant biomass could be used to form valuable compounds such as biofuels which could be fed back to the engine. Another possibility might be to clean the biomass with the appropriate harvesting procedures in order to make high-value chemicals.

PBR Onboard Ships

Despite these potentially vast environmental benefits, PBRs have thus far not been installed onboard ships, instead they have only been used within land-based industries. This is largely due to the fact that in order to install a PBR onboard a ship, several challenges must be overcome. Such challenges include space constraints, stability requirements, less control of the environment and the necessity to adapt to the specifics of the existing machinery and operating style. To better understand the implications of using a PBR onboard a ship, Ms Koutita developed a model using inputs such as fuel consumption, engine power, ship size and algal growth rate. The model estimates both the total CO2 emissions and the amount of bioreactor water required from tankers and ferries in order to fix the total CO2 emissions. A biomass production rate of 1 gram/litre/ day with CO2 absorption of 2 grams CO2/ gram of biomass were assumed.

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Space and Water Supply Required!

The model shows that with current technology and the existing fuel consumption rates, only a few tankers of approximately 100,000 dwt and above would have sufficient ballast tank volume to accommodate a bioreactor for treatment of all of the generated CO2. The potential is even lower for another ship type considered, ferries, as their fuel consumption is high and available space limited. Ms Koutita’s research suggests that only few existing ships would be suited for fitting a PBR. However, advances in PBR technology, increased energy efficiency of ships, or a PBR to reduce, rat h e r t h a n w h o l l y re m o ve , CO 2 emissions, would increase the technical viability. Furthermore, a whole systems design approach could enable the application of a PBR to a wider range of ship types. Adapted vessels could also be used for sampling and sequencing of novel organisms and the compounds that they express. This summer, the practical aspects of installing and using a PBR system onboard a ship should become a lot clearer when the prototype system is installed on the former Dutch barge Tamesis Dock on the Thames. In the future, a bigger system will be installed on a river vessel, the MV Sound. Great strides for algae! We at Fathom are looking forward to seeing this promising concept being put into practice onboard these ships. ∎

Great strides for algae!

Experience and knowledge count: Fuel costs make up a significant share of the ship operating costs. Lots of experience and superior measurement technology are needed to get reliable measurements of fuel consumption. KRAL offers both. Our support helps you save money where it makes sense.

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ELECTRONICS& SOFTWARE

WILL VOYAGE OPTIMISATION SUPERSEDE TRADITIONAL WEATHER ROUTING?

The advent of super-computers and numerical models has significantly improved the accuracy of weather forecasts over the past decade. However, the accuracy of each numerical model used to forecast the weather can vary highly.

Ahead With Algorithms

ost weather routing software solutions use variations of Dijkstra’s algorithm, in which the program simulates a vessel departing with full power toward the arrival port with different headings. After each time interval (e.g. six hours), the ship’s dead-reckoned position forms a socalled isochrone until it arrives at the destination. In other words a line on the map connecting points relating to the various times and locations. Unfortunately, the problem with such an approach is that the algorithm ignores one important option: speed management. As storms move across the ocean, it is possible for the ship to slow down and let them pass and then catch up, instead of sailing a longer distance to go around, or “hove-to” in bad weather. Such a strategy not only significantly reduces fuel consumption for a given arrival time, it also reduces the risk of heavy weather damage when fully implemented with ship response and engine overload. If speed and heading are both considered in the route optimisation algorithm, the computation will be more accurate because it solves a multidimensional problem. Without the

fundamental principle of modelling the ship’s performance in various loading and environmental conditions, it is not possible to minimise the fuel consumption for a given arrival time without exceeding the safe operating limits.

Ship Response and Engine Overload

Cost-cutting trends in the shipbuilding industry and marine classification societies have resulted in reduced design safety margins in ship structures. Shipyards use sophisticated finite element models and high tensile steels to reduce steel weight and production costs in order to be competitive. Similarly, the propulsion systems are often optimised for calm weather trial conditions in order to satisfy the recent IMO requirement on Energy Efficiency Design Index (EEDI). One such design consequence is the coupling of slow-speed diesel engines with direct-drive high-pitch propellers and low acceptable sea margin. In calm weather conditions, a lightly loaded vessel with a clean hull easily maintains the contracted speed in accordance with the EEDI requirements. Unfortunately, such practice will lead

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to frequent engine overloading when the ship encounters high wind or seas, or when there is higher resistance caused by propeller and hull fouling.

Improved Level Of Detail

The use of ensemble forecasting allows providers to quantify the uncertainties in the prediction. It is now possible to estimate the probability of exceeding a given threshold, e.g. seven metres of wave height under a nominal forecast of five metres. The threshold can be established based on motions and seakeeping events which define the risk of heavy weather damage. While the southern route in figure 1 yields less uncertainties for ontime arrival, it would also consume co n s i d e ra b l y m o re f u e l t h a n t h e recommended northern route. This type of simulation offers the user the ability to trade off fuel consumption versus ETA and to estimate the schedule reliability for planning port/terminal operations.

The Importance of Route Planning Tools A ship slows down either involuntarily due to increased resistance from the wind and waves, or voluntarily due to navigation

ISSUE 02. 2014

ELECTRONICS& SOFTWARE Recommended

6 5

Southern Route 3

4 2

3 2

11 4 11 0 50 11 60 11 70 11 80 11 90 12 00 12 10 12 20 12 30 12 40 238 240 242 244 246 248 250

Fuel Consumption

Mean = 1180 Tons STD = 8.4 Tons

Mean = 243 Hrs STD = 5.3 Hrs

1400 1415 1430 1445 1460 1475 1490

Mean = 1438 Tons STD = 29 Tons

238 239 240 241 242 243 244 245 246 247 248 249 250

Mean = 242 Hrs STD = 0.4 Hrs

Est. Passage Duration

Figure 1 Histograms displaying passage fuel consumption and ETA of alternative routes using 22 members of ensemble forecast.

hazards or fear of heavy weather damage from excessive motion, propeller racing, slamming, or boarding seas.

