CSI Autumn 2022

CALM AFTER THE STORM

The latest initiatives embracing IMO’s looming environmental measures

JOINING THE SMART SET

How technology is transforming the route to decarbonisation

FUEL FOR THOUGHT Can sustainable, flexible feedstock be the answer to reducing emissions?

ONLY EVENT AIMED AT THE ENTIRE BULK TERMINALS INDUSTRY

Each year with a full programme focused on the concerns of operators the ABTO Bulk Terminals conference offers sound practical solutions for improving safety, streamlining operations, ensuring environmental protection as well as a market analysis and development opportunities

and crucially how the wider industry serving them can provide solutions.

top of the continuing effects of covid, the war in Ukraine will create massive changes in bulk trade flows. Bulk Terminals

Riga will fully examine the impact of the conflict

bulk terminal operations

discuss

and

Local

Sandra Speares Editor, Clean Shipping International

BUILDING BLOCKS TO LASTING CHANGE

As the next round of legislation on climate change moves steadily closer, there are new solutions covering all sorts of sectors coming off the line almost daily. The sheer scale of the task is daunting, given the size of the marine fleet, to consider just one sector.

At the same time, there have been concerns that the movement towards cleaner fuels might be affected by outside issues such as the war in Ukraine, which has had a profound effect on energy movements and the ability to source fuels to replace supplies normally available through Russia.

The replacement fuel of choice has also been a matter for debate among companies active in the sector. Liquefied natural gas (LNG) and hydrogen are just two possible solutions and in this edition we look at some of options on offer – and who is committing to which alternative.

LNG, for example, is already well established as an alternative fuel and some players are set to follow this route through to its synthetic production down the line. While there remain concerns about availability and wider application of some alternative forms of energy supply – as well as the use of low- sulphur fuels and their effect on engines – many players feel that using a solution such as LNG might be a better short- to medium-term solution as the industry transitions from natural to synthetic products. LNG has had earlier take up with the industry before the heat was on regulation-wise so it also benefits from being ahead of some other products in terms of the infrastructure in place.

Looking down the line, uncertainty remains about what the alternative fuel market will look like as future rafts of legislation come into force, but many are advocating the use of solutions that already have the necessary infrastructure in place for conversion to synthetic products in the future, so the industry does not have to reinvent the wheel.

While the shipping industry has often been accused in the past of lagging behind when changes need to be made, many feel that market players are now aware of the need to move to practical solutions as quickly as possible and the time for academic debates is over.

Pressure on environmental issues is unlikely to diminish and owners and operators will need to apply some innovative thinking, both in terms of their immediate response to the issues and also their decisions on future energy supply.

As is mentioned in this edition, while the building blocks are there for the next stage of energy development, there are also liable to be a number of innovative solutions that have not yet been revealed, but which may have a pivotal role to play in the future as we move away from a traditional approach to energy supplies.

We hope you enjoy reading about some of the new developments in the clean shipping arena.

THE SCRUBBER MAKER

Our new U-Type scrubber system is weatherproof for outdoor installation adjacent to the existing casing/funnel. This enables substantial savings in instal lation cost and less than 14 days off-hire in most cases. The system is based on the well known open tower energy effi cient design from our inline scrubber and comes with an identical easy to use HMI system with remote access.

Our patented combination of carbon cap ture and parallel production of hydrogen is unique, as it merges two operations in one combined process. The ESTECH system provides cost-efficient CO2 cap ture and optimal Power-to-X integration between CO2 capture and hydrogen production – all based on green electrical power with no thermal heat requirement.

FROM THE

40 INTERVIEW

Steve Esau,

WELCOME

Operating

ALTERNATIVE FUELS: NEWS

ALTERNATIVE FUELS: VIEWPOINT

Ulrik Dan

ALTERNATIVE FUELS: VIEWPOINT

Brian Coyne,

ALTERNATIVE FUELS: VIEWPOINT

TECHNOLOGY:

INSURANCE

The

BALLAST WATER

WIND POWER

propulsion

Key benefits

Don Gregory Director,

Gas

NO SIMPLE ANSWERS, NO SILVER BULLETS

The EU Commission appears to be prisoner to ideology and non-governmental organisation (NGO) influences, seemingly ignoring science, engineering and the evidence in the formulation of policy on tackling maritime emissions.

The policy on dealing with sulphur emissions became evident in 2014 at an inaugural meeting of the European Sustainable Shipping Forum (ESSF). Representing Directorate General Environment, Rosa Antidormi stated she did not support exhaust gas cleaning systems (EGCS) and would not be swayed by claimed benefits and evidence. The bias against EGCS is apparently heavily influenced by NGOs uninformed claims that some fuels are “dirty” fuels and by inference some fuels are “clean”.

At the recent Rostock Large Engine symposium, scientists and engineers described the challenges presented by combustion of a variety of fuels and even the leakage of so-called clean fuels into the stratosphere, creating significant greenhouse gas (GHG) climate forcing. The inconvenient truth is that combustion creates products of combustion, many of which contribute to negative air quality effects.

There appears to be a lack of informed and in-depth strategic policy development. Poorly thought through and uninformed policy has consequences for all of us, as it creates incorrect beliefs among the general public and affects business and investment decisions.

EGCS technology has suffered more than many marine technologies in its development and application. This recently came to a head with the EU Commission, under the guise of global consistency, proposing guidance for the risk and impact assessment of sensationalist verbal statements at the International Maritime Organisation’s recent environment committee meeting (MEPC 78), such as claims of “increasing evidence of toxic effects” caused by EGCS discharge water.

Some of the statements were made by the deputy chairperson of the subcommittee on pollution prevention. A combination of bias and lack of impartiality is truly unacceptable. EGCSA invited a right to reply, asking the deputy chairperson of PPR to reveal the source of the claims so that EGCSA could have the opportunity to verify the veracity of

the data. Unfortunately, there has been no response to the EGCSA request.

Why does the approach being demonstrated by the EU Commission matter? At the Rostock symposium, eminent scientists and engineers came together to discuss how maritime is going to achieve a net-zero carbon future with only 28 years to 2050.

Key takeaways included:

» For the foreseeable future, the large marine diesel engine is the only realistic prime mover.

» Fuel choices are limited and have already been narrowed down to methanol, ammonia and methane.

» Carbon will be an essential component of a high-energy density fuel.

» Diesel engines will continue to emit harmful emissions no matter the fuel of choice.

The brutal truth of the challenges ahead is that there are no simple answers, no silver bullets and no switch-on solutions. In such circumstances, there is no room for ideology or pre-conceptions to overrule sound science, superior engineering and deep evidence-based routes to zero emissions.

Since 2020, some 30% to 40% of ship bunkers have been high-sulphur residual fuel with sulphur emissions dealt with by using wet EGCS. That segment of shipping has made a net contribution of at least 5% lower GHG emissions on a well-to-wake basis when compared with the fleet that switched to lower sulphur fuels. Simply speaking, lower sulphur fuels have on average at least 5% of additional CO2 embedded into the finished product due to energy of refinery processing. Contributions to reducing GHG emissions today mean that the task is slightly less onerous in the future.

The Rostock symposium emphasised there will be a significant requirement to deal with GHG forcing agents and effects on air quality when considering new fuels.

So let’s dispose of ideology and bias. Let’s work together to enable the new fuels to become the solutions to a net-zero fossil carbon future while managing to hold back the inevitable consequences of fuel combustion in a marine diesel engine. If there are side effects, let’s deal with them in a transparent, cost-effective way and avoid extinguishing technology because it does not fit the current belief set.

GLOBAL NEWS ROUND-UP

While there has been plenty of interest in exploring new fuel solutions to address the climate crisis, industry players differ in how they consider the issue ought to be addressed.

Hydrogen has a crucial role in decarbonising the world’s energy system, but uptake will be too slow. Governments need to make urgent, significant policy interventions, according to a new report by DNV.

In Hydrogen Forecast to 2050, DNV predicts the amount of hydrogen in the energy mix will be only 0.5% in 2030 and 5% in 2050. However, to meet the targets of the Paris Agreement, hydrogen uptake would need to triple to meet 15% of energy demand by mid-century.

“Hydrogen is essential to decarbonise sectors that cannot be electrified, like aviation, maritime, and high-heat manufacturing and should therefore be prioritized for these sectors,” says Remi Eriksen, CEO of DNV. “Policies do not match hydrogen’s importance. They will also need

to support the scaling of renewable energy generation and carbon capture and storage as crucial elements in producing lowcarbon hydrogen.”

According to the report, electricity-based green hydrogen – produced by splitting hydrogen from water using electrolysers – will be the dominant form of production by the middle of the century, accounting for 72% of output. This will require a surplus of renewable energy, to power an electrolyser capacity of 3,100 gigawatts. This is more than twice the total installed generation capacity of solar and wind today.

Blue hydrogen – produced from natural gas with emissions captured – has a greater role to play in the shorter term (around 30% of total production in 2030), but its competitiveness will reduce as renewable energy capacity increases and prices drop.

Global spend on producing hydrogen for energy purposes from now until 2050 will be $6.8tn, with an additional $180bn spent on hydrogen pipelines and $530bn on building

The search for green technology and cleaner fuels has seen a raft of companies forging partnerships

and operating ammonia terminals, according to DNV’s forecasts.

Cost considerations will lead to more than 50% of hydrogen pipelines globally being repurposed from natural gas pipelines, as the cost to repurpose pipelines is expected to be just 10-35% of new construction costs. Hydrogen will be transported by pipelines up to medium distances within and between countries, but not between continents.

Global hydrogen trade will also be limited by the high cost of liquefying hydrogen for ship transport and the low energy density of hydrogen. The hydrogen derivative ammonia, which is more stable and can be more readily transported by ship, will be traded globally.

Early uptake of hydrogen will be led by hard-to-abate, high-heat manufacturing processes, such as iron and steel production that currently use coal and natural gas. Hydrogen derivatives, such as ammonia and methanol, are key to decarbonising heavy transport such as shipping and aviation, but these fuels won’t scale until the 2030s, according to DNV’s forecasts.

Hydrogen will not see uptake in passenger vehicles and only limited uptake in power generation. Hydrogen for heating of buildings will not scale globally, but will see early uptake in some regions that already have extensive gas infrastructure.

“Scaling hydrogen value chains will require managing safety risk and public acceptance, as well as employing policies to make hydrogen projects competitive and bankable. We need to plan at the level of energy systems, enabling societies to embrace the urgent decarbonisation opportunities presented by hydrogen,” adds Eriksen.

MEPC CONCERNS

Following the MEPC78 meeting in June, Noah Silberschmidt, CEO of clean technology company and air lubrication provider Silverstream Technologies, commented: “Following MEPC78 earlier this month, there has been some disappointment about the failure to agree on revised

greenhouse gas targets and with the decision to not take forward a proposed research and development fund for the shipping industry.

“However, while we might have collectively welcomed a more concrete outcome from the session, the fact that the International Maritime Organization is slowly but steadily coming to an agreement on a carbon price is a positive indicator of the seriousness with which decarbonisation is being taken.

“Implementing a carbon price in shipping would be a serious step forward, but one that carries its own associated challenges we must solve. A carbon price that isn’t also accompanied by efforts to solve the fundamental challenge of vessel design efficiency is an unaffordable blind alley for decarbonising shipping. Any price mechanism on carbon must be accompanied by an even greater focus on vessel efficiency and – importantly – the technology solutions that can create a greener, cleaner fleet.

“Leading owners are recognising this, which is why clean technologies are now rightly being seen as integral to any decarbonisation efforts the industry undertakes.”

ENERGY INITIATIVE

GAC Norway has signed up to play a vital role in a major Norwegian hydrogen energy project as part of the GAC Group’s commitment to sustainability and accelerating decarbonisation across the wider maritime industry.

The HyValue initiative will look to develop knowledge, methodology and innovative solutions for the production of hydrogen energy carriers in a bid to further Norway’s transition to a lowemission society.

The project is being led by NORCE, one of Norway’s largest independent research institutes, and will receive funding of NOK15m per year until 2030 from the Norwegian government’s Ministry of Petroleum and Energy.

GAC Norway will use its experience to support the HyValue initiative for the development of strategies for the storage, handling and bunkering of hydrogen in maritime applications.

It will also assist with the development of maritime logistics and supply chain mechanisms, as well as understanding regulations and financial incentives to promote the advantages of hydrogen as an alternative fuel source for shipping.

Norway’s HyValue initiative will develop innovative solutions for the production of hydrogen energy carriers

WORKING FROM HOME

Maritime people expert Spinnaker has revealed the results of their Remote and Hybrid Working report, with 86% of respondents stating that they have introduced some form of remote working, postpandemic.

Almost half (45%) of respondents now have a formal policy in place for remote working arrangements. The most popular working pattern is a hybrid approach allowing two days at home per week, which has been adopted by 31% of employers.

Geographically, the top regions that have embraced remote working are the UK, followed by Singapore and the US. The majority of respondents (70%) confirmed their remote working arrangement applies to all employees, with some advising that line manager approval is also required.

Of the respondents that have not yet adopted remote working arrangements, 40% say they are either open to the idea or looking to implement a policy in the near future.

Phil Parry, chairman and co-founder of Spinnaker says, that while some employers have been reluctant to introduce new arrangements, market realities are biting: “The employment market has vastly changed. Attracting and retaining talent has become harder post-pandemic – in part thanks to the ‘great resignation’.

“In an increasingly competitive market to retain and recruit talent, salary is no longer enough to entice candidates to join a company – or to stay once they’ve come aboard. Embracing remote/hybrid working has become almost a necessity. On the positive side, it’s a great way to motivate staff, boost their wellbeing and to show that they are trusted.”

The Remote and Hybrid Working report was prepared in June 2022, with responses provided by members of the Maritime HR Association.

PLASTIC WASTE

Classification society Bureau Veritas has awarded an Approval in Principle (AiP) to the Manta, a pioneering vessel offering solutions for collecting and repurposing floating plastic waste in areas of high marine litter concentration, in the coastal waters of most affected countries and near the estuaries of major rivers.

The vessel, due to set sail at the end of 2025, was developed by Manta Innovation, the integrated engineering design office of NGO The SeaCleaners, with the support of naval architects at Ship-ST and LMG Marin.

A 56m long, 26m wide and 62m high sailing ship, the Manta will be equipped with an on-board factory, including a waste-to-energy conversion unit. The vessel will be the first concentrated ecology and technology factory ship capable of collecting and processing floating ocean waste en masse before it gets fragmented, starts to drift and

penetrates the marine ecosystem in the long term.

The Manta will be powered by a combination of renewable energy technologies to minimise its carbon footprint and achieve 50-75% energy autonomy. It will also serve as a stateof-the-art scientific laboratory for the observation, analysis and understanding of ocean plastic pollution and as an educational platform open to the public.

Yvan Bourgnon, president and founder of the SeaCleaners, says: “Marine plastic pollution is a global ecological disaster that requires urgent action now both on land and at sea. We are grateful that the Manta was awarded the AiP from Bureau Veritas. This represents a major milestone for us and shows the solidity of our approach to tackle plastic pollution as we are about to enter a new development phase of the Manta with the upcoming launch of the call for tenders to shipyards.

Bureau Veritas delivers AiP to the Manta, an innovative clean up vessel

“More than 45,000 hours of study and development, involving 60 plus engineers, technicians and researchers have led to this endorsement. It gives ourselves and our current and future partners confidence to look at the next steps.”

BV’S BIOFUEL READY

Bureau Veritas has also released a new “Biofuel Ready” notation to support the wider deployment of biofuels in the shipping industry. The class society says the notation will help the maritime industry address the main challenges related to the use of biofuels by ships, providing requirements to ensure ship safety and environmental compliance.