The optimised route solution must take both involuntary and voluntary speed reductions into account when estimating

dead-reckoned ship positions in relation to the movement of weather systems. Otherwise, the recommended route could lead the ship into a dangerous situation. Furthermore, if weather routing tools cannot predict such events, they can lead to over-predicted ship speed and wrong diversion decisions when facing heavy weather, not to mention inaccurate estimates of fuel consumption and time of arrival. The capabilities of weather routing have evolved into the science of voyage optimisation in order to bring added benefits in ship design and operational logistics. Today’s technology enables accurate ship seakeeping performance predictions and intelligent, informed operational decisions that can help ship masters save fuel, reduce GHG emissions, and avoid heavy weather damage. ∎

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ISSUE 02. 2014

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ELECTRONICS& SOFTWARE

THE RIGHT METER FOR THE RIGHT MEASUREMENT Ship Efficiency is becoming more important as fuel costs are high and the care for the environment is increasingly on the agenda of IMO, EU and ship owners.

his makes the accurate measurement of fuel consumption more and more important and thus the use of fuel flow meters is a growing trend in shipping operations. Over the last few years the mass flow (coriolis type) meters have been more frequently used onboard of ships. In the past, the maritime industry has not considered mass flow meters to be a reliable solution for harsh conditions onboard of ships, especially when it comes to meters for bunker measurement. However, times are changing.

Accuracy of Mass Flow and Positive Displacement Flowmeters Due to the increasing awareness of accurate fuel consumption measurement, the accuracy of flow meters is of high importance. Positive Displacement (PD) flowmeters, w h i c h a re w i d e l y u s e d i n t h e s e applications, are precision instruments. For example, the VAF PD flowmeter has measuring tolerances of less than 0.2 percent over a very large measuring range. For the VAF PD, each flow meter is calibrated on a high-end calibration rig before it leaves the factory. According to VAF, within the market, progressively more people seem to think that mass flow meters measure at a higher accuracy than the well-known PD type meters. This tendency might be based on the idea that mass flow meters measure the mass directly by means of

the coriolis principle. While the accuracy of a mass flow meter at a small measuring range can be as high as the PD meter accuracy, the accuracy of a PD flow meter is much higher throughout the complete measuring range.

“One size does not fit all!” VAF assured that when temperature measurement is integrated in the PD flow meter the measured volumes are automatically compensated for volume change due to expansion. However, the disadvantage of the PD type meters may be that the crew uses the bunker delivery note to manually adapt the fuel density as input to the fuel monitoring system. An accurate density sensor integrated in the fuel system can take care of this disadvantage. The situation is different for bunkering. When applied as a bunker meter the mass flow meter is superior, since this meter can detect the unlikely event of having the so called “cappuccino effect” in the bunker fuel. The lower density of the “cappuccino effect” will not be detected by a PD meter without a density sensor and this can result in a fuel bill stating more tonnes of fuel than you received in reality. Triggered by the “cappuccino effect” bunker problems experienced by a lot of ship owners and charterers, VAF Instruments are set to introduce the ViscoSense3D® density sensor later this year.

Different Type of Fuel Systems and Differential Measurement

Regardless of the type of flow meter used, different configurations of multiple flow meters are possible for the measurement process. This mainly depends on the lay-out of the fuel system

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onboard and the number of engines to be measured. The best position for a fuel flow meter is before the mixing tank, in the supply line to the fuel booster unit. The temperature of the fuel before the mixing tank is below 80⁰C and in this part of the fuel system there is no fuel circulation nor high pressure pulsations are present. It is important to realise that in any inlet/ outlet measurement system the error is always made on the circulated flow over the engine(s). The percentage of this error is higher in comparison to

“Over the last few years the mass flow (coriolis type) meters have been more frequently used onboard of ships.” the consumption of the engine, as the consumption is a smaller figure, (i.e. the difference between inlet and outlet fuel flow). Application of mass flow meters in an inlet / outlet measurement system will certainly increase the price of the fuel monitoring system and moreover engine vibrations will influence the lifetime and accuracy of these meters, which use frequency measurement and phase shift as input. It is clear that accurate fuel flow measurement starts with choosing the right meter configuration along with appropriate and accurate sensors. However, it must be noted that the best concept for your fuel monitoring system will differ per application, per fuel system and per ship. One size does not fit all! ∎ ISSUE 02. 2014

ELECTRONICS& SOFTWARE

OPTIMISING OPERATIONS FOR INCREASED EFFICIENCY BY ESA HENTTINEN, EXECUTIVE VICE PRESIDENT OF NAPA FOR OPERATIONS.

The maritime industry is becoming increasingly proactive in seeking out solutions to boost operational efficiency through innovative software as an integral part of overall energy efficiency plans for new and existing fleets. Software can deliver proven fuel savings of up to 6 percent in full-scale sea trials, with payback on investment after just months following installation - cutting bunker fuel and supporting compliance with energy efficiency regulations such as EEDI and SEEMP.