The notation aims at helping shipowners to be prepared for the use of biofuels or biofuel blends. It provides a set of requirements, and outlines a comprehensive methodology for the required documentation and testing, taking into account the fuel’s technical specifications.

The notation certifies that the conditions to use biofuel onboard a ship have been successfully met – and any testing to check nitrogen oxide (NOx) emissions (if applicable) has been completed satisfactorily. The notation can be applied to both new and existing ships.

Bureau Veritas expects that this new notation will enable shipowners to take advantage of their preliminary work with the use of biofuels, while also helping them to be prepared in order to obtain Flag Administration acceptance with regards to MARPOL Annex VI requirements on NOx emissions.

Laurent Leblanc, senior vice president technical and operations at Bureau Veritas, comments: ”As one of the few fuel options available today to reduce greenhouse gas emissions from existing fleets, the use of biofuels by the shipping industry is growing rapidly. I am proud that we can now help shipowners deploy these innovative fuels on their vessels, while ensuring that all safety and regulatory requirements are met.

“This new notation is an important addition to the existing toolbox on the road to the IMO’s 2030 and 2050 GHG and carbon reduction targets. It

is also an example of our continued commitment to supporting our clients on their decarbonisation journey, by providing the independent expertise and validation that helps the industry safely progress innovative solutions.”

AIP FOR AMMONIA UNIT

An industrial scale concept for a floating production unit to produce green ammonia at sea has secured Approval in Principle (AiP) from DNV, affirming the technical feasibility of the design.

The so-called P2XFloater concept, developed by Norway-based H2 Carrier, is based on the conversion of an existing very large gas carrier into a floating, production, storage and offloading unit (FPSO) that can serve to produce environmentally friendly ammonia for the local or for the world market.

The FPSO would source electricity from a wind farm or other renewable source to provide power for electrolysis of seawater to produce the hydrogen as input to the so-called Haber-Bosch process, which produces liquid ammonia by combining hydrogen and nitrogen of under high pressure and high temperature. The required nitrogen would also be produced onboard the FPSO.

DNV’s vice president, business development for floating production,

Conn Fagan, says the AiP covers all aspects of the integrated vessel concept including structural integrity, mooring, ammonia production, ammonia storage and cargo handling.

“For application of the concept in future projects, detailed engineering studies will of course need to be carried out with particular attention to addressing the hazards associated with ammonia and hydrogen for a particular layout and location,” Fagan says.

“The innovative P2XFloater concept provides a low-cost, fast-track and flexible solution to produce green ammonia on an industrial scale and at a competitive price. Market demand is rapidly increasing primarily due to the decarbonisation of the industrial and maritime sectors,” says Mårten Lunde, CEO of H2Carrier.

HEAVY VESSEL FIRST

Vallianz Holdings has joined forces with Ulstein Design and Solutions, Shift Clean Energy and Bureau Veritas to collaborate on the design and construction of a heavy transport vessel (HTV) that will be the first of its kind in the global offshore wind industry.

Designed for worldwide operations, the HTV will be deployed for the transportation of structures such as monopiles, jackets, transition pieces and turbine blades to support

Design rendering of the Heavy Transport Vessel

SMART CHOICE: US $100 MILLION INVESTMENT IN SCRUBBER TECHNOLOGY

PAID OFF IN 3 YEARS WITH FUEL SAVINGS BENEFITS TO EAGLE BULK SHIPPING

New Jersey-based CR Ocean Engineering outfitted most of Eagle’s fleet of supramaxes and ultramaxes.

PARSIPPANY, N.J., May 19, 2022 (Newswire.com) – A 2018 strategic decision to install CR Ocean Engineering (CROE) Scrubbers has proven to be an environmentally sound and profitable decision for Connecticutbased Eagle Bulk Shipping (NASDAQ: EGLE) with an expected payback on investment by the year’s end.

According to a TradeWinds [https://bit.ly/3KkyLdO] interview with CEO Gary Vogel and Chief Strategy Officer Costa Tsoutsoplides, Eagle Bulk answered the MARPOL 2020 0.5% emissions ceiling with a strategic decision to invest in marine exhaust scrubber technology. A $100M investment equipped 47 ships with scrubbers – 89% of its fleet of supramaxes and ultramaxes.

Nicholas Confuorto, at the helm of CROE at the time, congratulated Eagle Bulk Shipping. “It brings us great satisfaction to have helped reduce emissions while helping our clients recoup their investment in our technology. Their vision is now paying off. As an additional benefit, this success comes at a lower carbon footprint than using low sulfur fuels.”

The numbers speak for themselves.

“With $60M of fuel savings back in its coffers and spreads between highsulfur and low-sulfur fuels again on the

rise, Eagle Bulk believes it can recoup its total outlay before 2022 is over.”

“We’re very happy with where we are, especially given the challenges of 2020 with Covid-19 and lower fuel spreads,” Mr. Vogel said.

Mr. Vogel praised the CROE scrubbers, saying that they “were performing well beyond expectations, with some even cleaning to a level of 0.1% sulfur rather than the mandated 0.5%... their reliability has been outstanding,” he said while praising CROE, the manufacturer of the scrubbing systems.

A broad range of studies has shown that using High Sulfur Fuel Oil with a scrubber results in a lower “well to wake” carbon footprint than using Very Low Sulfur Fuel Oil or even MGO. A paper published by the Elsevier journal Transportation Research [https://bit.ly/3sR0exV] suggests the switch from highsulfur fuel oil (HSFO) to very lowsulfur fuel oil (VLSFO) may have increased global carbon output by 323 million metric tons per year – almost one-third of shipping’s carbon footprint – because of increased refinery emissions from the desulfurization process.

CROE scrubbers can be installed in new ships or retrofitted into existing fleets. “They are the perfect solution for cruisers, ferries, RoRos, and many other vessels,” Mr. Confuorto added.

ABOUT CR OCEAN ENGINEERING

CR Ocean Engineering, LLC. offers its proven exhaust gas scrubbing technology as an economic alternative to the high-priced low sulfur fuel, providing the necessary reliability and the assurance of meeting the 0.1% sulfur fuel equivalency when burning highsulfur, lower cost fuels.

CR Ocean Engineering Exhaust Gas Scrubbing Technology: ideal for cruise ships, ferries, bulk carriers, containerships, RoRo and others.

(973) 455-0005,

123

Privately held manufacturer of marine exhaust emissions technology, tracing its roots

1917

offshore wind farm projects, as well as heavy structure modules for liquefied natural gas and carry out floatover operations of offshore structures.

Featuring zero emission capability, the DP-2 vessel will be the first of its kind, as it will be driven by a hybrid power system consisting of alternative dual fuelled engines and a fully-classed battery energy storage system. In addition, the HTV features the proven Ulstein X-Bow®, which contributes to reduced energy consumption and provides more comfortable and safer operations when sailing through waves.

With an overall length of 173.6m, the customised Ulstein HX120 design will have a free deck length of 145m. With her large deck area of more than 6,000m2 and deck strength of 25 tonnes per m2, the new HTV can carry cargoes of up to 32,000 metric tonnes. This includes very large structures and modules, such as monopiles, transition pieces and jacket foundations.

The design of the HTV has been developed by the Dutch design office of Ulstein Group, which is headquartered in Norway. The HTV’s electric battery system is to be provided by Canadian-based Shift, while the vessel will be classed by Bureau Veritas.

Construction is expected to take up to 26 months, with planned completion by the end of 2024.

As the size of offshore wind turbines increase, the component parts will have to be larger. Together with the considerable global growth of the offshore wind market, this means much larger vessels will become the preferred mode of transportation while the sheer number of forecasted foundations will also require more such vessels.

This is one of the main reasons a recent analyst report on the HTV market concluded that the current supply of HTVs worldwide will be insufficient to cater to the expected demand for such vessels in the next few years.

DECARBONISATION DEAL

Shell and CMA CGM Group have signed agreements that will see them work closely together to accelerate decarbonising the marine sector. This includes a multi-year liquefied natural gas (LNG) supply agreement, which will supply LNG to CMA CGM’s 13,000teu vessels in the Port of Singapore, starting from the second half of 2023.

The simultaneous operation LNG bunkering will be undertaken by FueLNG, a joint venture between a unit of Shell in Singapore and Keppel Offshore and Marine Ltd utilising FueLNG Bellina that is already in operation and an 18,000m3 LNG bunker vessel that will come into service in 2023,

further enhancing the reliability of its LNG bunkering operations.

Tahir Faruqui, general manager, head of downstream LNG at Shell, says: “CMA CGM continues to see the potential in LNG as a marine fuel, so it is a hugely positive step to be extending our supply commitments in this area. By using LNG as a marine fuel, the industry immediately places itself on a decarbonising pathway. LNG is a fuel in transition and offers a credible pathway to liquefied biomethane and the hydrogen-based fuel liquefied e-methane; both having the potential of being net zero.”

The two firms have also signed a Memorandum of Understanding that encompasses: the advancement of low-carbon marine fuels, such as liquid biofuels, bio/e-methane (to LNG), bio/e-methanol, for new and existing vessels; and the delivery of innovative solutions, which include LNG and hydrogen blending, methane slip abatement technologies and fuel cell technology development exploring voluntary and mandated trading mechanisms for carbon credits and joint advocacy for net zeroemissions policies.

Representatives from Vallianz, Ulstein, Shift and Bureau Veritas attended a signing ceremony held at Ulstein’s office in Rotterdam, in the Netherlands

Shell

CMA CGM

CYGNUS: NEW EX CERTIFIED THICKNESS GAUGE REVEALED

The wait is finally over. Lucky visitors to our stand at The Materials Testing Exhibition in Telford, UK earlier this month, were first to see the muchanticipated, new Cygnus EX-certified product in the flesh. Now, it’s time to reveal what the new Cygnus 1 EX Intrinsically Safe Ultrasonic Thickness Gauge is all about.

A-scan, comprehensive data-logging and manual measurement mode, which brings Cygnus’s “Intrinsically Safe” offering up to speed with Cygnus’s most advanced gauges.

First of all, the three measuring modes that we are familiar with among Cygnus’s surface range, designed for varying levels of corrosion, multiple materials and through-coat measurement capability, are now built into this new gauge and available to hazardous and explosive environments.

Measurement verification and recording are also far more advanced. The addition of Live A-Scan and B-scan allows precise measurement verification with on-screen visuals via the large 89mm outdoor-readable display, and the comprehensive datalogging feature ensures seamless data analysis and report generation.

For equipment that contains electronic components including batteries, the Intrinsically Safe protection concept ensures that under both normal uses and with applied fault conditions, no arc or spark can be generated and no component can heat up enough to cause an explosion.

Intrinsically Safe design criteria includes:

» The output energy at the terminals is limited so a spark cannot ignite an explosive atmosphere.

» The equipment must be anti-static and not be able to hold a static electricity charge.

» Voltages must be electrically “clamped” to safe levels.

» The use of redundant safety components.

This rugged, IP67-rated, intrinsicallysafe instrument is specially designed to take reliable thickness measurements in Zone 0 Explosive Atmospheres, including;

Oil and gas

Mines

Chemical plants

Fuel depots

Road tankers

Oil and gas tankers

Explosive atmospheres

Hazardous storage tanks

WHAT IS SPECIAL ABOUT THIS LAUNCH?

Like its predecessor, the Cygnus 1 EX is the only one of it’s kind in the world certified to ATEX, IECEx, UKEX for Zone 0 and NRTL for Class 1, Division 1. But the EX takes a giant leap forward, offering impressive new selectable features, including live

You’ll find the entire gauge, from how it sits in your hand, to collecting and storing measurements, is entirely geared towards the best user experience, making inspection quick and easy, despite the challenging environment. Four new function keys are purposely integrated to maximise ease and speed of control, four dynamic screen views aimed to suit user requirements, with a user access feature to prevent access to protected features.

WHY IS AN INTRINSICALLY SAFE CERTIFICATION SIGNIFICANT?

Carrying out inspections with testing equipment certified to a suitable protection level is vital to ensuring the testing operation does not jeopardise the safety of hazardous environments. Unfortunately the crucial difference between “Explosion Proof” and “Intrinsically Safe” is often misunderstood and could cost lives. It is important to understand which is the correct equipment, and where to use it.

» If a battery or component fails, it should not produce high temperatures that could be incendiary.

In both IECEx, ATEX and North American systems, intrinsically safe equipment can be used in any zone or division with the correct equipment protection level.

Read our full guide on our website (see below) to understand zones, divisions and “Intrinsically Safe” vs “Explosion Proof”.

The Cygnus 1 EX, like all Cygnus products, is manufactured in the UK and holds the UKCA mark.

For more information, contact: Tel: +44 (0) 1305 265533

Email: sales@cygnus-instruments.com

Quote CSI22 for 10% off a gauge. cygnus-instruments.com

EGCS

DHT INVESTMENT

Tanker operator DHT has announced that it has expanded its investment in scrubbers, with new systems added for its fleet.

The company has committed $25m to retrofit an additional 8 vessels with scrubbers. The vessels are DHT Colt, DHT Jaguar, DHT Leopard, DHT Lion, DHT Panther, DHT Puma, DHT Stallion and DHT Tiger. All the vessels are of eco-design and built between 2015 and 2018.

The company expects to commence the retrofit program in Q4 2022 and complete during Q1 2023. The combination of lower cost and the current higher fuel spreads makes this a compelling investment. The investment will be funded with liquidity at hand hence no new debt will be issued. Following the completion of this project, the company will have 23 vessels fitted with scrubbers.

IMO APPROVES MEASURES

The International MMaritime Organization’s (IMO’s) SubCommittee on Prevention of Pollution (PPR)  has been considering issues related to discharge from exhaust gas cleaning systems (EGCS). The Marine Environment Protection Committee (MEPC) recently approved:

» MEPC Circular on 2022 Guidelines for risk and impact assessments of the discharge water from exhaust gas cleaning systems, to provide information on recommended methodology for risk and impact assessments that Member States should follow when considering local or regional regulations to protect the sensitive waters/ environment from the discharge water from EGCS.

» MEPC Circular on 2022 Guidance regarding the delivery of EGCS residues to port reception facilities, providing best practices intended to assist both ship operators and port States in assuring the proper management and disposal of EGCS residues and stored discharge water from EGCSs into port reception facilities. In 2021, the MEPC adopted the updated Guidelines for exhaust gas cleaning systems (MEPC.340(77)), which specify the criteria for the testing, survey, certification and verification of EGCS as well as discharge water quality criteria.

As environmental lobby group KIMO pointed out following the meetings EGCS discharge water contains various contaminants such as sulphur oxides, nitrogen oxides and other mixtures originated from the engines exhaust gas. It was noted that the mixtures of compounds when discharged overboard were identified to have negative impacts on the marine environment. Accordingly, many countries have been regulating the discharge of wash water from open-loop scrubber in their territorial water and port limits via their national legislation.

A SPRINGBOARD TO THE FUTURE

Shipping’s decarbonisation pathway is so complex that it’s vital that we have a wide range of tools at our disposal. From new fuels to clean technologies, the industry is currently weighing up a range of ways that it can decarbonise quickly and profitably. Thankfully – and arguably despite popular perception – some of the solutions that will underpin maritime decarbonisation are based on already understood technologies, giving the sector a vital “leg up” in its race to meet environmental targets.

Stepping back to examine the picture holistically, it is widely understood that because of supply and infrastructure developments, low-carbon fuels may not be financially viable in the short term. Moreover, these fuels will require significant modifications to ship designs, and many will require exhaust gas treatment specific to their chemical composition.

For example, N2O is a by-product of the combustion of ammonia and is likely to be

covered by future Energy Efficiency Existing ship Index (EEXI)/ Energy Efficiency Design Index (EEDI) emissions limits, according to International Association of Classification Societies 2021 annual review.

When scrubbers were first brought to market by Wärtsilä in 2009 to tackle sulphur oxide (SOx) emissions, it began a process of rapid technology development, which has now left the industry with a perfect platform to tackle other emissions from shipping beyond sulphur – and even tackle the biggest challenge of all in CO2

We need technology solutions that can match these new emissions challenges. This is reflected in Wärtsilä’s own portfolio of exhaust treatment solutions.

Alongside SOx scrubbers, we brought to market selective catalytic reduction systems (SCR) and exhaust gas recirculation (EGR) to reduce nitrogen oxide (NOx) emissions, and we are now adding Particulate Matter (PM) filters, ocean microplastic filters and, next in line, carbon capture and storage (CCS) functionality.

The road to decarbonisation is a long one, but the shipping industry already has the tools available to ensure it reaches its goals, says Wärtsilä’s Sigurd Jenssen

Sigurd Jenssen Director, Exhaust

Wärtsilä

CCS development

From conversations we are having with partners, customers and other key influencers, there is already a great interest for CCS onboard ships. In line with our mantra to tackle multiple pollutants from shipping, we are currently testing a 1mw CCS system at our research centre in Moss, Norway, which will handle the exhaust of any fuel containing carbon, including heavy fuel oil and liquefied natural gas.

Initial results prove that this technology can meet our ambition of capturing around 70% of CO2 at the point of exhaust – a level chosen in line with International Maritime Organization targets to reduce the same figure of CO2 per vessel. One of our next key steps is to conduct a pilot retrofit installation of our CCS technology on Solvang’s 18,000 DWT ethylene carrier Clipper Eos by 2023.

The system being developed includes a standard scrubber to remove SOx and an absorber containing the solvent that then removes the CO2. This is stripped off in

a second part of the system and then liquified for storage.

Depending on the fuel, there will be different forms of pre-treatment required, both improving the efficacy of the capture process and reducing overall emissions.

The benefit of a solvent-based scrubbing method is that it is widely used and there is established research to draw on. This huge resource of information about chemistry from other industries will help to bring maritime CCS to market sooner.

Two of the main technical qualities we are looking for in solvents is their lifetime and the heat demand associated with stripping the CO2. Different solvents require different temperatures which has cost implications.

Wärtsilä Exhaust Treatment’s goal is to find a solvent that operates at a lower temperature so that the heat demand is lower, and we are also looking at open-source solvent supply so shipowners can source it anywhere in the world.

CO2 as a commodity

The liquified CO2 will be stored on tanks and off-loaded at port reception facilities. Every tonne of fuel burnt generates approximately three tonnes of CO2. As the density of liquid CO2 is 1.1, around 0.9 cubic metres of storage would be required for every tonne of CO2

The space for this is likely to be available on many tankers, but some cargo capacity may need to be sacrificed on bulkers and container vessels. For example, a carbon capture system on a 22,000teu container ship may require around 400teuU of cargo space.

Part of the challenge is to make the space sacrifices as small as possible depending on each vessel’s unique operational profile. We are already exploring the best possibilities for fitting the system and storage tanks onboard different types of vessels to ensure all sectors are served.

The cost of capturing CO2 would be somewhere between €50-70- per tonne. First movers will be able to sell their CO2 by tapping into fertilisers, packaging, or – if captured with the right purity – even food and drink streams.

Currently, permanent sequestration options are mostly in Northern Europe and North America, where the CO2 is pumped into deep geological formations such as depleted oil fields. We expect that there will be more sequestration projects developed within the next five to 10 years, and this will benefit shipping.

If all ships adopted CCS technology, sequestration would be a necessity for disposal of the CO2 captured.

Scrubbers in demand

Meanwhile, we continue to see strong demand for SOx scrubbers for both newbuilds and retrofits. From the latest reports, we estimate that around 4.2% of shipping’s global fleet has scrubbing technologies onboard. There were a few delays on retrofits last year, mainly due to the pandemic, but now we see the market picking up again. The newbuild market has been developing steadily over the last year.

There’s a clear correlation between the price difference between heavy fuel oil (HFO) and very low sulphur fuel oil (VLSFO) and the number of enquires we’ve been receiving over the last few months. That difference has reached around $550 per tonne, and Clarksons data recently indicated that a capesize bulk carrier operating in the spot market was earning twice as much with a scrubber than vessels without one as a result.

Compared with five or six months ago, shipowners have a better picture of the short-term opportunities and we expect that the second half of this year will see orders grow steadily and positively.

As shipowners continue their well-to-wake decarbonisation journey, we note that scrubbers provide a more environmentallyfriendly choice in the long term compared to other compliant fuels, including VLSFO. The significant quantity of water required to desulphurise marine fuel, as well as a more intensive refining process, for example, means that burning VLSFO can be 5-25% more carbon intensive than HFO.

A widening market

In recognition of these market advantages, we have pushed forward with technological developments, and last year we introduced the IQ Scrubber Series, which takes up 25% less space, is 30% lighter, and has 35% less volume compared to existing systems. This minimises the impact on a vessel’s cargo-carrying capacity, making it particularly beneficial for container ships where space is a key commercial priority.

In another demonstration of the wide perspective we take on sustainability, we unveiled a new system this year that uses exhaust gas scrubber washwater to filter microplastics from the world’s oceans. The system can capture particles smaller than 10µm at a captured concentration of around 76 particles/m3

Adding an abatement solution for microplastics to Wärtsilä’s portfolio further strengthens our commitment to make exhaust gas cleaning systems part of a modular platform that can enable further environmental technology innovations.

We are confident that adding a CCS module will bring further benefits in the near future. Along with the technological

and market development, legislation will be a key enabler. As of 2022, EEXI and CII have become the key tools from the IMO’s side, while the EU is planning to include shipping in their Emissions Trading Scheme (ETS) from 2023 and reduce greenhouse gas intensity from vessels by stimulating uptake of new fuels via its FuelEU Maritime initiative.

The EU ETS already contains a mechanism that allows for CCS adoption and use. FuelEU Maritime, however, does not, as its GHG intensity calculations are based on fuel consumption and not emissions released into the atmosphere. We anticipate that this will be fixed. A simple adjustment could be made to the formula that accounts for emissions captured at the point of exhaust.

Onboard carbon capture has the potential to provide major emission reductions from both existing and new vessels at a pace needed to decarbonise the industry in line with current ambitions and strategies. It also proves the benefits of long-term innovation because the experience gained from choices on scrubbers over the last three decades is what has positioned the sector to be able to implement CCS at scale.

YARA MARINE: INVESTING IN THE FUTURE

As shipping embarks on its ambitious route towards decarbonisation and net zero, shipowners and operators are faced with the challenge of effectively mobilising limited resources to achieve long-term sustainability. This is not simply for compliance with ongoing or anticipated industry regulations, but a chance to remain competitive in a global market where consumers and suppliers are increasingly committing to reduce their emissions.

The question is no longer if transformation to greener operations is on the horizon, but rather when shipowners and operators should schedule their planned change in operating procedures.

Some timelines are already in place. The EU has revised its climate, energy and transport legislation to include maritime emissions under the emissions trading scheme (ETS). Coming into effect in 2023, this measure will result in shipowners and operators having to buy carbon allowances to cover all emissions during voyages in the EU and half of those generated by international voyages that start or finish at an EU port. Vessels above 5,000 GT that call at EU ports will begin by surrendering allowances worth 20% of their emissions in 2023. This will increase year on year and culminate in compensation for 100% of emissions by 2026.

The ETS ensures that decarbonisation efforts remain a priority for anyone transiting through EU ports. It also places a certain amount of pressure on shipowners and operators who may see funds set aside for greening their fleet redirected towards paying higher operating costs under a carbon tax. Although the EU is the first region to undertake a carbon tax, it is unlikely to be the last as countries seek to reduce their emissions in line with 2030 and 2050 emission goals.

As the pressure mounts to plan the overhaul of entire fleets and their operations, this is – in reality – financially and logistically nonviable. Many operators have had to

scramble as fuel prices soar, a longstanding global pandemic continues and geopolitical uncertainty rises. Furthermore, global labour shortages, resource shortages and longer queues for ship building and maintenance complicate the issue.

Faced with these challenges, shipping needs sustainable investment strategies that are flexible, responsive, and resilient to a rapidly progressing global landscape. Few can afford to discard an entire fleet in favour of multiple ships with the most efficient technology and fuel available. And even if they were to do so, in no way this guarantees that these vessels would not themselves be deemed obsolete as the industry rapidly transforms.

We must face the fact that preexisting long-term strategies could not have accounted for our current circumstances, nor can we predict further amendments in the future. Instead, we must build strategies that account for our existing global fleet that are immediately effective and carry the potential to be upgraded to fit future goals within the industry.

SIMPLE SOLUTIONS

While no single silver bullet exists for these issues, the maritime industry already has viable solutions at hand. The simplest solution to both increase financial viability and reduce emissions is to optimise fuel efficiency.

Existing technological solutions, such as Yara Marine Technology’s (YMT) FuelOpt, can assist companies in managing and recording fuel consumption, maximising fuel efficiency without increasing the administrative burden on crews. This not only ensures that every drop of fuel saved helps minimise costs and maximise efficiency while taking a step towards cleaner operations, but also frees up crew to focus on other tasks to ensure overall vessel compliance.

Given infrastructural challenges to bunkering alternative fuels, scrubbers grant shipowners and operators the flexibility necessary to use cost-

effective, existing fuels without compromising on greener operations anywhere around the world.

Our tailor-made SOx scrubber system portfolio offers open loop, closed loop, and hybrid designs in in-line and U-type scrubbers. Our modern YMT scrubbers are designed to deliver results in a modern operating environment, prevent over-scrubbing and use the exact amount of water required to help the vessel meet compliance standards. This cuts down on power consumption otherwise required for the scrubbing process, thereby saving energy and reducing any resulting emissions.

The YMT Ratio Control automatically monitors this process by continuously reading the Continuous Emissions Monitoring System’s (CEMS) ratio value to adjust the scrubber process pump pressure to set points that ensure vessel compliance while preventing over-scrubbing. We are committed to carrying our existing customers with us on our decarbonisation journey.

AN EYE TO THE FUTURE

We are exploring making our range of scrubbers compatible with emerging fuels. This will ensure that our technology can meet existing emission targets without being limited by the future fuel mix. As the International Maritime Organization enforces its incoming Energy Efficiency Existing Ship Index and Carbon Intensity Indicator, we plan to create adaptable technologies that empower this shift.

As one of the largest providers of green solutions within maritime, our goal at Yara Marine Technologies is to advance holistic solutions that account for existing circumstances and maximize future possibilities. We firmly believe that the maritime industry must use every available tool to advance energy efficiency and cleaner operations. As our industry invests in the transition to greener operations, each of us is also investing in a clean and sustainable future by saving our planet.

For more information, visit: yaramarine.com

PURETEQ: SCRUBBER SOLUTIONS FOR ALL SHIPS

Generation two and generation three scrubbers – what’s new? In short, superior energy performance and lower total cost of installation.

During the design of the generation two and the generation three scrubbers, PureteQ has considered all lessons learned from installing, commissioning and servicing many hundreds of scrubber systems across the globe. Research and development (R&D) was applied to reduce installation time and to avoid costly mistakes during the installation process, as well as to lower the cost of the scrubber system without compromising the quality. We have even broadened the scope of parts to include sensor pockets, probe quills, riser pipes, and so on that are otherwise hard to make on shipyards.

We also provide advice on OB pipe design and other details that have proved to be problematic on some scrubber systems. All of this comes with a lower price tag than before the pandemic, despite price increase in components and high alloys.

WE DESIGN, DELIVER AND COMMISSION BUILT-TO-FIT MARITIME SCRUBBER SYSTEMS

PureteQ has designed, delivered, and commissioned built-to-fit maritime scrubber systems for ships since 2014. We primarily designed for ships with up to 30mw installed power, but today our scrubber programme can support very big ships with up to 100mw installed power, as well as other ships of any size or trade pattern. All scrubbers come with optimised design and our famous user-friendly human machine interface system with realtime remote access.

We also design the smallest scrubber in the business for all loads. We have proven shorter installation time and a more digitalised and easierto-use product. Energy performance is among the best in the industry.

HOW TO CHOOSE A SCRUBBER DESIGN THAT MATCHES THE SHIP’S TRADE PATTERN

It has become ever-more complicated to choose a scrubber design to match the ship’s actual trade pattern. The most important factor for many shipowners is capital expenditure (CAPEX), but once installed operating expenditure (OPEX), technical performance and after-sales support become important factors.

CAPEX - In principle, there are three costs that comprise the total cost of installation: cost of the scrubber system, including main components; cost of installing the plant, including cabling and piping, as well as structural work; and, finally, cost of off-hire. When selecting which maker or design is the best for the vessel, one should always consider

the total installation cost and not merely individual costs. Because of high freight rates, the off-hire costs are, in many cases, by far the highest cost when installing a scrubber system. It is therefore of outmost importance to choose a scrubber design that is easy and fast to install and requires minimum changes to existing structures.

OPEX – The highest cost is fuel consumption of operating the seawater pumps, zero leak air fans and other scrubber-related equipment. First priority should be to evaluate the energy efficiency of the scrubber system – not only what has been said by the manufacturer when negotiating the contract, but also that the scrubber maker measures and reports the energy consumption. So far, there are just three scrubber makers in the world that measure energy

Our scrubber programme can support very big ships with up to 100mw installed power, as well as other ships of any size or trade pattern

consumption. The second priority is to ensure that the scrubber maker has been diligent when choosing components with the lowest possible life cost – not just the cheapest purchasing price.

Technical performance – First priority is to ensure that the scrubber system can regulate automatically for the lowest possible energy consumption at various loads, matching the trade pattern of the vessel. Some brand designs have constraints on how much the waterflow can be regulated and still clean the gas. Other brands have constraints in the functionality of the software, which is not easily fixed. Most scrubber makers have outsourced software to third-party suppliers, which do not always understand the needs on board a ship. At PureteQ, we take great pride in having the most advanced software developed and supported in-house by our proficient engineers. Most of the time, it is not necessary to be in physical attendance as most issues may be supported or fixed remotely.

After sales support - Today PureteQ is the world’s largest service provider for all brands of scrubbers. PureteQ has offices in Europe and Asia and from there, our trained marine engineers are

dispatched from the nearest location. Earlier this year, we opened a branch in Singapore to meet the increased demand for timely and proficient service of scrubber plants when bunkering. Day by day, the business is growing in this field.

We offer our clients free-ofcharge cloud-based software for environmental performance reporting and optimisation of scrubbers across fleets. It features the measuring of MARPOL compliance, operational performance, and environmental performance reporting, such as CO2 and sulphur. This software will allow crew training across ship/fleet, hence reducing OPEX, and we see crews competing on the operation of the scrubbers.

VISIONS FOR THE FUTURE

During the pandemic, the entire scrubber industry almost came to a standstill. A large part of Asia is still affected and some countries still have the highest number of infections since the pandemic hit the world. However, most of these countries have learned to live with it and take precautions to avoid further spreading the disease. The focus is now on moving from pollution towards climate change and

almost all shipowners of any size have pledged to a zero-carbon future.

The price span between heavy sulphur fuel oil (HSFO) and compliant fuel narrowed to a level where it was no longer financially viable to install or operate scrubbers and trade, as well as travel restrictions made it almost impossible to travel and commission scrubbers.