unker fuel spend is intrinsically linked to revenue generation, and, as a result, ship owners, operators and charterers are increasingly demanding not only technologies and measures that cut bunker bills, but also an accurate and transparent assessment of what those savings are. Software can fulfill both the need to cut fuel bills and measure those savings, with innovative new solutions and tools such as ClassNK-NAPA GREEN using a Dynamic Performance Model (DPM). DPM’s self learning technology tunes into a ship’s specific performance model on a continuous basis, taking into account factors such as wave and wind resistance, propeller efficiency and effect of different drafts; all of which deliver high accuracy in voyage optimisation, trim optimisation and performance reporting. Attaining a real time ‘proof of performance’ is becoming increasingly vital for all shipping companies. It enables accurate plotting of revenue changes that will occur when sailing conditions, routes or other operating parameters are altered. Moreover, the software’s performance monitoring function identifies additional efficiency savings that, upon implementation, can be monitored and the saving statistics shared between charter parties. This practice is of particular use to the container sector, which uses more bunker fuel due to higher sailing speeds and can therefore achieve greater savings and a faster return on investment when utilising ClassNK-NAPA GREEN. These benefits have been recently endorsed through full-scale sea trials of solutions such as ClassNK-NAPA GREEN. Tests aboard a “K” Line 8,000+ TEU container ship operating on a standard Mediterranean/Europe route utilised a

ISSUE 02. 2014

suite of systems, including speed and trim based on the ClassNK-NAPA GREEN Dynamic Performance Model, and analysed against the captain’s voyage plan. Despite encountering heavy weather on multiple occasions over the course of the voyage, speed profile reduced the fuel consumption by 2.7 percent, while a further 1.2 percent savings was attributed to optimum trim, taking the total reduction in fuel consumption from the trial to 3.9 percent. In simpler terms, for a vessel consuming 100 tonnes of bunker fuel a day, this reduction equates to $2,400 in saved fuel costs per day, or $500,000 per annum at current Rotterdam bunker prices.

“Attaining a real time ‘proof of performance’ is becoming increasingly vital for all shipping companies.” While trim optimisation was restricted on this voyage due to loading conditions, results from a full-scale study, conducted during two Indian Ocean crossings aboard the vessel, indicated that trim optimisation has the possibility to further save fuel up to 4 percent. Throughout the trial, the DPM was found to predict fuel consumption at a 99.6 percent accuracy rate, an unprecedented level of accuracy in the shipping industry. Additionally, in a previous trial, the Finnish ship operator Bore achieved total fuel savings of between 4-6 percent on three Ro-Ro vessels while operating the ships at optimised speeds and in accordance with their schedules. Now there are plans in place to roll out the

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software to additional vessels in the fleet. Container owners and operators such as Wan Hai Lines and Shoei Kisen have also applied ClassNK-NAPA GREEN to their vessels. As shipping embraces the role that software can play in enhancing and measuring performance, ClassNKNAPA GREEN has a critical role to play in assessing the output of individual technical components so that operational improvements can be priortised both at the newbuild design stage and in real time at sea. Moreover, the technology’s high level of accuracy presents a significant opportunity for ship owners and operators to precisely assess the savings they are making amid a backdrop of increasing scrutiny from regulators, charterers, banks and insurers. ∎

Esa Henttinen, Executive Vice President of NAPA for Operations.

EMULSIFIED FUEL COMBUSTION SAVIOUR? The principals behind emulsion fuels are certainly in the spotlight, especially when gaseous emissions and tightening compliance limits are in force and stricter limits are lurking around the corner.

he core basis of the emulsification of fuel is relatively simple - you mix water into fuel in order to obtain more effective atomization and a better distribution of the fuel in the combustion chamber, which makes the burn more complete at a lower fuel combustion. 窶ィut surely, one thing that you learn in chemistry class is that fuel and water do not mix窶ｦ also that water has a deleterious effect on the flammability of fuel. So surely it cannot be a simple case of adding water to fuel? If there is one thing you do not want in your engine block, it is water in contact with piping, tanks and engine machinery. 窶ォowever, the emulsification process is a multi-stage process that bonds the fuel to the water at the molecular level. As a result the emulsion does not separate and hence can be considered stable, yet emulsified fuels are only typically stable for a relatively short amount of time. The emulsion can only be stabilised with the use of chemicals. Though even with the addition of chemicals the emulsion will separate over time. This has been the root of the corrosion problems with chemically stabilised emulsion fuels over the years. How can this be overcome? Fathom found one such company that have the answer, NoNox Ltd. Their system continually re-emulsifies the fuel to keep it from separating.

STRATEGIES What is Emulsified Fuel

In a first step the fuel is preconditioned which is also known as a ‘shearing’ step. During this process the fuel is broken down into smaller fuel droplets. The shearing process is purely mechanical and breaks the droplets down to about 10 nanometers in size. The principle that sits behind the shearing step is that if unmodified, the fuel droplets that enter the combustion chamber burn on the surface. The more surface there is, the better the burn so smaller droplets make for better burns, more energy extracted of the fuel and less soot and other particulates as they tend to form as a result of incomplete burns. Following the shearing step, the fuel is then ionised (receives an electrical charge) in order to make it easier to pull negatively charged water into the droplets. Then the water is added. When done right, the resulting emulsion is stable but in order to seal things off, an additive is usually given as another layer wrapping the new droplet. This usually ensures that no water ever touches any part on the tank or the engine and it also improves the stability of the fuel.

The Innovators

A company that won the Wallenius Wilhelmsen Logistics Orcelle® Grant of US$100,000 in 2012 is offering some serious innovation within the realm of emulsified fuel and improved combustion – NONOx Ltd. The system has a typical ROI (return on investment) of less than a year, and on larger installations less than that, it is easy to see why this system is starting to gain interest within the industry. NoNox Ltd designed a revolutionary system, the emulsion combustion unit (ECU), that can both reduce fuel consumption by a reported 2-4 percent while help bring a ship into compliance with the MARPOL 73/78 Annex VI, the US Clean Air Act, the EU Emissions Standards, and the Asian Standards. In boiler applications (either shipboard or land based) the savings can be much greater (10-15 percent).This is because not only do you get a more complete burn, the resultant decrease in soot and particulates keeps the boiler much cleaner and aids in a more efficient heat transfer. ISSUE 02. 2014