The scrubber market has gradually been picking up again, primarily because of the consistent high price span between HSFO and compliant fuel, but also because shipowners are convinced that it will take years before alternative fuel becomes available.

According to Sintef, ships operating on HSFO, and scrubbers, emit much less CO2 than ships operating on much more expensive compliant fuel (measured on a well-to-wake basis).

In other words, shipowners save money and at the same time they are reducing the carbon footprint – what’s not to like? The trend is still to request open-loop scrubbers, as most of the fuel is consumed at high sea. It is also a trend to go for simple-to-use and fast-to-install scrubber systems. It is not only shipowners who have already installed scrubbers that are in the market for more scrubbers, but also new shipowners that have suffered from higher fleet operating costs than those of scrubber-fitted ships.

There is a long way to go before the new CO2 reduced fuels are available on the market and, in any case, it is of great importance that we all become more energy efficient and make use of whatever technology is available to reduce climate change.

PureteQ Group is committed to continuously invest a major part of our earnings in R&D to provide optimisation of existing technologies, as well as new technologies within the fields of carbon capture and power-to-x.

For more information,

Michael Mouritzen,

AN ANALYTICAL APPROACH

ShipIn Systems, the visual fleet management platform provider, has been selected to join the Waypoint programme – an initiative of Safetytech Accelerator, established by Lloyd’s Register.

The Waypoint programme is dedicated to improving the commercialisation of revolutionary safety and risk management technologies in the marine industry.

Throughout the 12-week process, ShipIn will collaborate with experienced mentors to refine its market positioning, expand customer reach and receive support for piloting the use of its FleetVision platform with a broad range of vessels to gain valuable feedback from owners and operators.

FleetVision uses visual analytics to improve ship-to-shore collaboration for maritime fleets by alerting shipowners, managers and seafarers to onboard events in real-time, reducing losses by 40% and increasing efficiency by 8%. The technology taps into a vessel’s live camera footage and overlays it with analytics

powered by machine learning to reduce the risk of incidents and improve cargo operations across the global international shipping fleet.

The platform provides insights into operations including navigation, security, cargo handling and maintenance, enabling vessels owners, managers and crew to collaborate and make smarter decisions to improve fleet safety, efficiency and profitability.

“The sharing of real-time operational data between ship and shore is one of the latest tech developments that will help deliver a safer and lower-risk marine professional environment,” says Osher Perry, co-founder and CEO of ShipIn Systems. “We are thrilled to be working with like-minded tech and maritime experts who share our passion for making safer shipping operationally and commercially attractive, and look forward to fast-tracking our significant growth plans.”

Nadia Echchihab, head of innovation programmes at Safetytech, comments:

Sharing real-time operational data between ship and shore is just one of the latest tech developments that will help deliver a safer, lower-risk marine professional environment

“Entry on to the Waypoint programme is highly competitive, which signals a strong tranche of innovation coming into the maritime market.

“As we work to make operations safer and more sustainable, the potential of ShipIn’s offering stood out due to the tangible impact its insights have already made on improving onboard processes, preventing incidents and finally connecting crew and shore-based teams more closely.”

To date, the Waypoint programme has engaged more than 600 technology businesses and launched 20 cutting-edge innovation pilots.

XFUEL INVESTMENT

Sustainable energy pioneer XFuel has secured €8.2m in its latest round of investment, laying the foundation for the commercialisation of its nextgeneration synthetic diesel, marine and jet fuel technology.

XFuel’s technology converts biomass waste into low-cost, drop-in fuel that can be used in road, marine, and aviation applications.

It uses feedstock from sustainable waste sources in manufacturing, construction, forestry, and agriculture. Its fuels comply with marine and road fossil fuel specifications, and can therefore be used in existing infrastructure and engines, either

blended with conventional fuels or as a replacement. Using modular and scalable biorefineries, XFuel can produce high-grade fuels at a comparable or lower price point to fossil-based fuels on the market.

Independent assessments have shown that XFuel’s technology can currently deliver fuel with greenhouse gas savings of 85%, with potential to deliver carbon-neutral and negative fuels in the future. The technology enables cost-efficient and transformative carbon emissions reductions today without requiring significant capital investment.

CARBON CAPTURE CO-OP Classification society Bureau Veritas (BV), shipowner Wah Kwong and Shanghai Qiyao Environmental Technology have signed a cooperation agreement to study the feasibility of installing carbon capture and storage (CCS) units on existing ships to meet 2030 arbon Intensity Indicator (CII) targets.

The study will focus on two types of bulk carriers in operation in the Wah Kwong fleet. Based on the specific design parameters of the vessels, Qiyao Environmental Technology has developed a customised design of CCS units for the Wah Kwong fleet and submitted relevant drawings.

BV reviewed the plans according to existing regulations and rules to ensure the safety of the vessels and equipment, and that the carbon emission reduction targets are effectively achieved during the operation of the vessels.

Subsequent research work will be conducted for oil tankers.

The CCS concept developed by Qiyao Environmental Technology has completed laboratory testing, achieving a total carbon capture rate of over 85% so far and the system is in the process of continuous optimization. The CCS unit can be designed for different ship types and sizes. The design approval of the CCS unit is under review.

The CCS system mainly consists of an absorption unit, a separation unit, a compression unit, a refrigeration unit and a storage unit. The main principle is that the organic amine compound solution reacts with the carbon dioxide in the absorption unit, separating it from the rest of the exhaust gas.

The dissolved carbon dioxide compound solution is desorbed at high temperature in the separation tower, before the extracted carbon dioxide is compressed, purified and cooled into liquid carbon dioxide and stored in a low temperature storage tank.

Bureau Veritas infographic: carbon capture, utilisation and storage (CCUS)

Shipowner Wah Kwong has signed a co-operation agreement

Alex Gregg-Smith, senior vice president and chief executive, North Asia & China, Bureau Veritas Marine & Offshore, comments: “The transition to a greener shipping industry is critical. Carbon capture, utilisation and storage (CCUS) technology captured a total of 40m tonnes of CO2 in 2021 according to the International Energy Agency, notably in industrial projects on shore.

“This makes CCUS one of the options available today that could significantly contribute to achieve carbon neutrality, as well as a promising avenue for reducing emissions from shipping.

“We are very honoured to collaborate on this study. BV’s expertise in supporting CCUS projects, combined with Wah Kwong’ and Qiyao’s technical and strategic capabilities, will help to spur the implementation of CCUS technology in the shipping industry.”

Carbon capture technology has been used in the land-based industry for many years and the solutions are mature. However, as a marine application, the challenges that must be addressed are safety, layout and energy consumption, as well as the need to balance cost effectiveness.

A BRAVE NEW WORLD

Shipping is in the midst of unprecedented changes as the industry accelerates plans to decarbonise and meet both immediate and longer-term objectives, such as the EU’s Fit for 55, which comes into force in 2025 and wider netzero targets by 2050. This has created an industry-wide movement to find, understand and implement technologies and processes that can help facilitate the transition to a cleaner, greener and more efficient future. Digitalisation is one essential component to achieving decarbonisation through maximising optimisation and efficiency gains in day-to-day operations.

According to Jason Berman, chief commercial officer at S5 Agency World: “The benefits for adopting digitalisation in the shipping industry is often viewed through the lenses of improving environmental performance and optimising overall efficiency.

“While these more obvious benefits do provide an important platform for approaching decarbonisation targets, one less discussed angle is how this digital era has the ability to transform the lives of seafarers through improving overall welfare on board and job satisfaction.”

The digital transition offers an opportunity to positively transform the

role of the seafarer and shore-based personnel, seeing improvements in their welfare, workload and productivity. A recent study by Inmarsat1 highlighted the overall positive relationship seafarers and shore-based personnel have with emerging maritime technologies but there is also a hesitancy surrounding the deployment of digital solutions, as some believe this could pose a risk to their jobs in the future. In reality, digitalisation will improve the lives of those onboard vessels by reducing tedious manual tasks and providing greater accessibility to the internet when on board.

Seafarers are being impacted by digitalisation in various ways, but it has a particular impact on their on-board navigation and communications with land. It’s crucial that we provide sailors and those working onshore with the knowledge, training and software to handle these changes efficiently in the present and, in the future, lead to improved methods of communication.

“Today, the demand on seafarers is greater than ever before with increasing layers of complexity being introduced to their jobs. More reports and logbooks have to be manually processed and organised than ever before, particularly as the important environmental measurements and

legislative framework naturally demand additional data and information,”Berman says.

Digitalisation will help crews on board vessels to operate more efficiently to navigate this new and ever-changing landscape, and this in turn will enable seafarers to better apply their specialised skills and experiences in running vessels, as opposed to carrying out timeconsuming administrative tasks.

Hesitancy to adopt digital solutions has previously been a common theme in the maritime industry, with companies preferring to act as “secondary” movers. As the next generation’ of millennials and Gen Z become a larger percentage of today’s workforce, they typically have different expertise, experience and needs compared with older generations; primarily, they have grown up as digital natives.

Companies that are bold and embrace this ongoing digital revolution will place themselves in better stead to attract and retain this new, emerging talent.

As digitalisation in shipping scales up and technical support becomes crucial, experience at sea will no longer be a necessary requirement, and this could prove pivotal in attracting the “new/next generation” of the maritime industry.

For many in the industry, the covid-19 outbreak served as a wakeup call regarding the significance of embracing the digital transition. The

capacity to securely, accurately and quickly transmit information became crucial when crew movements were severely constrained and onshore workers could no longer convene in offices.

The digital transition, however can seem daunting to those not from a digital background. A lack of understanding and available guidance on choosing the best software platform can prove to be a difficulty for many who are considering the process.

This was a common theme at a roundtable event organised by S5 Agency World in Hamburg, bringing together leading figures in the maritime industry to demystify the digital transition in the hopes to encourage greater adoption of optimised services.

The panel of experts came to the consensus that working with partners who understand the internal dynamics and requirements of your business is critical. Experts can plug knowledge gaps and help to embed systems within organisations, while understanding the specific and unique needs of maritime companies.

According to Berman: “Ultimately, the aim of digitalisation is to simplify and streamline processes to optimise the performance of the business, which can be remotely accessed by the necessary teams. This can deliver a range of benefits to organisations, whether it’s seamless access to critical documents, data on sticking points

in supply chains, or vetting crews and charterers.

“One critical but often overlooked element when choosing software platforms is to avoid the pitfall of running different software systems, that are unable to communicate with each other effectively.”

The Hamburg roundtable panel discussed how if one effectively rushes to digitalise all their departments, using multiple different software packages, you may reap the rewards within in each individual department, but with no consideration given to interconnectivity between these newly digitalised sectors, they were effectively operating in silos.

In essence, Berman believes this vertical approach is only partoptimisation and to unlock a business’s full potential it is essential to make sure software packages are integrated across departments.

A shipping industry that embraces digitalisation stands better placed to meet the coming challenges of the next decade as logistical, legislative and regulatory demands tighten by encouraging compliance, transparency and greater standardisation.

This in turn will see greater returns on cost-efficiency, improved environmental standards, raise competitiveness and unlock the full potential of onshore staff and seafarers, as well as improving welfare standards as we all chart a course towards a more sustainable shipping industry.

“Digitalisation will help crews on board vessels to operate more efficiently to navigate this new landscape”

STRENGTHENING THE BUSINESS CASE

There is no doubt that marine fuels are essential to meeting decarbonisation aims. However, we must not overlook the opportunity presented by investment in the abundance of maritime energy efficiency and renewable and sustainable propulsion technologies now available. This technology significantly reduces fuel use and therefore emissions and costs – today and for decades to come, says Simon Potter, director of sustainability advisory at Houlder.

The International Maritime Organization’s (IMO’s) Carbon Intensity Indicator (CII) requirements enter into force on 1 January 2023, and vessels will need to demonstrate compliance at the first International Air Pollution Prevention Certification (IAPPC) survey after that date.

Therefore, some owners may have as little as 18 months to check their vessel’s current CII and, where necessary, plan and implement measures in order to achieve compliance.

While slow steaming might meet initial IMO requirements, it is a stop-gap measure that is unlikely to remain effective for long. A more sophisticated approach is required, and clean technologies have matured significantly over the past few years, Houlder says.

Energy storage systems (ESS) and hybrid power systems, for example, are now seen as proven technology, offering a cost-effective, near-term solution for many vessel types, from new build and through to retrofitting.

Considerable developments have been achieved in lithium-Ion battery technologies over the past

10 years, and when combined with the substantial fall in the unit price of batteries (60%-70% in the past four years), this technology has become of increased commercial viability within shipping.

“This downward trend in battery price is likely to continue, with predictions of up to 50% price reductions when compared with current market levels by 2030. Battery hybrid systems have a relatively low cost of investment and minimal footprint when compared to other solutions with comparative emission reductions such as an liquefied natural gas fuel system, which require integration of complex double walled pipework and large cryogenic storage tanks,” Potter believes.

Numerous ESS options exist on the market, from containerised systems to fully integrated systems specifically designed for the intended vessel and operational profile.

An ESS can be used to replace and/or supplement existing diesel engines onboard a vessel. It can supply instantaneous power to the vessel’s grid, peak shaving engine loads and allowing for the remaining

Simon Potter, Director of Sustainability Advisory, Houlder

diesel engines to run at their optimal load.

The result is better fuel efficiency, reduced emissions (NOx, SO2 & CO2) and smoother load variations for improved operations.

These systems can also be used to deliver short-term emergency power back up in the event of an engine failure. Larger systems allow for longer periods of emission free sailing.

Battery hybrid systems typically result in 15% to 20% fuel savings with resultant emission reductions. They have the added benefits of reduced running hours and subsequent maintenance costs for the remaining diesel engines. Overall,

hybridisation delivers a safer and more responsive vessel.

“There’s a multitude of other effective and proven energy efficiency modifications that can be deployed today including propeller modifications such as Mewis ducts, propulsion improvements such as air lubrication systems, and propulsion augmentation with onboard sail or rotor systems. There are hi-tech anti fouling coatings, cold ironing, waste heat recovery, automated docking systems, and electrical technologies such as variable frequency drives,” he adds.

These technologies can improve efficiency, minimise fuel consumption, and reduce emissions considerably. Future fuels will be expensive and less energy-dense than current fuels, further strengthening the argument for investment in clean technologies, which are often more cost and time efficient to fit than alternative fuel capabilities anyway. Often the greatest fuel and emissions savings are actually the combined result of operational strategy and clean technologies.

Green funding is more readily available now than it has been, Potter says, but shipowners require a clear decarbonisation strategy to

secure it. It is increasingly being linked to “green” financing structures, and this is not just about meeting the criteria for Green Bonds. One of the most important challenges for a funder is to understand and assess downside risk. Ignoring or not adequately planning for the impact of decarbonisation is a massive risk for any business. Shipowners cannot afford to be at the wrong end of that risk assessment.

Banks are certainly making sure they aren’t. The Poseidon Principles provides evidence that green thinking in finance is strong. While there was good social intention behind the principles, the real driver behind signing up for them is hard commercial fact.

If banks do not recognise the impact of climate change on business, then they will end up with loan books that are worth nothing because the underlying assets behind that lending will be left stranded and largely worthless in a decarbonised world.

Investors, charterers and other key influencers are showing the colour of their money – it’s green – and clean tech is one of the simplest, most effective ways to make shipping greener, Potter concludes.

“Battery hybrid

SMARTER SOLUTIONS

An effective integrated automation system (IAS) delivers improved fuel efficiency and maintenance costs, allowing vessel owners to better manage operating expenditures. Additionally, it ensures that all power management, cargo handling, safety and security systems onboard communicate with one another, making the most of the capacity in all rotating machines and reducing unnecessary running time for generators, explains Børge Nogva, President of Hogland Marine Solutions.