The ECU is a complete emulsion fuel system containing the mixing chamber and fuel/water proportioning controls. It produces an on-the-spot, water-in-oil emulsion fuel that reduces NOx, black carbon/soot and other air pollutants, without the use of surfactants or other additives. The system can also be switched back and forth between emulsion and straight fuel at the flick of a switch. With little or no down time, the ECU can be installed in the engine room and does not require modifications to the engines or generators. It is reported only a power source and a potable water source up to 20 percent of your hourly burn rate is required. The company states that pollution can be reduced by the following: NOx – Typically 25 – 50% PM – Typically 60 – 90% CO2 – Typically 5- 15%

The ECU Combustion Innovation

When the oil and water is fed proportionately into the reactor it creates a continuous and controlled cavitation. The cavitation bubbles increase in size and implode, bringing about internal stresses within the liquid in the order of a million psi. These forces cause the water particles to disperse inside the oil in the form of tiny spheres. The water particles move inside the oil since the

emulsion begins to burn, the water is turned to super-heated steam and in the process literally blows apart the oil particle (micro-explosion) again reducing particle size and increasing surface area. This brings about violent agitation within the combustion process itself and ensures that there are an adequate number of collisions between the hydrogen, carbon and oxygen atoms. All combustion carries the seeds of its own destruction. Carbon burns to carbon dioxide which puts out fires, hydrogen burns to water which puts out fires and nitrogen which is 80 percent of the air needed for combustion also puts out fires. If these inhibiting materials are not removed from the combustion zone, combustion will cease, and it is this reason that incomplete combustion is inherent in most engines and boilers. The agitation caused by the water particles brings about many more collisions and the disruption of all the inhibiting layers, so that the hydrogen, carbon and oxygen atoms “see” each other and are able to complete the process. Since the process is cooled by the minute particles of water at the point of maximum temperature, the formation of NOx is significantly reduced, resulting in a much more complete and thus cleaner burn. This improved combustion environment and the presence of the oxygen carried in the water also require less excess air, and if complete combustion can be carried out with less air, one should end up with a net gain. Air

“The system can also be switched back and forth between emulsion and straight fuel at the flick of a switch.” ratio of water is always kept below 30 percent. Since the water droplets (inverse phase) are smaller than the surrounding oil droplets (continuous phase) it is impossible for the water phase to contain the oily phase, so the emulsion has of necessity to end up inside out. The emulsion flows to the means of atomization, this again produces small particles of oil in order to burn it. These particles are in the order of one five hundredth of an inch in diameter, but inside is dispersed water molecules which are in the order of one fifty thousandth of an inch. Due to the enormous surface area of the water, as the particle of

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is comprised of 80 percent nitrogen and this goes in and out of the combustion process more or less as a passenger. Similarly, the excess oxygen goes in and out of the process without contributing anything to it. These gases pick up heat on their way through the process and take it with them. Nitrogen and oxygen are relatively poor radiators of heat, whereas super-heated steam is a relatively good radiator of heat. Therefore, if the energy which would normally have gone into the nitrogen and oxygen is now in the form of super-heated steam, accordingly there is an improvement in performance. Truly a combustion marvel indeed! ∎

STRATEGIES

SWITCH OFF AND PLUG IN Ships spend a sizeable proportion of time moored in harbours and ports. Merchant vessels, for example, spend around 100 days a year at berth. Most large ships keep their engines idling when they are docked to generate electricity for their onboard living systems.

his explains why port activities account for a high percentage of a ship’s total air pollution. The Climate Institute (2010) estimates that over an eight-hour stay in port, a ship can emit over 2.5 tonnes of pollutants. Another study by Dalsøren et al. (2009) found out that emissions due to ships’ activities in or around ports account for 5 percent of total emissions from navigation activities. According to 2009 emission data from the Roadmap for Moving Forward with Zero Emission Technologies at the Ports of Long Beach and Los Angeles issued in August 2011, ocean going vessels now account for 43 percent of all nitrogen oxides (NOx) and 60 percent of all diesel particulate matter (PM) from port operations. Hong Kong considers emissions from berthed cruise and cargo ships to be the biggest cause of its air pollution. According to figures from the Los Angeles Air Quality Management District (AQMD), emissions from berthed ships account for 700 premature deaths every year. In the European Union, international shipping pollution is expected to outstrip landbased sources by 2020.

Pressure to Reduce Air Pollution in Ports

Just like the whole shipping community, port operators and authorities are facing a plethora of pressures from a multitude of stakeholder groups to reduce emissions of SOx, NOx, CO2 and PM in their designated port areas. As a results many are looking to adapt their port infrastructure and introduce

new initiatives and best practices. The development of turnkey solutions for alternative energy sources for ships at berth is vital to reduce the negative impact of port emissions on human health and the environment. Therefore, many ports are now looking to set up the infrastructure that will allow ships to switch off their generators and draw power from the local electricity supply. This practice is termed ‘cold ironing’ and is frequently referred to as ships ‘plugging in’ or AMP alternative Marine Power.

Cold Ironing

‘Cold Ironing’ refers to the process of providing shore-side electrical power to a ship at berth while its main and auxiliary engines are turned off. It permits emergency equipment, refrigeration, cooling, heating, lighting and other equipment to receive continuous electrical power while the ship loads or unloads its cargo. Shore-connection systems have been used since the 1980s to supply commercial vessels with electricity. Ferries were the first vessels to be equipped with the systems, due to the fact that they always dock in the same position, facilitating connection to a shore-side energy supply. Today, other types of commercial ships, cruise, container, and Ro-Ro, are connecting to the electrical grid in ports around the world. Innovation within this field is amassing - the heavyweights and global specialists of energy management are throwing everything they have at R&D to develop the best solutions. One of these heavyweights - Schneider Electric - recently unveiled an innovative and distinctive shore-to-ship power connection solution: ShoreBox.