“An integral component within the integrated automation system is the power management system (PMS), which controls all heavy consumers onboard. The PMS plans and utilises the engine capacity, enabling an optimal power delivery.

“Integrated systems allow the crew to manage and control operations throughout the vessel. An IAS also makes accessing operational data simpler, giving mariners insights into the ship’s performance, which they can use to monitor and reduce fuel usage. That information is key to knowing when, for example, the crew of a hybrid vessel should run the ship on just battery power or use fewer generators simultaneously – leading to costsavings for the owner.”

Additionally, a modern IAS enables owners to access the data banks generated by a ship’s day-to-day operations. Using that data and a ship performance monitor (SPM), the owner can establish how efficient the vessel is and make more informed decisions that enhance operations.

Here, Høglund Playback – a logging system delivered as part of the IAS – has a central role, Nogva explains. The technology, which captures every signal in a ship’s automation system, allowing crew members to establish the cause of any operational failure quickly through the vessel’s user interface, also supports decision-making.

Retrofitting a vessel by integrating

new systems with existing hardware is one option for shipowners who want to upgrade their ship without breaking the bank – an approach that often achieves the same level of optimisation as a newbuild.

While blending older operations with newer technology within an automation system, essentially a ship’s central nervous system, is never easy, upgrading to a fully functioning operation where all systems operate in tandem is worth it.

“The alternative is to stick with an existing automation system, which can often be outdated and unreliable, as well as financially draining in the long-term. While the price alone of maintaining an old system could be up to 90% cheaper than buying a new automation system, the ongoing expenditure to keep the ageing operations running will eventually exceed the amount required to update the technology,” Nogva says.

One challenge for shipowners planning to retrofit their vessels is the limited time they have to install a new IAS when dry-docking. Suppliers of the existing system will typically offer owners a partial upgrade of the vessel’s operator stations and user interfaces during a shipyard stay. They will then work separately on the major hardware components including computer processing units and input/ output cabinets.

This approach creates a huge financial burden for shipowners as they effectively

Børge Nogva, President, Høglund Marine Solutions

pay twice for automation refits while locked into contracts with their supplier, often without upgrade options. It makes more financial sense for owners to get a complete refit of the overarching IAS for 60-80% of the cost of a partial upgrade.

With bunker prices hovering between $700-800 dollars a barrel in most regions (as of mid-August 2022), owners are understandably keen to find cost savings wherever possible. A modern IAS can help reduce fuel consumption, by giving crew sight of usage and the amount of energy generated through propulsion – the biggest onboard power consumer.

An SPM will provide bridge officers with reliable fuel and power consumption figures, which can be compared against the amount of energy consumed on previous voyages. Measuring the torque and thrust sensors within a propeller shaft is another way to assess power usage, presenting operators with the level of cavitation within their propeller units. They can then adjust their engine output to reduce excess fuel burn.

The insights gained from IASgenerated data can also help owners to spot deviations in fuel consumption for regular journeys carried out by passenger ships, for example. Anomalies that contrast with the owner’s belief of how much energy their vessel expends may be attributable to the weather or delayed/disrupted operations, and not because of the hardware on board.

However, if there is no obvious reason, the crew and operator can uncover it using the information provided via the IAS.

Despite the benefits of an upgraded IAS, some owners and operators still rely on outdated, overly complex systems that are tricky to manage. In this scenario, it is common to find electronic control rooms with a large number of monitors and various systems operating in silo such as fuel gas supply, cargo handling and propulsion management.

Periodic system faults that occur at random intervals and cause major disruption, particularly if a critical system is involved, are quite commonplace for owners and operators. Fixing that fault involves deploying

service technicians, which carries a significant cost for the shipowner.

To complicate matters, finding the problem may not be possible due to a lack of data on the fault from the system logs, with crew hampered by paper printouts being unavailable, poor data storage capacity and random uncontrolled deletions, and overall system inefficiency.

“With outdated automation systems, expensive engineer callouts are often required for mending periodic system faults. The engineers will patch the system, but often struggle to find the root cause of the problem. This is because the data outputs from system logs are outdated, unreliable and inaccessible,” Nogva says.

“Owners can overcome these hurdles by upgrading their vessel’s automation systems, providing them with seamless and reliable data storage, insights into how the systems are performing and information on when faults have occurred and why. For example, an IAS with playback would give crew members the means to detect faults quickly using a system that logs all signals throughout the vessel.”

A system upgrade also gives specialist shore-side technicians remote access to a vessel’s onboard computers, where they can fix technical problems without having to leave their desk. This is not only cost-effective for shipowners and operators, but also far quicker than waiting for a technician to board the ship.

Any data gathered through an IAS can be used for forensic analysis following an incident. Having the right technology in place enables the onboard crew, shore-based technical experts or the system manufacturer (using the ship’s internet connection) to carry out that analysis.

Alternative fuels

The International Maritime Organization’s mandate for the shipping industry to cut its emissions in half by 2050 has created an urgency for owners and operators to transition to alternative fuels. In the coming years, vessels that carry greener fuels will likely need dualfuel engines.

Those engines will have to be linked up to an IAS that supports

data exchange with the other systems onboard.

The IAS will also need to support other decarbonisation technologies, such as hybrid charging systems that require the right software to generate and store energy safely. Hybrid ships typically charge while sailing on a fixed route, but tourist vessels travelling to sightseeing spots often take different courses. In that situation, dedicated expertise is needed to ensure the software can find the optimal charging route.

Nogva suggests one of the IAS’ main attributes is the performance-related data it gathers from the systems onboard. Owners and operators can use that information to monitor the amount of fuel generated and emissions produced. Action can then be taken if, for example, the data highlights areas for improvement such as reducing speed, using battery power or switching to an alternative fuel when operating a hybrid vessel. The information is also essential for reporting and governance.

One example of an IAS installation to reduce a vessel’s carbon footprint features the Horizon Reliance, a 2,400 teu containership. In October 2021, Høglund Marine Solutions was appointed to deliver an integrated automation system to support the vessel’s transition from steam propulsion power to dual fuel.

A high-pressure fuel gas supply system, power management system and ship performance monitor will also be provided, to make the Horizon Reliance more fuel efficient, safer and reliable. Moreover, the vessel will be fitted with new digital solutions for data collection, giving the owner and its crew better access to more quality information on operations and greater control over onboard systems.

With fuel costs fluctuating and the deadline to cut emissions drawing ever closer, shipowners and operators need to make their vessels cleaner, safer, increasingly efficient and more reliable. And they must act quickly, making an IAS upgrade the best, most cost-effective option amid growing pressure to help decarbonise the shipping industry.

DECARBONISATION BEGINS WITH DATA

Data may be intangible, but its impact on a fleet’s emissions can be substantial and measurable. Extracting date from fleets and using it smartly to improve operational practices can unlock substantial reductions. Data can drive maritime decarbonisation, both now and in the long term.

One recent example involved Opsealog, which assisted Adnoc Logistics and Services to extract data from its fleets and use it smartly to improve operational practices, unlocking a 12% emissions reduction.

Most companies in the maritime and offshore sector currently face the defining challenge of decarbonisation, requiring increased operational efficiency as a first step. Pressure is coming from all sides: customers, regulators and investors want climate action and they want commitments to be matched by concrete, measurable results.

While every fleet’s decarbonisation journey will be unique, the starting point is clear: companies need data to identify areas for improvement, benchmark progress, demonstrate their compliance with national, regional, and international regulations – and in many cases, proactively strive to reach sustainability goals beyond current targets.

Opsealog’s managing director, Arnaud Dianoux, explains that Opsealog started working with Adnoc in the midst of the covid-19 epidemic.

Despite the challenges of lockdowns and remote working, the project took off with a proof-of concept trial of deploying the company’s Streamlog and Marinsights digital solutions on 11 vessels, for an initial five months. Although the main objective initially was to accelerate its digitalisation, facilitating the monitoring of operations, and identifying important insights that helped streamline operations and optimise fleet performance were also part of the mix. Improving operational practices resulted in an estimated 12% reduction in fuel consumption and CO2 emissions.

This represents an average of 572m3 of fuel saved per vessel per month, and 1519 TEQ of CO2 that were not emitted in the atmosphere.

There are important lessons to be learned on how shipping and offshore can successfully enter the digital era as the first step of their decarbonisation journey.“If you can’t measure it, you can’t improve it,” management thinker Peter Drucker famously said,” says Dianoux.

“By providing vital insights into

Arnaud Dianoux Co-Founder and Managing Director, Opsealog

Adnoc L&S saw an average of 400m3 in monthly fuel savings following the implementation of the changes, curbing emissions by 12%

a fleet’s performance, data helps shipowners make smarter decisions that unlock efficiencies and reduce fuel consumption and emissions from their fleets.

“As such, the first step is to ensure that reliable data can be collected from different providers and sources, and brought together in a comprehensive platform where we can make sense of it.”

The firms’ partnership began with a four-week observation period, when a team of maritime consultants audited existing manual reporting methods and analysed data to assess the operations of each vessel.

Analysing a range of factors such as speed, engine management and performance when in standby mode, the results highlighted that data being collected at the time needed improvement.

Until then, Adnoc L&S had been using manual reporting processes – extracting data from spreadsheets submitted by crew or contacting vessels directly. This method was slow and inaccurate, meaning operational teams were not able to react quickly and consistently to deviations that occurred. In turn, this lack of clarity made decision-making around efficiency measures more difficult.

The first step in rectifying this issue was the implementation of Streamlog – a modular onboard reporting software – into the reporting processes. Digitalising this step helped facilitate data entry from multiple sources, including automatic sensors, onboard personnel and third party providers, and was critical to save time and reduce the risk of errors.

This gave Adnoc L&S more control over how data was collected and reported upon, helping the company to ensure vessels and shipowners followed procedures and met requirements in terms of fuel consumption, health and safety, and crew certifications.

The system’s modularity also provided additional flexibility – Adnoc L&S was able to add new sections to the software dashboard, tailored to its specific needs.

With all information centralised and displayed on online dashboards,

alerts could be reacted to immediately, and it was possible to verify that vessel were complying with the company’s standards.

To maximise the fuel efficiency of Adnoc L&S’s fleet, data collected through Streamlog was then fed into Marinsights, a performance management solution. In addition to the clear picture provided by the dashboard, the platform’s recommendations were complemented by Opsealog’s team of experts to analyse the data, identify trends and areas for improvement, and make recommendations.

Factoring in project key performance indicators, the marine experts’ analysis showed that improvements to standby practices, enhanced communication between its vessels and offshore installations, and optimisation of vessel speeds could unlock an abundance of efficiency improvements that would reduce fuel consumption and emissions.

Previously, vessel practices were constrained by safety policies that prevented crew from decreasing the number of engines used when within field limits.

With at leasttwo main engines required to run at all times, standby fuel consumption was high. Engines remained on as vessels engaged in standby mode – sometimes as much as 80% of the time – waiting for offshore installation personnel to advise on the next steps. At night, when operations were paused, vessels kept burning fuel to maintain their positions.

Analysing the requirements of vessel operators and crews onboard offshore installations, alternatives to these standby practices were recommended.

“Opsealog found that a combination of shallow waters, artificial and natural islands close to offshore assets meant there was potential for the installation of mooring buoys close to platforms and rigs.

“The next step was to collaborate and find ways to amend these policies – reducing engine running hours to optimise fuel consumption without compromising safety or delaying the logistics of operations,” Dianoux explains.

Adnoc commissioned the installation of additional mooring

buoys and encouraged increased anchor utilisation where possible. This decreased vessels’ use of dynamic positioning systems, and, in turn, fuel consumption while in idle mode.

An average of 400m³ in monthly fuel savings following the implementation of these changes, curbing emissions by 12%.

“Fuel and emissions savings from an efficient utilisation of mooring buoys and other anchoring opportunities are significant,” Dianoux explains. “Experience has also shown that to fully reap the sustainability benefits of digitalisation, it is key that everyone, from the management teams to seafarers on board offshore rigs and vessels, is on board with digital objectives.

“As data takes a more prominent role, the industry must keep in mind that any digital or decarbonisation transition will be driven by people and human expertise is essential to “make sense of the data” and understand it in the specific context of the company, fleet, and operational challenges, “ he says.

“Further to this, people are also vital to manage change and enable companies across maritime to develop of an effective digital culture. As digital solutions are implemented, users (captains, charterers, shipowners) should be front and centre.

“This will create trust between the data integrator and the company and support an organisational culture where people are open-minded and willing to test new solutions and new methods of working.

“An organisation’s ability to measure its environmental progress through good data management will be even more important in the future. The transition to new fuels must be accompanied by robust data to measure consumption and emissions, and the impact on other operational costs.

“Companies that embrace digitalisation today won’t simply reduce their emissions in the short term; they also lay the foundations of a smart system that will give them the insights and visibility they need to make the best possible decisions in the crucial years ahead.”

PERFECT PARTNERSHIPS

Technology company ZeroNorth has signed a new deal with global common carrier X-Press Feeders to deploy the ZeroNorth platform across the carrier’s entire fleet of feeder vessels.

The terms of the deal will see the ZeroNorth platform and its suite of vessel, voyage and carbon intensity indication (CII) optimisation services used across X-Press Feeders’ more than 100 vessels to improve earnings, bolster decision-making and significantly contribute to the company’s decarbonisation strategy.

Partnering with ZeroNorth will enable X-Press Feeders to benefit from increased transparency and reduced workload across its sea and shore operations, powering up decision-making with actionable insights that will improve profitability and sustainability in tandem with each other.

The partnership will help to propel the continued decarbonisation of X-Press Feeders’ operations. The company has committed to zero emissions by 2050, with a ramping efficiency improvement target through to 2035. ZeroNorth’s platform improves efficiency by providing a clear indicator of vessel and fleet performance and uses a huge repository of data and fuel models to make recommendations on how to cut emissions and maximise CII ratings.

The platform uses vessel and fleet data, combined with the

industry’s most authoritative data on market rates, weather, bunker price and availability to make its recommendations. Critically, the depth of ZeroNorth’s vessel data and fuel models allow the platform to make realistic recommendations based on actual conditions a vessel is facing at sea, considerably powering up decision-making for users.

Given the critical role that feeder shipping plays in containerised trade and the global supply chain, any potential optimisation to vessels and voyages is particularly relevant. Feeder vessels often operate on tightly organised routes with strict requirements on arrival times – arrival times that are currently under threat from port congestion and disruption.

These challenges and complexities mean that data-based solutions are one of the best near-term ways for the segment to identify areas for improvement in its operations.

CO-OPERATIVE PLATFORM

University of Tokyo, NYK, Martime Technical International, Japan Marine United Corporation, Mitsubishi Shipbuilding, Furuno, Japan Radio, Bemac, ClassNK and NAPA have joined forces to build a co-operative simulation platform, focusing on decarbonisation technology, autonomous operations and shipyard efficiency

The technology leaders have come together to establish a co-operation

programme called Maritime and Ocean Digital Engineering (MODE), at the University of Tokyo.

The programme aims to promote and enhance digital engineering technology and skills for the maritime sector by building cooperative simulation platforms.

Japan’s maritime industry is facing considerable challenges, such as developing and implementing new technologies in the context of global decarbonisation, maintaining shipping services by integrating autonomous ships to assist seafarers and improve safety, and ensuring high productivity among increasing complexity in ship design and manufacturing processes.

MODE aims to address these challenges by using model-based development (MBD) and model-based systems engineering (MBSE), which are increasingly being introduced in the automobile industry.