The ShoreBox

ShoreBox is a ready-to-use, ‘plug-andplay’ system which provides shore-side grid power to ships at berth via a direct network. This connection allows ships to save

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money and enables both ships and ports to meet environmental directives and regulations in the most profitable way. “ShoreBox is a fully integrated, portable, turnkey system, installed in less than seven months from order date, and suitable for any type of port and any vessel” said Jack Hawkins, Marine Segment Manager, Schneider Electric. To support the growing pressures from the shipping community for coldironing infrastructure at ports, Schneider Electric believe that a modular based system which can be built up or reduced according to demand is the way forward. That is why they have designed ShoreBox as a modularised build: think extravagant Lego but for shore power connections! Schneider Electric can also install and commission the ShoreBox on site within two weeks without disturbing port activities. This is thanks to the fact that it is comprised of standard Schneider Electric components and arrives to site fully tested, validated and documented. It can be relocated should the port’s requirements change and adapted to a port’s local needs. It is a very flexible solution that can be ready to work in an extremely short amount of time. Pretty impressive for a highly complex box that looks like a container! The ShoreBox solution is adaptable to the different power demands and electrical frequency of the ships and due to a Static Grid Frequency Conversion system, ShoreBox only transfers the energy needed at any given moment - no more, no less. As a company that invests heavily in R&D, Schneider Electric are certainly putting their money where their mouth is when it comes to this emissions and fuel consumption reducing technological solution. ∎

ISSUE 02. 2014

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Tricks of the

Bunker Trade In each issue of Ship Efficiency: The Insight, The Bunker Detectives, in association with Ship & Bunker (shipandbunker.com), will share insight and advise around bunkering best practices to make sure bunker buyers get the bunkers they pay for. Keep your eyes peeled for vital information that could help slim your bunker fuel bill! The Bunker Detectives, a division of AVA Marine, are a dedicated team who primarily help ship charterers’ & bunker brokers deal with bunker quantity disputes (which do not fall under P&I cover for charterers’), and also offer an exclusive service to ship charterers’ dealing with ‘Bad’ Bunker dispute claims, such as the supply of contaminated or off- specification bunkers.

Inter-tank Transfers (gravitating of fuel) During opening gauge the fuel could be transferred from high level to a low level (or empty / slack tank) by gravity. For example a barge may have four tanks 1P/1S, 2P/2S, 3P/3S and 4P/4S. The opening gauge starts from say aft tanks 4P/4S. While the gauging is underway, the tank level of 4P/4S could be easily dropped under gravity to a slack or empty tank forward say 1P/1S. Thus essentially the same fuel quantity is measured twice.

This method is still in use and if not detected the barge can claim that full quantity was delivered to the vessel but the vessel will have a substantial shortfall. Once the bunkering has commenced it is too late to do anything and it will be virtually impossible to trace the ‘missing’ fuel. A thorough investigation will be needed to determine the exact stock control quantity and full disclosure from the supplier which can take many months/years of legal action and still the matter may not be resolved.

Key Notes • •

The only effective way of dealing with this dubious practice is re-sounding the first tanks before bunkering commences Remember whenever in doubt or have concerns always issue a letter of protest

Flow meter/Pipe work Tampering Bunker barges fitted with a flow meter should be checked for proper functioning by sighting a valid calibration certificate and ensuring the seal is intact. There may also be unauthorised piping (by-pass lines) fitted to the flow meter running into the pump suction side and thus this un-authorised contraption will

register the throughput of fuel twice through the flow meter. Key Notes: • Verify flow meter seal is intact • Verify validity of the calibration certificate and that it is for the same type flow meter • Look out for any suspicious by-pass lines running after the flow meter • Consult the barge piping diagram if in doubt • Remember whenever in doubt or have concerns always issue a letter of protest

Empty Tanks -Unpumpable Fuel In an event of a short delivery be wary that empty tanks may not be empty even with zero dip and that substantial pumpable may exist. Verify the tanks claimed to be empty – don’t take the supplier’s word for it.

Key Notes: • Do not assume any tanks to be empty even when reaching stripping level • Check tank calibration tables to verify the unpumpable • Apply correct list / trim corrections during calculations • Remember whenever in doubt or have concerns always issue a letter of protest

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ISSUE 02. 2014

SHIP&BUNKER Quantity measurements by flow meter only The barge may claim that the soundings and ullage ports have been sealed by customs or seized or some other reasons and therefore force the vessel to go by the volumetric flow meter only. Remember that this may be just the first sign of an unscrupulous barge Master as such be wary of other tricks of trade.

Key Notes: • Never agree and go by the flow meter only fuel delivery • Remember whenever in doubt or have concerns always issue a letter of protest

Pumping / Mixing Slops into Bunkers T h o u gh b eco mi n g l ess f req u ent, introducing slops and thus contaminants into the fuel delivery will reduce the actual fuel amount and also can create engine problems down the line. Unfortunately this cannot be detected until the representative fuel samples have been tested by an independent fuel testing facility.

Key Notes: • Always witness and collect samples by continuous drip method i.e. the sample to be drawn continuously throughout the bunkering delivery period • It should be a practice onboard to isolate the fuel delivered to separate tanks and not to be consumed until such time the fuel testing report gives a clean bill of health. • Fuel contamination amongst other things can create problems with the fuel injection system and exhaust valves with costly repairs. • Remember whenever in doubt or have concerns always issue a letter of protest

Questionable Tank Calibration Tables Verify that the sounding / ullage tables are approved by the Class (Class Certified – with a seal). Having more than one set of sounding book is not uncommon and having the tables modified to the supplier’s advantage is always a possibility. Inserted pages, corrections, different print/paper type are all indications of tampering. Sometimes the barge may have a new calibration table (with the old one being obsolete).

This could be following modification of the tanks internal structure during a dry dock repair or simply because the original calibration tables would have been incorrect. Always find out the reason for new calibration table and making sure it’s Class Certified. The same could be said for the list/ trim correction tables which could be easily modified again to the supplier’s advantage.

Key Notes: • Look for Class Approved calibration tables with a seal • Remember whenever in doubt or have concerns always issue a letter of protest

Tampering with Gauging Equipment Always verify the condition of sounding tape. Sounding tapes could be tampered with in many ways: 1. Deliberate altering of sounding tapes and using wrong size of bobs 2. Sounding bobs from tapes that have been switched over 3. Cutting the tape and re-joining resulting in non-linear tape

ISSUE 02. 2014

Key Notes: • Check for calibration certificate for the gauging equipment in use • Use a ruler to ascertain the precise sounding/ullage when below the 20 cm mark • Use own sounding / ullage tapes • Pay particular attention to ‘millimeter’ soundings especially when the tanks are full and taking ullages as small errors will have a big impact on the total bunker quantity. • Remember whenever in doubt or have concerns always issue a letter of protest

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SHIP&BUNKER

Fuelling With Flow Meters by Martyn Lasek, Editor, Ship & Bunker

MFM onboard Marine Jewel – image courtesy of ExxonMobil

From January 1, 2017 it will be mandatory to use a mass flow metering (MFM) system for Marine Fuel Oil (MFO) bunkering in Singapore. The April announcement by the Maritime and Port Authority of Singapore (MPA) came at Singapore Maritime Week 2014’s Singapore Bunkering Symposium, and followed months of speculation over what is a world first for the bunker industry.

or those unfamiliar with bunker sales at the world’s largest bunkering hub, in 2013 42.5 million metric tonnes of product was sold there, 97 percent of which was MFO. So it is fair to say the new rules will have a significant impact on bunkering practices at the port. The MPA first confirmed its intention to mandate the use of flow meters in September 2013, telling Ship & Bunker at the time it was working closely with the industry and key stakeholders to develop MFM standards with the intention of making them mandatory “at some point in the future”. Some have said the rise of MFMs will raise efficiency at the port, but the move is a product of MPA’s ongoing measures to curb malpractice, and in particular “short delivery” related fraud such as the Cappuccino Bunker problem. This happens when excessive amounts of entrained air is deliberately forced into the bunkers during delivery causing them to foam up, creating the illusion of loading a larger quantity of bunkers than is actually the case. The MPA has been backing MFMs as part of the crackdown on quantity issues since 2012 when it produced a step-by-step industry guide to encourage more bunker players to adopt the technology. At that time it also set up the 1800-BUNKERS quantity dispute hotline. MFM technology is actually already in use in Singapore, and 2012 was also the year that ExxonMobil became the first supplier to bunker with an MPA approved MFM system. Iain White, Field Marketing Manager at ExxonMobil Marine Fuels & Lubricants, told Ship & Bunker that the technology was “bringing bunkering into the 21st century.” “We can measure accurately the old way, but you have to be rigorous and it’s time consuming,” said White. The supplier has since announced that in response to customer demand, by July 2014 it will deliver the majority of bunkers in Singapore using an MPA approved MFM system, and in that time it will also double to six the number of bunker tankers it has which feature MFM technology. “We have been advocating flow meters to our customers for

some time now and have received a very positive response,” White told Ship & Bunker. “The expansion is to ensure we meet the demand of our customers, allowing them to benefit from increased transparency and accuracy throughout the whole fuel measurement process.” ExxonMobil say that using MFMs can save up to three hours and US$7,000 per delivery, but many bunker buyers are unaware of all the advantages. “There is still work to be done to communicate the full benefits, and how operators can achieve them,” said White. “We are continuing to help them understand how mass flow metering works and consider how their operations could benefit, such as from the simple transparency of an immediate accurate reading onboard a vessel, or a three hour time saving that might make the difference between making a Suez canal transit or not. A few hours saved in the bunkering operation can make all the difference.” White also noted that different bunker buyers look to different benefits from the technology. “It is difficult to measure the bunker quantity accurately once it’s onboard the ship. We have very stringent procedures that vessel engineers must follow to measure fuel accurately the traditional way but it’s also challenging to do on a barge. So some people are choosing MFMs because it’s more efficient. Some want the transparency, some want the time saving,” he said. “But our offer is also one that ensures quality right through the supply chain and so we feel it stands out as being different. MFM is one part, a key part, but we will always have the fuel quality as well.” In the ultra-competitive Singapore market where margins are very tight, some suppliers have expressed concern at now having to spend what could be up to US$300,000 per MFM. MPA has gone at least some way to offsetting that cost, and is offering a lump sum incentive of S$80,000 (US$63,500) per MFO bunker tanker on approval of each fitted MFM system.

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ISSUE 02. 2014

SHIP&BUNKER

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LS380

Rotterdam 1 Year Bunker Price History

With bunker price indications for over 150 of the world’s top bunkering ports, in addition to daily news and exclusive features, Ship & Bunker is the world’s leading free-to-access website focused on marine fuel.

ISSUE 02. 2014

There is no registration process, or username and password to remember. Simply visit shipandbunker.com for immediate access to the critical business information you need, fast. ∎

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SHIP EFFICIENCY THE EVENT 2014

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A must-attend for any owner and operator looking for solutions for more efficient, effective and streamlined operations.

1st-2nd October, London

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CLOSING DATE FOR ENTRIES - 1st AUGUST 2014 Brand new for 2014, The Ship Efficiency Awards will recognise and celebrate the organisations and individuals within the maritime sector that are excelling in efficient operations, implementing fresh thinking, offering proven efficiency benefits and technological innovation.