MBD and MBSE approach problems by examining the functions of products and components as computer models, and then checking their behaviours through simulations.

MBD and MBSE enable not only the optimisation of complex system designs, but also the creation of a collaborative development process (Maritime and Ocean Digital Engineering) involving a wide range of stakeholders, including shippers and operators.

CLIMEON: TRANSITIONING TO LOW-CARBON SHIPPING

Decarbonisation is the shipping industry’s biggest challenge – but it’s also the sector’s most exciting opportunity. Increasing sustainability has traditionally been seen as burdensome yet the transition to net zero is leading to advanced technological innovation, in addition to environmental benefits.

Selecting the right sustainable solutions can deliver economical rewards and lead to enhanced profitability, as well as a brighter, cleaner future for the shipping industry.

Climeon’s award-winning HeatPower technology converts waste heat into clean, carbon-free electricity and enables an underutilised byproduct to be transformed into a valuable, renewable asset. Its latest waste heat recovery product,

HeatPower 300 Marine, has been developed by marine engineers exclusively for the maritime industry and is built to deliver optimal performance amid challenging onboard conditions.

IMPROVING EEDI/EEXI AND CII RATINGS

Increased energy efficiency is no longer optional for shipowners and shipping lines. The implementation of increasingly stringent environmental regulations, such as the Energy Efficiency Existing Ship Index (EEXI) for existing fleets and the Energy Efficiency Design Index (EEDI) for new-build ships, places unrelenting pressure on the industry to embrace sustainable technology and reduce CO2 emissions.

However, it is not only current environmental regulations that shipowners and operators need to adhere to. Adequate preparation for upcoming regulations and futureproofed solutions will ensure a seamless transition to net zero and deliver cost savings in the process.

The incremental reduction of maximum emissions exemplified in the EEDI and EEXI highlights the International Maritime Organization’s commitment to increasing energy efficiency throughout the industry and Climeon’s HeatPower technology gives shipowners the requisite tools to meet the upcoming challenges.

Capable of generating up to 355kW of clean electricity from a single HeatPower 300 Marine unit, Climeon’s SOLAS-compliant waste heat recovery

HeatPower 300 Marine has been developed by marine engineers exclusively for the maritime industry and is built to deliver optimal performance amid challenging on-board conditions

technology reduces reliance on dieselpowered generators and, in turn, lowers fuel consumption. In doing so, CO2 emissions are reduced, thus enabling vessels to achieve regulatory compliance and attain improved EEDI/EEXI and Carbon Intensity Indicator (CII) ratings.

Already improving energy efficiency on board Virgin Voyages, Maersk, Havila and Viking Line, Climeon’s HeatPower technology provides shipowners with a futureproof solution that automates the generation of clean energy and reduces a vessel’s negative environmental impact.

MODULAR, SCALABLE, SUSTAINABLE TECH

As the issue of decarbonisation in the shipping industry has come to the fore, one thing is clear: there is no onesize-fits-all solution. The wide range of vessels and operational profiles that make up the industry inevitably mean that flexibility, customisation and innovation are required to facilitate a smooth transition to sustainable shipping.

More than 50% of the fuel consumed by a ship’s engine is lost as waste heat, which means that every operational vessel has the potential to use waste heat recovery technology. However, it is Climeon’s modular and scalable approach that makes HeatPower 300 Marine such a powerful and effective solution.

The more thermal energy (waste heat) that is available on board a ship, the more clean energy HeatPower can produce. With the potential to add up to three HeatPower 300 Marine units on a single vessel, up to 1MW of carbonfree electricity can be generated. Lowering fuel consumption by up to 5% and reducing CO2 emissions by up to 100,000 metric tonnes over a vessel’s 25-year lifetime, HeatPower 300 Marine allows shipowners to scale up onboard sustainable technology and maximise carbon-free electricity outputs in accordance with a ship’s operational profile and available thermal energy.

TRANSFORMING WASTE HEAT INTO CLEAN ENERGY

The majority of waste heat produced by a ship’s engine is classified as low

temperature, yet existing waste heat recovery products typically require high temperature inputs. Inevitably, this limits performance and results in a significant amount of heat still being lost.

In contrast, HeatPower 300 Marine is designed to generate carbonfree electricity from waste heat at temperatures as low as 80°C. This increases the availability of usable thermal energy and ensures that maximum amounts of onboard waste heat can be converted into clean, renewable power.

Additionally, utilising lowtemperature waste heat simplifies the power production process and streamlines installations. By using low-temperature waste heat recovery, HeatPower 300 Marine can rely on jacket cooling water or high temperature cooling water as its sole heat source, for example, thus simplifying integrations, minimising costs and reducing payback periods.

ACHIEVING NET ZERO WITH HEATPOWER

Shipowners and operators are likely to use a variety of sustainable solutions as they seek to increase energy efficiency, reduce emissions and meet environmental targets. Indeed, the compatibility, integration and unified performance of sustainable technology should be a key consideration in the decarbonisation strategy of any shipping company.

Fortunately, the wide range of maritime use-cases, relatively low requisite financial investment, notable emissions reductions and flexible and efficient installation options, ensure that HeatPower is a viable, economical and effective method of increasing sustainability, decarbonising new and existing fleets and transitioning to a low-carbon future.

For more information, visit: climeon.com/heatpower-300-marine, or contact a member of Climeon’s Marine team at info@climeon.com

“Selecting the right sustainable solutions can deliver economical rewards and lead to enhanced profitability, as well as a brighter, cleaner future for the shipping industry”

Matthew Smith, Senior Vice President Commercial & Operations, Tankers International

POOLING: A PIVOTAL TOOL IN DECARBONISATION

Pressure from end-users of oil, financiers, regulators and shareholders means that an oil cargo owner that can reduce its climate footprint will make higher, more sustainable profits.

This trend can be seen in the increasingly ambitious environmental targets we are seeing posted by supermajors and national oil companies, and the efforts some are making to tie their sustainability credentials to their brand. Petronas, for example, has publicly targeted net-zero by 2050 – and has recently run prominent television adverts to highlight its role in the energy transition.

Alongside these targets, many oil companies have started to deliver thorough reports on their environmental impact. This has highlighted emissions throughout their logistics chains and put shipping in the spotlight.

Given upcoming regulation changes, carbon intensity and emissions should already be a priority for shipowners. Coupled

with new demand-side pressures, those who go beyond the minimum standard will lead the market in years to come.

Despite these pressures, zero-carbon shipping will not happen overnight. The technologies and investments required to deliver an emission-free fleet are still in their infancy, and shipowners currently face difficult choices clouded by uncertainty over future efficiency. This does little to help charterers, who are seeking greener choices available today.

Radical regulations

The Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII) regulations represent shipping’s first major global decarbonisation rules. Targeting a vessel’s design and measuring its operational efficiency next to set standards, both will enter into force in January 2023. Vessels that are not able to demonstrate their EEXI or CII credentials may be

Today, climate impact is a critical factor for stakeholders across the hydrocarbon industry. Matthew Smith of Tankers International considers the issues

restricted in their trading options. Where there is no set path to achieving high EEXI and CII scores, clearly the only options that deliver long-term cost efficiency for shipowners will require heavy investment. This is making a vessel’s carbon efficiency a priority for even the most resistant shipowners.

The scale of investment is not the only challenge for owners. EEXI and CII rules will require accurate measurements, which will in turn make it easier for charterers to benchmark the relative emissions impacts of their various options. At the same time, compliance – both in terms of selecting technologies and organising installation, and in terms of continuous monitoring – will use up a shipowner’s vital operational resources.

Where EEXI and CII regulations may be shipping’s first real decarbonisation rules, they will certainly not be the last. Regulators will continue to act, to ensure shipping maintains adequate progress.

Some have already signalled their intention to act. The EU, for example, has proposed the expansion of the EU Emissions Trading Scheme to cover the shipping industry – which would explicitly tie carbon to cost and create new levels of operational complexity.

Reducing the operational burden

Shipowners need the space and resources not only to comply with the carbon reduction targets implied by these rules, but to exceed them. Pooling is a critical tool to support shipowners in meeting their ambitions.

Pooling moves the majority of operational obligations away from a shipowner. For example, the Tankers International VLCC Pool is set to assist pool partners in calculating and continuously monitoring vessels efficiency, to help optimise vessels for CII rules. The pool will also support shipowners in meeting future EU Emissions Trading Scheme requirements.

Our pool can also help free up the cash flow needed to make landmark investments in low- or zero-carbon technologies. Tankers International allows VLCC owners to fully optimise

voyage selection, leveraging Tankers International’s strength to take on longer voyages that often represent significantly higher freight rates, but come with high up-front costs for bunkers for example..

Where improved cashflow can help deliver the profit and flexibility to invest in new technologies, this does not alone solve uncertainty about how new technology will work in operation. To help combat this, Tankers International provides technical support to our partners and offers high-level technical forums between delegates across our pool partners. This helps to shape purchasing decisions and best practice.

Improving the medium-term carbon efficiency of ships will help the whole industry. However, this does not help charterers who need options today; options that pools are well placed to provide. One option that can offer immediate benefits is climate compensation.

We recently launched our Climate Compensation Voyage Programme, in partnership with Vertree.

Using vessel and voyage specific proprietary data and scientifically recognised methodologies, the scheme provides charterers with the option to select a community-based climate compensation product that exactly covers the climate impact of their voyage.

Climate compensation alone will not solve our environmental problem, but it can provide immediate and easy progress for charterers today.

Decarbonisation represents an unprecedented challenge for shipowners. The amount of resource, both financial and operational, required to deliver will dominate shipping over the coming years. At the same time, charterers need better options well before shipping will be able to deliver on its zero-carbon future.

Tanker owners need to have all the support available in meeting these challenges and providing options for charterers today. The Tankers International Pool is a critical tool, enabling better options for both owners and charterers.

New laws to protect UK coastlines have now come into force, which stop international ships from discharging potentially harmful species into the sea

KEEPING COASTLINES CLEANER

The Merchant Shipping (Control and Management of Ships’ Ballast Water and Sediments) Regulations 2022 introduces legislation into UK law controlling the discharge of ships’ ballast water into UK waters.

Ballast water can contain aquatic species that are harmful to native UK ones and the legislation will stop ships from potentially releasing them on to UK coasts.

By introducing the Ballast Water Management Convention into UK law, the UK coastline will be protected from harmful aquatic species and pathogens (such as Chinese Mitten Crabs, Zebra Mussels and Portuguese oysters) that may be present within the ballast water by UK and foreign-flagged ships entering the UK after travelling internationally, the Maritime and Coastguard Agency (MCA) says.

This will help to prevent the introduction of species not yet present in the UK and make sure the colonies of those organisms that may already be present are not further supported by new introductions.

The new legislation, put forward by the MCA, is based on the international Ballast Water Management Convention, which was negotiated at the International Maritime Organization.

Katy Ware, director of UK Maritime Services for the MCA, says: “We have some of the most beautiful coastlines in the world and we all have a collective responsibility to care for it. By introducing this convention into UK law, we are protecting our coastline from potentially harmful aquatic species and pathogens, which could be discharged by ships visiting the UK.”

She adds: “Although there is a cost for operators to comply with it, the cost to our coastline if they don’t is immeasurable.”

WÄRTSILÄ CONTRACT

There have been a number of new contracts placed by companies for ballast water management systems.

Wärtsilä Water and Waste recently signed a deal with Mermaid Subsea for the

vessel Mermaid Asiana to supply an AQ-125-UVK from its Aquarius UV ballast water management system product range. The purpose-built DP2 diver support vessel, which was built in 2010 in Singapore, will install the retrofit system later this year to ensure ongoing environmental compliance with both International Maritime Organization and United States Coast Guard ballast water legislation.

The Aquarius Ultraviolet (UV) product range consists of five discreetly sized systems available in both standard and Atex variants. Comprising an automatic backwashing filter, a UV chamber and associated auxiliary items, the system ensures treatment of ballast water in line with the latest environmental regulations, in this instance a treatment capacity up to 125m3/h.

BUSY TIMES FOR BIO-UV French UV-C water treatment specialist BIO-UV Group has received an order to supply a low-flow BIO-SEA L-Series ballast water treatment system for retrofit installation to the 1268gt expedition vessel Quest Maxime Dedeurwaerder, business unit director at BIO-UV Group’s maritime division, says: “This new order underscores the success of the partnership agreement we signed with TECO2030 in 2019. The BIO-SEA system fits perfectly with TECO2030’s ethos to supply environmentally sustainable, energy efficient technologies to the global shipping fleet.

“The environmental and energy efficiency of our UV-based treatment technology provides the optimum solution for expedition cruise ships operating in ecologically sensitive environments.”

Incorporating BIO-UV Group’s nextgeneration UV-reactor, the “L” range is based around a completely new type-approved UV lamp arrangement. The system is sized to guarantee full International Maritime Organization and United States Coast Guard compliance, treating flow rates of between 20m3/h and 120m3/h from one of the most compact, low-energy consuming ballast water treatment systems (BWTS) on the market.

The system retrofitted to Quest is modular to fit in the limited space available and has two lamps to treat a ballast water flow rate of 55m3/h.

“One lamp can treat ballast water flows of up to 30m3/h. A further one or two lamps can be added to the BWTS skid to deal with higher flow rates. This means reduced maintenance for the crew, fewer spare parts have to be kept onboard and as the automated UV sensors adapt to the quality of the water, energy consumption is better regulated, reducing energy consumption and preserving lamp life,” Dedeurwaerder says.

Profits up

BIO-UV Group has reported a 38% growth in BIO-SEA ballast water treatment system sales in the first half of the year, compared with the same period in 2021.

The company sold more than 100 BIO-SEA BWTS units in the first six months of the year. Demand is forecast to “remain very high” throughout the year, continuing into 2024.

The company reported half year revenues across the group’s maritime activities of €9.51m, with a current orderbook valued at €5.1m.

Commenting on the robust results, Benoît Gillmann, chairman and CEO of BIO-UV Group, says: “We continue to make progress in our maritime business development strategy. With increasing temperatures and climate change likely to result in further changes to the marine eco system, an effective and properly maintained ballast water treatment remains a vital priority for the global shipping fleet ”

Turnkey system

Last year, the BIO-UV Group introduced a new M-Series BIO-SEA BWTS for flow rates up to 2100m3/h, and earlier this year announced it now has the capability to offer complete turnkey BWTS services.

The company has ballast water treatment units for flow rates from 13m3/h up to 2100m3/h installed on a wide range of vessel types, including containerships, bulk carriers, multicargo vessels, cruise ships, passenger ferries, offshore vessels, naval ships and mega-yachts.

One recent contract involved MSC Caledonia II, which has been retrofitted with a BIO-SEA BWTS that marks the successful completion of BIO-UV Group’s first full turnkey BWTS project.

The 3,5079dwt general cargo ship was retrofitted in Port Khalid, Sharjah, United Arab Emirates, with a BIO-SEA B03-0450 FX modular system just prior to the vessel’s sale to Mediterranean Shipping Company .

The France-based UV water treatment specialist introduced its turnkey BWTS retrofit capability in October last year, with the addition of 3D laser scanning and modelling to its BIO-SEA engineering and design services.

“This new service was a fundamental to the swift completion of this time-sensitive project,” says BIOUV Group technical director Florian Cortes. “The lead time for engineering, system building, and final installation and commissioning was very tight due to the vessel’s schedule. But the pre-installation engineering work we carried out allowed the customer to prefabricate the piping elements, significantly reducing installation and drydock time.”

Caledonia was built in 2002 so inevitably some drawings were missing. The 3D laser scanning, however, provided a complete picture of the available space and helped facilitate a successful and timely installation.