Nominate yourself or other industry stakeholders now across the six categories:

1) Energy Efficiency Solution Award 2) Environmental Technology Award 3) Initiative of the Year 4) Sustainable Ship Operator of the Year 5) The One to Watch 6) Outstanding Contribution to Ship Efficiency (AS VOTED BY YOU!) Presented at an exclusive afternoon drinks reception on 2 nd October 2014, the awards will follow on from the main Ship Efficiency conference and exhibition being held at the Queen Elizabeth II Conference Centre, London. Judges include an independent panel of industry experts: Dr Martin Stopford, President of Clarksons Research Services; Craig Eason, Deputy Editor from Lloydâ&#x20AC;&#x2122;s List and Peter Hinchliffe, Secretary General from the International Chamber of Shipping. Arsenio Dominguez, MEPC Chairman will officially open the awards. The shortlisted nominees will be announced at the beginning of September. To nominate now, please visit www.fathomshippingevents.com/how-to-enter or contact the Fathom Events Team on +44 (0) 1753 853 791.

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EVENT ROUND-UP

SMART OPERATIONS: HAMBURG, APRIL 2014 Inmarsat, the leading provider of global mobile satellite communications services, hosted Smart Operations: Hamburg at the end of April; the second in a series of events seeking an open debate in the maritime industry over the operational benefits of integrated thinking around onshore and ship communications.

Some Event Highlights Insight from Inmarsat

Frank Coles, President, Inmarsat Maritime, kicked off the Hamburg conference with a fascinating keynote speech. Coles educated delegates on the progressive and pioneering nature of the shipping industry with regards to communications pathways, however with an added note of “Shipping loves to hide behind how traditional we are and how seafarers won’t change. The maritime industry is more progressive than perceived, or at least how stakeholders within the industry believe or excuse…”

“Communications will be the enabler of operationally efficient technologies.” He described that global industry is at the place it is now because of more powerful computers; the power of huge data gives us unprecedented access to information. “We allow this world to completely drive the way we think. And that is true for the sea as well.” However, Coles also tackled the fact that, to a large extent, the industry has been resistant to change. However, he affirmed that this scenario will soon be different as even the International Maritime Organization (IMO) is waking up to the idea that change is inevitable. Coles said ultra-fast data transfer rates were in sight: “Communications will be the enabler of operationally efficient technologies.” The core theme of Frank Coles’ keynote speech was that the future of operational optimisation is probably dependant on real time data…and the crew are an imperative factor to consider. The seafarers of today demand connectivity. Mr Coles commented that Inmarsat saw a demand for unlimited data – because the crew demanded access to the internet. “A large generation won’t go to sea without it.” Aside from the demand for data and connectivity, Frank Coles posed the question of data security to the Smart Operations

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conference delegates. He question, who should be responsible for security? Inmarsat? The application providers? Should the application providers be building applications that can’t be hacked? He certainly left food for thought in the minds of all delegates. He concluded “We need to make sure that we have a secure network – I believe the future is now.”

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ISSUE 02. 2014

EVENT ROUND-UP Insight from BIMCO

Peter Lundahl Rasmussen, Senior Marine Technical Officer, BIMCO, and the chair of the Smart Operations’ Hamburg Conference presented the view of the ship owners and the practical considerations that they face – vital insight for the delegates who are trying to figure out how to best win the hearts and minds of the ship owning and operating community. “The challenges that owners are faced with – more equipment, more cost, more information, more training.” commented Rasmussen.

Insight from the Financier

Thomas Ankele, Vice President Maritime Industries, KfW IPEX Bank, brought the banks’ perspective onto the discussion table and described how KfW Bank are promoting the financing the advancement.

Insight from the Regulator

Yolande Villar-Ruberte, Policy Coordination officer, DG Climate Action, European Commission, gave insight into a potentially critical regulatory driver for the monitoring and reporting of data that is currently being discussed at the European Union and the IMO.

Insight from the Ship Owners

Walter Hannemann, Head of Vessel IT and Navigation Support, TORM A/S, gave delegates insight into what TORM would have set up across their fleet if they had the money… Hannemann outlined the problems of the networks onboard. His first comment was that if there are any, they are not standard. Another problem is that IT Security is hardly taken into consideration. Computers are typically outdated and data transfer is cumbersome and potentially expensive. Hannemann closed with some inspiring words: “Infrastructure makes innovation and evolution possible.” Jonathan White, Technical Operations, CSL Europe spoke of the important of data “Shipping has been reactive, big data can provide real time data whether you fix your pumps now, or tomorrow if its non-operating, then you have to fix it. You have to be able to take the data and fix the pump that’s broken and not the one that’s running properly and having broken down 500 hours later”.. White also commented on what type of data they would find most useful “It’s probably fuel consumption, we don’t want ship officers or crew to be lazy. We want them to work more efficiently. If they have the interface to work more efficiently and focus on the data points whether it’s speed or trim to affect fuel consumption or any of those factors then we need them to work more efficiently and give us back our payback so we can give it on to our charterers and remain competitive.”