“The customer was able to source all prefabricated piping ahead of the BIO-SEA installation, which is essential to the accuracy of the engineering plan and drawings we supplied. It was a very smooth installation,” says Dedeurwaerder.

The BWTS was successfully commissioned in February, after which the company’s ballast water experts trained the ship’s crew to operate and maintain a BIO-SEA system for optimum ballast water treatment performance.

A BIO-SEA modular system is specially designed for retrofit projects and can treat flow rates from 13-to2100m3/h per ballast pump. All components are delivered separately in order to adapt to the available space in the ship.

EVALUATING THE LNG OPTION

One advantage of liquefied natural gas (LNG), says SEA-LNG’s chief operating officer, Steve Esau, is that it’s a solution that’s already in place.

As Esau explains, a lot of technology is known and proven with LNG and the infrastructure is there, providing an incremental pathway “whereas many of the other solutions demand massive investments in onshore infrastructure, not just the vessels”.

There is also a co-ordination challenge as well, he says, looking at the energy carriers of the future and how shipping can best work with that future.

That future will involve meeting climate and energy efficiency targets, while electrifying as much as possible. There are also harder-to-abate sectors, such as shipping and aviation, where other forms of energy carriers will be needed that will have to use renewable electricity.

One of the frustrating things, he says, is when commentators say the industry can

move to hydrogen without considering the challenges of using it in practice, for example the amount of space needed to store it on board when compared with traditional fuels, or LNG. “It is a very tricky molecule and there are all sorts of safety issues,” he says.

Ammonia has also become flavour of the month, he says, as it has certain benefits compared with hydrogen – it does not need to be chilled to close to zero and therefore is a lower-cost molecule to transport.

At the same time, there are number of negatives around the use of ammonia, the first one being the safety issue and the fact it is highly toxic. Second, he says “it does not like to burn”. Zero-carbon pilot fuel is needed – also a challenge. Massive infrastructure investments will be necessary to make it viable.

Meanwhile, methanol, he says, makes more sense as an option, but emits carbon when used as a fuel. This issue needs to be addressed by using biogenic sources

SEA-LNG is a UKregistered not-forprofit collaborative industry foundation serving the needs of its member organisations committed to furthering the use of liquefied natural gas as an important, environmentally superior maritime fuel. We talk to Steve Esau , Chief Operating Officer

Steve Esau Chief Operating Officer, SEA-LNG

The chart displays the IMO CII grade ratings for VLCC retrofit alternatives: HFO scrubber, VLSFO and LNG fuel

of carbon that are part of the carbon cycle, or alternatively, further down the line, through direct capture of carbon from the atmosphere from which synthetic fuel can be created.

The beauty of LNG, he says, is that “you can start decarbonising now with fossil LNG. It is broadly available, there is massive amount of infrastructure and it is generally available at, or near, all major shipping ports.”

He explains that there is also a clear, incremental pathway through the use of bio-LNG and ultimately through to the synthetic form of LNG. Therefore, “you are not worried so much about creating new assets, but using existing assets and decarbonising the fuel”.

Disengenuous debate

One debate in the industry he finds somewhat disingenuous is that around ammonia and methanol when people discuss “green” versions and compare them to fossil LNG. He feels this is a distraction.

“If you look at the challenge of decarbonising shipping, every fuel goes from a fossil through a bio to a synthetic pathway. The big challenge for shipping ultimately and for many other hard-to-abate sectors is producing enough renewable hydrogen,” he says.

He explains that some 70% to 80% of the cost of all synthetic fuels is related to the cost of producing the hydrogen. Once you have the hydrogen, you can do anything with it, he says. The problem is what the pathway looks like for those ordering ships today.

“In order to match the pathway offered by LNG, you will need far bigger quantities of synthetic fuels,” he says. “You have a bigger bang for your buck by using LNG than you do by using fuels like synthetic ammonia and methanol.”

Looking forward to 2050, there are many uncertainties and he anticipates a basket of fuels being used at that point, some of which haven’t even been thought about to date.

Esau says: “Don’t be paralysed, don’t do nothing – here is a pathway. With LNG you can start decarbonising now. It provides an incremental pathway

to that destination and it provides optionality to shipowners, so don’t wait, start now.”

The LNG engines currently being produced are dual fuel so optionality is possible, to burn hydrogen, for example. Engine manufacturers are also considering the fact that there may be a multi-fuel approach in the future and are factoring this into their designs, so owners can be reassured that their assets will not be stranded.

“If, as a shipowner, you are looking at some of the fuel options that are being discussed, there is so much uncertainty and dependency on a supply chain being developed for that fuel,”says Esau. “Is the shipping industry big enough to have the massive investments needed in the production and transportation of those fuels to have those fuels scaled for the shipping industry?”

Appealing assets

What is appealing about LNG is the infrastructure is already there so new investment is not needed. As the issue of decarbonisation moves from the academic discussion phase to the practical implementation phase, practical considerations are making people think about what is actually achievable and what it is going to cost, he says.

You can see why the shipping industry is cautious as assets have a 25-to-30-year lifespan and something robust is needed that doesn’t break down in the deep sea, he adds.

“Our role is to show that if you are investing in LNG you are not investing in an asset that will be stranded,” he says.

Bio-LNG is also increasingly available as a bunkering fuel and Sea-LNG will be publishing a study in October on the potential role of bioLNG in the decarbonisation process. The new report will look at bioenergy, produced from sustainable biomass and how much will be availble to shipping and what the costs are compared to other biofuels.

Findings in terms of availability and costs of synthetic LNG are positive and it will have a significant role to

play as a drop-in fuel, he says. The LNG pathway can be continued in a very competitive way compared with other synthetic alternatives, he believes. Although it is uncertain what the outlook is likely to be going forward, “LNG is certainly a long-term solution”.

In terms of existing International Maritime Organization targets and EU initiatives, all policy measures will provide much stronger incentives for decarbonisation going forward, alongside a range of short-term efficiency measures as the industry moves towards lower carbon options, Esau maintains.

Increasingly though, he says, it is not just regulation driving change in the industry, but also consumer pressure transmitted through the shippers to the shipowner. “The carrots are there and also the sticks are being unsheathed.”

Organisational value

As far as SEA-LNG is concerned it was never an issue of having a huge number of members in the organisation he says, but more having the right membership – people who are highimpact players.

“I think we have been quite successful in our membership recruitment in that way, although we would obviously like to have more members,” Esau says.

However, he says, SEA-LNG does not want to get to the stage where the organisation merely becomes an exercise in governance. “We pride ourselves as being minimal and agile while welcoming the right members into the organisation who also fit with that model.”

Board members tend to be senior commercial people so the view is what is going to work in practical commercial terms, he says. “You want representatives from the whole value chain. We have very active working groups and we recognise that part of the value of the organisation is the network it provides.

“You have high impact players brought together on a regular basis and the organisation provides an environment where those companies can meet and work out how to collaborate themselves.”

SEA-LNG ANALYSIS REVEALS BENEFITS TO AN LNG RETROFIT

LNG is the best fuel option for owners considering how to extend vessel life and secure Carbon Intensity Indicator (CII) compliance through retrofit, according to SEA-LNG.

In a piece of analysis released recently, the coalition finds significant benefits to a business choosing an LNG retrofit over fuelling with very low sulphur fuel oil (VLSFO) or retrofitting a heavy fuel oil (HFO) vessel with scrubbers, based on a 10-year payback period.

Increasingly stringent environmental regulations will drive down the CII grades for existing ships and will have a detrimental effect on charter rates for those powered using fuel oil. The financial viability of vessels that are just a few years old will be under severe threat if significant action to reduce emissions is not taken, such as an alternative fuel retrofit.

SEA-LNG’s latest analysis looks at the investment performance of three 2-stroke propulsion options. These were evaluated to compare the most cost-effective solutions available for shipowners: a current VLCC sailing on VLSFO; a retrofitted VLCC sailing with scrubbers on HFO; and a retrofitted VLCC sailing on LNG. The simple tool allows users a “Readers’ Choice” to compare fuel prices that generate the same investment returns for each possible investment decision.

“The climate emergency we face is a stock problem and a flow problem,” says Adi Aggarwal, general manager at SEA-LNG. “By choosing to retrofit their existing vessels, owners will be able to reduce greenhouse gas (GHG) emissions now and over the remaining lifetime of the vessel, keeping GHGs from entering the atmosphere.

“Retrofitting vessels provides a faster and cheaper route to the lower emission fuels that are essential to reduce shipping emissions. As alternative fuels and regulations progress, it’s important that we re-evaluate previous investments. LNG retrofits now have a strong business case.”

Retrofitting vessels to use LNG fuel helps to future proof vessels, reducing costs and improving returns. For owners, modernising a ship through retrofit can be carried out more quickly than building a new vessel.

New vessels typically take around two years to build. Accessing and scheduling work with a retrofit yard is often easier, as they have more capacity than newbuild yards. Retrofitting can also be arranged as part of a scheduled drydock call for a VLCC, meaning out of service time is reduced across the entire project.

Adopting LNG fuel on a VLCC improves CII ratings substantially, giving and maintaining a one-to-two-

grade improvement over alternatives throughout the remaining lifetime of the vessel.

The gap in ratings between LNG and HFO scrubber or VLSFO retrofit options provides a commercial chartering financial advantage to owners who choose the LNG pathway.

SEA-LNG released a framework in July this year for comparing the emissions and cost implications of adopting future fuel pathways and urges the industry to make like-forlike comparisons when discussing alternative marine fuels.

Steve Esau said at the time: “When looking at the advantages and disadvantages of alternative fuels, we should be assessing the characteristics of each fuel type on a like-for-like basis. Greenhouse gases in the atmosphere are a stock problem as well as a flow problem. The industry needs to consider the pathway to decarbonisation, not just the destination.

“There are consequences to delaying the shift from fuel oils, which will cause faster rising cumulative emissions. Shipping needs to assess fuel pathways based on how they can deliver decarbonisation benefits now, and in the future, and also the likely cost of these pathways”.

FUEL FOR THOUGHT

Long-term dry bulk tonnage provider Spar Shipping, ship management company Fleet Management and global biofuels supplier GoodFuels have announced the successful completion of a 10-day trial of 100% sustainable marine biofuel on board Spar Shipping’s bulk carrier Spar Lynx.

Spar Lynx was refuelled with GoodFuels’ biofuel during its port stay in Dordrecht, in the Netherlands, before sailing to the port of Icdas, in Turkey. The next-generation sustainable biofuel was derived from a variety of feedstocks certified as 100% waste or residue, including processed used cooking oil, tallow, and animal waste fats.

The sustainable marine biofuel supplied by GoodFuels delivers a reduction of at least 75% in well-to-exhaust carbon dioxide emissions. The company said that over the voyage, Spar Lynx saw an 85% cut in sulphur oxides (SOx) emissions when compared with traditional fossil-based marine fuels. Analysis and continuous monitoring by Fleet Management using a NOx meter showed the NOx emissions

did not increase at a higher speed when using biofuel, contrary to some industry assumptions.

Ahead of the trial, Fleet Management undertook a full inspection of Spar Lynx’s engine to compare the vessel before and after sailing. Following the voyage, no particulates or differences in engine performance were recorded, which demonstrates biofuel’s ability to seamlessly “drop in” to existing vessels, requiring no changes to existing tanks or engines.

Jarle Ellefsen, managing director at Spar Shipping, says: “There is particular industry attention on the suitability and applicability of biofuels to legacy tonnage. With regards to supramax and ultramax tonnage, which Spar Shipping represents, we consider biofuels may well be the only viable sustainable solution for modern tonnage as well. As a tonnage provider, we are looking to facilitate and make feasible sustainable solutions that are technically as well as economically viable. It is all about providing added flexibility

From applying biofuels to legacy tonnage to forging partnerships to improve ship designs, innovations abound in the fuelling industry

to the charterers or operators of existing tonnage.

“Sustainability is also about affordability and part of the picture is to enable the biofuels industry to scale up and secure both availability as well as low-cost sustainable biofuel alternatives for the maritime industry. The sustainable biofuels industry needs takers to be able to scale up, and the maritime industry is looking for availability and low cost.

“To this end, we all have a role to play. By doing our homework, we de-risk, and we are ready and in position to offer new sustainable alternative solutions once the regulatory framework allows for it. We have no time to lose if we are to fulfil the expectations placed upon us by the many stakeholders within our industry.”

SUSTAINABLE SUPPLY

GoodFuels recently announced that it has successfully supplied sustainable marine biofuel to NYK’s bulk carrier Frontier Explorer, in the first such delivery to a major maritime client since the company opened its Singapore office Frontier Explorer was refuelled with biofuel in a blend with very low sulphur fuel oil during its port call to Singapore en route from Australia to India.

The delivery was the first to be managed under GoodFuels’ partnership with Itochu, which was announced in May. Itochu was responsible for logistics, blending and distribution of the biofuel blend, while GoodFuels handled sourcing, technical expertise and sales, including working closely with NYK’s technical and commercial

team. GoodFuels also worked with a licensed bunker supplier to carry out the bunkering.

Speaking at the time of the announcement, Jing Xieng JX Han, General Manager, GoodFuels Asia Pacific, said: “We anticipate that demand for sustainable marine biofuels will continue to grow in Asia, particularly as the global efforts to decarbonise shipping intensify.”

GoodFuels’ partnership with Itochu, which saw the companies agree to cooperate on providing access to sustainable marine biofuels in all Singaporean territorial waters, waterways, and harbours, will also see both organisations work together to scale up supply of sustainable marine biofuel in Asia Pacific by identifying potential feedstocks.

MOU FOR VESSEL DESIGN

PaxOcean Engineering has signed a Memorandum of Understanding (MOU) with Singapore-based bunker vessel operator Hong Lam Marine and classification society Bureau Veritas (BV) to jointly develop an ammonia bunker vessel design.

With the signing of this MOU, PaxOcean will focus on developing designs for ammonia-fuelled and ammonia bunkering vessels. Bureau Veritas will verify compliance with the most applicable and up-to-date rules, particularly those related to the handling of ammonia, drawing on BV’s expertise in ammonia carriage and operations, and previous technical studies on ammonia as a fuel.

Hong Lam Marine’s role is to provide input specific to operational data and to support and validate the suitability of the ship design for commercial operations. The MOU

will foster innovation in smart and autonomous ship technologies, and support the use of green ammonia as a sustainable fuel to help decarbonise global shipping.

The Maritime and Port Authority of Singapore welcomes a strong partnership to develop, trial and test-bed new designs and innovative technologies needed to accelerate the transition to a clean economy.

CO2 CAPTURE

As a way of tackling global climate change, the “CO2 capture, transport, and burial” method has attracted attention as an intermediate step to achieving carbon neutrality. This has led to increased demand for technology for liquefied carbon dioxide (LCO2) carriers, which can safely transport carbon dioxide captured in the supply chain.

Transporting CO2 in a liquid state requires a pressure C-Type cargo tank capable of withstanding a high vapour pressure of over 5 atmospheres or greater. However, this type of cargo tank is usually used for smaller carriers and there are technical difficulties in enlarging the size of the tank to meet the market need to transfer a larger amount of CO2 to storage facilities.

In addition, the tanks and supporting structures of LCO2 carriers must be designed with the greatest care because of the high specific gravity of liquefied CO2

To address these technical challenges in designing LCO2 carriers,

“LCO2 carriers must be designed with the greatest care because of the high specific gravity of liquefied CO2”

the Korean Register (KR) and Hyundai Heavy Industries (HHI) conducted a joint development project (JDP) to develop 40K CBM LCO2 carriers fuelled with LNG.