ISSUE 02. 2014

Insight from the Technology Enablers

Captain Melvin Matthews, Director of Regulatory & Environment Solutions, Eniram, educated delegates with statistics for the Eniram Vessel Platform. These statistics backed the commercial advantage of investing in communications: most companies have budgets for communications costs of 300 dollars a month. At a 100t/per day fuel consumption, a one percent saving would give 1t of fuel in the pocket or 600 dollars. In 30 days a one percent saving equates to 30 tonnes and 30 tonnes is 18,000 dollars. Jan Erik Hårvei, President & CEO Teromarine, shared much wisdom with the delegates. ”The problem today isn’t that there is a lack of information, what matters is to have the right information available.” Hårvei educated delegates on the Teromarine ethos and software systems; the core pillar of the Teromarine service being that software must meet the end user ’s need, on his or her very own terms. He confirmed that “we build our systems bottom up starting with the operations.” Ro b B ra d e n h a m , C EO ESRG, educated delegates on the potential value of data analytics application in the marine industry… there are around ~30,000 vessels that have modern enough systems in place that could take advantage of updating analytics systems today. The value of the data analytics today is 20 billion dollars but then 50 billion dollars by 2030 (based on increased levels of automation and the number of new ships coming out). He also pointed out that a specific vessel can achieve significant savings to the tune of 500,000 dollars to 1.5 million dollars of savings potential per vessel per year. ∎

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THE SOCIAL SCENE

THE SOCIAL SCENE @ShipServ Coles: Security of data cannot be underestimated.AIS and ECDIS can be hacked. Cyber Security is huge issue in digital future #SmartOps @shiptech #polar code will be in force earliest 1 Jan 2017 working group chair tells #asforum14 #arcticship @GloBallast Tonga ratified the #ballastwater management Convention becoming the 39th signatory State! @BLUECOMMS Bore cuts fuel use 5.8% using 3D ship modelling software ClassNK-NAPA GREEN @ShipandBunker http://bit.ly/1r49bwY @IP_Marine We have launched the first ever #carboncredit methodology for international shipping & approved by The Gold Standard! http://ow.ly/wjEVr @shipefficiency Excited to announce a new and improved http://shippingefficiency. org ! Information for a more efficient market, and ‘Top Rated’ A and B vessels. @shiptech “In Europe AP Moller Maersk didn’t encounter one single fuel inspection in 2012.” A call for strong ECA SOx policing http://goo.gl/j6VXJC @IMOHQ IMO and Bangladesh announce major collaboration to improve ship-recycling standards:http://bit.ly/1jwt4IM @ilo @BLUECOMMS Focus on technological innovation will improve #efficiency & help #shipping industry succeed in 2014 @HELLENICSHIP http://bit.ly/1nFFkrP

YOUR INSIGHT WOULD YOU LIKE TO GET INVOLVED IN THE SHIP EFFICIENCY DEBATE?

FATHOM INSIGHT JUNE 2014

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Please submit any comments, feedback or letters to - editorial@fathomshipping.com

THE LAST WORD THE DAWN OF THE LNG FUELLED AREA, SEEN FROM ASIA Sometime I feel that regulating shipping is like picking up a slippery soap bar, always sliding away. This has to some extent contributed to survival and development of a dynamic global shipping industry, with ship operators and regulators not always agreeing on the pace of turning the industry ‘greener’.

have had the pleasure to work with LNG fuelled ships in Norway for several years before moving to Singapore a couple of years back. This novel fuel is applauded by both regulators and many ship operators, although it remains to be seen how fast this solution is being phased in here in Asia. The emergence of large container ships under construction, possibly to be LNG fuelled may eventually trigger the much requested LNG bunkering infrastructure here in Singapore. We have the LNG break bulk terminal and the LNG bunkering procedures, so what remains is the last investments in outfitting the LNG bunkering pier and the first handful of customers sailing in! The development has been tremendous starting with early R&D on gas fuelled marine engines by Sintef-Marintek of Norway back in the ‘80s, followed up by the first LNG fuelled ships launched in January 2000 in the same country. This has matured into a total of about 50 sailing ships with another 50 on order. This means that in two years from now the industry will have significant operational experience with more than 100 ships, and if proven positive I expect an avalanche of LNG fuelled vessels will flush in before end of this decade. LNG saves fuel costs while curbing emissions significantly. So what is the catch? Did I oversee something along this rosy red road to a better and healthier environment? Maybe, but let me elaborate how I see this. No-one is against cleaning up the environment, but the LNG solution does require investment both onboard and in landside infrastructure, while the benefit of a cheaper fuel may not be routed directly back to the ship owner but rather to the charterer. So, contractual issues need to be resolved. Moreover, charter rates are historically low in many markets leaving owners in distress. Still, I believe LNG fuel will come online also within Asia in spite of the fact that gas is more expensive here than in the EU and North America, and we do not have an IMO-imposed emission control area. The reason for my optimism resides in the fact that a lot of new LNG will soon be available in the region, and on top of that there are regional mechanisms that may make LNG fuel directly financially attractive.

LNG fuel has of course got its competitors being for instance scrubbers or low sulphur fuel, so there is no ‘one size fits all’ solution for ship owners who want to be ‘green’ and save fuel. Another interesting reflection is that when our Singapore office first launched the idea of LNG fuel or other emission abatement technologies some years back, our audience was small and dominated by academia. Today this is on most owners’ agendas, although the investment decisions still will take some time. But we have initiated some great collaboration projects in Asia and the Pacific which in detail have scrutinised the various aspects of introducing a novel fuel like LNG to ships. To conclude, there is an interesting forward movement on the use of LNG in Asia, and if the LNG prices drop a little bit LNG fuel will be embraced by ship owners and regulators alike! ∎

Henning Mohn, Head of Shipping Advisory, DNV GL Singapore.

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ISSUE 02. 2014

OPTIMISED OPERATIONS Inmarsat brings unrivalled high-reliability, premium quality global voice and data connectivity. This facilitates ultra-reliable ship-to-shore communications, linking shore side experts to your crew and seamlessly connecting your office with your fleet.

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MANAGED SERVICE With Inmarsat, youâ&#x20AC;&#x2122;re not just getting cutting-edge maritime connectivity and technology, you have the backing of a global team of highly skilled technicians with over 30 years maritime experience. They advise on end-to-end network agnostic solutions that help you optimise your maritime business.

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Inmarsat offers your ship a highly evolved maritime communications ecosystem which makes every trip or voyage more efficient, safer and more productive. In short, just a lot smarter. Visit inmarsat.com

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FATHOM INSIGHT MARCH 2014