Under the JDP, HHI carried out the basic and structural design of the 40K CBM LCO2 carrier, while KR verified the safety and conformity of the design reviewing the class rules and international conventions. The resulting concept design has now been awarded Approval in Principle (AIP) by KR.

One of the main aims of the project was to explore the economic feasibility of large pressure-type CO2 storage tanks. To increase the size of the CO2 storage tanks, special materials with low-temperature and high-tensile need to be used, instead of ordinary steel, which makes it challenging to control the thickness and weight of the tanks.

The LCO2 carrier is capable of storing up to 40K CBM using a type C pressure tank made of existing

low-temperature and high-tensile materials. An LNG fuel propulsion system has been installed, ensuring low-carbon emissions during the carrier’s operation.

The safety of the carrier’s cargo hold, cargo tank and supporting structure has been verified and approved using KR’s SeaTrustHullScan software solution which was developed in house.

A KR official says: “This AIP is a significant achievement, bringing the commercialisation of large LCO2 carrier technology even closer.”

DUEL FUEL DEVELOPMENT

The Korean Register (KR) has also given Approval In Principle (AIP) to a methanol dual fuel 300,000dwt crude oil carrier (VLCC) .

As more of the world’s leading shipping companies place orders for vessels that use methanol as a dual fuel, interest for methanol as a ship propulsion fuel is growing, KR says.

Methanol is considered to possess high potential for commercialisation because it offers fewer technical difficulties than liquefied natural gas (LNG) and relatively less toxicity than ammonia. Methanol can be stored in a liquid state at room temperature, similar to bunker oil, making it easier to store and transport compared to LNG, hydrogen and ammonia, which turn into liquid state at –162°C, -253°C, and –34°C respectively.

The methanol dual-fuel VLCC, which was developed under a joint project between KR and Hyundai Heavy Industries (HHI), is powered by methanol and marine gas oil (MGO).

HHI has developed the vessel so that the methanol fuel tank can be placed in either the open deck or the cargo area and KR has verified the safety and suitability of the vessel’s design, ensuring it complies with domestic and international regulations.

Pacific Ineos Belstaff

the world’s largest ethane carrier

At present, the proportion of LNGfuelled vessels continues to increase due to the fuel’s mature technology and supply infrastructure, but further transition to decarbonised alternative fuels is needed as strengthened greenhouse gas emission regulations come into force.

Although most methanol produced today is derived from fossil fuels, the proportion of e-methanol [1] is expected to increase as its fuel supply sources continue to expand, making it a much more competitive nextgeneration marine fuel along with green ammonia.

This AIP is the latest step in KR’s development of renewable fuel technology and the classification society will continue to provide technical support to clients to help them achieve decarbonisation, developing technologies for greener fuels, including methanol and ammonia.

CUSTOMISED CONTROL

Høglund Marine Solutions has delivered a meticulously engineered automation and control system for the Pacific Ineos Belstaff, the world’s largest ethane carrier.

During the project, Høglund designed an integrated automation system with ship performance monitor and a customised control system.

The technology for this project, completed was created to support Babcock LGE’s cargo handling system (CHS) and fuel gas supply system (FGSS) for the vessel, which is owned by Chinese very large gas carrier Pacific Gas.

Babcock LGE played a leading role in the project, overseeing the complete design, supply and advisory supervision/commissioning of the CHS and FGSS.

GREEN CORRIDOR

Core Power has shown how green fuel for shipping can be produced reliably at low cost using a floating nuclear power plant design combined with an “ammonia refinery” at either end of green corridors being proposed in the Clydebank declaration

“Making green ammonia from 100% clean hydrogen and nitrogen is very energy intensive and requires reliable low-cost electricity, and production of fuels must happen where we need it and when we need it,” says Dr Rory

Megginson, head of analytics at Core Power in London.

“Placing a floating refinery at either end of a green corridor in the US Gulf and UK continent would provide a reliable, low-cost fuel supply to all ships trading on that route, and have plenty of green hydrogen-based fuel left over for supply to the inland and coastal markets,” says Megginson.

The Core Power design features a cylindrical spar-type hull of 90m in diameter fitted with four molten salt reactors, producing 1,200mw of electricity around the clock, whatever the weather.

“The key advantage of the molten salt reactor for this purpose is that we can top up the fuel at full power, so we don’t have to stop to refuel, and that means we can run for a very long time at max capacity,” says Giulio Gennaro, chief technical officer of Core Power.

“The MSR is an ambient pressure reactor that cannot pollute the environment in the event of a mishap or an accident. The lack of pressure also means the emergency planning zone around the installation should be confined to the boundary of the ‘site’ or the hull itself,” he explains.

The system overview in the main control room, featuring a tidy and easy-to-operate user interface

PIONEERS IN A NEW FRONTIER

Shipping’s decarbonisation transition will be first and foremost powered by people –from technology developers to shipowners and crews. It is vital that we support these pioneers as they develop, trial, deploy and operate new technologies and fuels, creating a network of trust to then scale up change across our industry.

Social capital has been described as the lubricant that facilitates and energises co-operation. It enables different groups of people to work together towards a common goal and this is exactly what shipping’s pioneers need to ensure that we all meet our decarbonisation goals without compromising safety and reliability.

We are surrounded by these modernday pioneers. They are the engineers, the naval architects and the technology developers who are building new engines, fuels and energy efficiency solutions capable of withstanding the rugged maritime environment. They are the shipowners and crews who are willing to test new technologies on their vessels.

These pioneers need to be supported from the initial concepts to the installation on board, and then through the real-life trials and proof of concept processes. This is where yet another group, the engineers and surveyors in classification societies, have the important task of assessing and validating new concepts and systems to ensure they are safe to use and will deliver the emissions reductions promised.

At Bureau Veritas, we are the trusted advisor that can empower maritime people to deliver on the decarbonisation transition. Working with shipowners, shipyards and technology providers from the early concept stages to delivery, we provide the expertise and neutral position needed to independently assess and validate new technologies. By doing so, we build social capital – the trust between stakeholders – that drives safe innovation across the industry.

In practice, through our Rules, Approval in Principle (AiP) process, joint development projects, research and development partnerships and risk assessments, we

Ulrik Dan Frørup of Bureau Veritas Marine and Offshore, explains why people power is all important in the transition to environmentally friendly fuels

help de-risk ambitious new projects, including on the new fuels and clean technologies that will be essential to decarbonise shipping. We validate compliance with existing rules and regulations, and where prescriptive rules are yet to be developed, we use our expertise and experience to help identify, assess, and mitigate potential risks, ensuring safety above all.

New fuels

An important way in which we can support maritime pioneers is by developing knowledge to provide greater clarity on the risks associated with the main fuel and technology options currently envisioned by the industry.

For example, we recently carried out a study on ammonia as a marine fuel in collaboration with TotalEnergies. This project provided detailed insights on the efficiency of ventilation and vapour processing systems, the size of safety

zones needed, and the health risks to people exposed to leaks. Studies like this are critical to help us refine our rules, protect crews and passengers, and help first-movers progress with confidence.

As ammonia-powered engines and propulsion systems are still being developed, Bureau Veritas and TotalEnergies began by assessing what concentrations of ammonia in the air would be problematic and compared those levels to liquefied natural gas (LNG). An LNG-fuelled tanker served as the model for the comparison, showing a stark contrast between the two fuels. LNG becomes dangerous at around 50,000 parts per million (ppm), while ammonia starts to have health effects above 30ppm when permanently exposed, or around 300ppm when exposed for one hour.

This confirmed the approach outlined in Bureau Veritas’s Rule Note on ammonia as fuel (NR 671), which

includes stringent leak management on-board and vapour gas processing to avoid even small leaks reaching manned areas.

While further experimentation and analysis are required to reach definitive conclusions, this preliminary study helped identify future areas to explore for de-risking ammonia as fuel. Additional tests could be performed for leak design scenarios, bunkering safety zones, bunkering arrangements, and the effect of weather conditions, for example.

Technology developments will help reduce the risk of ammonia leaks as much as possible, and options for leak mitigation and treatment must also be improved. Our preliminary study with TotalEnergies forms a strong basis for future industry collaboration. By pairing the right questions with the right tests, marine stakeholders can begin the journey to de-risking ammonia as fuel.

NEW POWER

New power systems are being developed alongside new fuels, and this is another area where Bureau Veritas plays a key role in supporting industry pioneers. For example, highpower fuel cell manufacturer Helion Hydrogen Power has taken another step towards marine certification for its marine fuel cell after Bureau Veritas granted Approval in Principle (AiP) for the technology. This advance was the result of a close collaboration between Helion and Bureau Veritas, aiming at safely deploying hydrogen as an energy source for propulsion and shore-to-ship power supply.

The work carried out has enabled the company’s sixth generation of hydrogen fuel cells to comply with Bureau Veritas rules for the use of fuel cells on board ships. The fuel cell “marinisation” is based on a double envelope enclosure that enables the system to be perfectly sealed in a saline environment.

In addition, Helion’s new generation incorporates a thermal management system, a dedicated on-board control system, and a hydrogen safety system that enables it to be installed inside or on the deck of the vessel. Its vertical architecture facilitates ease-of-access during maintenance operations.

Here, too, our Rules provide a framework that enables first-movers to progress with confidence. In March 2022, Bureau Veritas released a new rule note (NR 547) on fuel cell power systems on board ships. The rule note covers safety requirements for ships using any type of fuel cell technology, providing rules for the design, construction and installation of fuel cell power systems and the delivery of electrical energy. The aim is to identify and mitigate risks to crews, the environment and the structural integrity of vessels.

Ready to fly

Bureau Veritas also recently delivered an AiP to Crain Technologies (Centre de Recherche pour l’Architecture et l’Industrie Nautiques) for its Suction Wing SW270, an auxiliary wind propulsion device for cargo ships. The AiP was delivered in accordance with

Bureau Veritas’s Rule Note for Wind Propulsion Systems (WPS) – NR 206.

Bureau Veritas worked very closely with Crain Technologies from the earliest stages, and the AiP followed a thorough assessment of the conceptual design, risk analysis, wind tunnel report, preliminary stability, loadings and the general arrangement. This assures that this new technology can be safely used and is ready for the next phase of its development and installation on-board.

We have also delivered an AiP to shipyard Chantiers de l’Atlantique for its Solid Sail propulsion system, a 1,200m² rigid sail made of composite panels, which was developed specifically for large vessels. The system overcomes the usual size limitations of standard fabric sails. Moreover, the rigidity of the sail panels induces less flapping and therefore increases the estimated life compared to a soft sail.

Again, Bureau Veritas was involved from the early stages to assure shipowners that this new technology can be safely used and is ready for the next phase of its development and installation on-board.

safety challenges of new fuels and complex vessels. Class plays a vital role on both aspects – ensuring that the right safeguards are in place to ensure seafarer health and safety is not threatened by the toxicity or flammability of new fuels; and validating that training norms are followed.

Moreover, the rollout of new technologies on board should be based on a dialogue rather than being a unilateral process. Seafarers should be fully involved in the design and development of new solutions, rather than simply trained once a new system is deployed on board.

Shipping needs to listen to seafarers and make the most of their first-hand experience of pain points that need to be tackled, and of solutions that are needed on board. Doing so will not only facilitate the daily work of seafarers, but also help shipping achieve the best possible outcomes for each vessel and company.

United undertaking

Today, the world faces its biggest challenge. To avoid the catastrophic impacts of climate change, we must limit global warming to the 1.5°C set out in the Paris Agreement. The transition to a greener shipping industry is a critical part of this undertaking, and it will require our collective social capital – the combined efforts of technology developers, shipowners, crews and class.

On the front line

In this period of rapid transformation, we must not forget another group of people on the frontline of the transition: the seafarers who operate the new vessels and technologies.

Crew safety can never be compromised. As an industry, we have a responsibility to protect seafarers and ensure they have the right training to handle the technical and

At Bureau Veritas, our team is entering this transition with enthusiasm. We are passionate about sustainability and decarbonisation because this matters for all of us, our own children, and the next generation. Around the globe, we are already starting to see the benefits of green initiatives such as electric ferries for coastal communities, and we are dedicated to do more to scale up decarbonisation efforts, leaving the maritime world in a better state than we found it.

We envision a greener, smarter, more diverse and inclusive maritime sector, and we are dedicated to helping the industry making this vision a reality. It’s what unites us.

“New technology can be safely used and is ready for the next phase”

Brian Coyne Managing Director

FUELLING THE FUTURE

Discussions about curbing CO2 in the shipping industry are increasing, but sadly so are the CO2 emissions. A recent study from container shipping line Matson shows that its direct CO2 emissions increased by 17% in 2021 compared with 2020. The liner operator suggests that surging demand after the pandemic has reinforced its need to act to tackle emissions across its fleet.

Decarbonisation is now firmly on the shipping industry’s agenda. Momentum is growing as the industry recognises the inevitable approach of the International Maritime Organization’s (IMO) 2030 and 2050 targets. In an industry and regulatory environment that will continue to evolve and change, we need to recognise that the needs of shipowners and operators will also continue to evolve.

They need solutions as soon as possible to support their decarbonisation trajectory. They need to be flexible in how they manage the change, and they need business partners that are equally flexible. Cruise owner AIDA Cruises recently

bunkered GoodFuels’ sustainable biofuel as part of its Green Cruising Strategy to reduce CO2 emissions, a positive step in the right direction. But how do we make sure these options are more widely available across the industry?

Future fuels

The outlook for the industry is driven by which fuel pathways to decarbonisation are available and viable. Before shipowners make a decision about which fuels to invest in for their future fleets, they need to find the right partners to help them navigate through the coming market transformations. Whether they decide to bunker biofuel, methanol, ammonia, liquefied natural gas (LNG), or anything else, they will need to know they have the right solution for their operations and for achieving decarbonisation.

While the carbon fuel coefficient (kg of CO2/kg of fuel) for fossil fuels is high at over three, for alternative fuels, such as methanol and ethanol, it is about half as much, which is still a significant

There is no shortage of innovations in the marketplace relating to the development of new fuels, which are driving the industry towards more eco-friendly approaches, says Brian Coyne of KPI OceanConnect’s

amount. Even ammonia will need to be produced through green processes before it can be considered zero-carbon.

LNG has a lower CO2 coefficient than the fossil oils used in shipping but COP26 saw greater attention being paid to methane due to its high impact as a greenhouse gas (GHG). Engine manufacturers are making progress towards eliminating methane slip (emissions of unburnt methane during combustion), but leakage during transportation and storage upstream still needs to be fully addressed. Meanwhile, more than 100 nations have now taken the Methane Pledge, launched at COP26, to reduce methane emissions across the whole economy.

Another viable option for shipping’s fleet today is sustainable biofuel. As a drop-in, low-carbon fuel, biofuel works within the existing infrastructure and complies with current regulation. However, many ship owners are not willing to pay the higher price of this fuel until there are more stringent regulations or greater pressure from their customers.

The reality is that the industry needs to take immediate action to turn the corner on reducing emissions and improving the sustainability of shipping. As well as moving towards a new and more complex supply chain. The industry needs to be flexible. It should consider existing solutions designed to tackle shipping’s carbon footprint today. One of the most effective mechanisms for achieving this is emissions trading and carbon offsetting.

Carbon footprints

Around 90% of world trade is transported by sea and the entire shipping industry is responsible for around 3% of global GHG emissions. For the industry to decarbonise, fuels need to decarbonise.

Current fuels on the market and those that are set to come in future will all have a carbon footprint, and this can be an eye opener for some. The carbon footprint of future fuels is not only about burning the fuel –consideration also needs to be given to how the fuel is produced and how we compensate for those carbon

emissions. It is therefore important to consider the impact of all marine fuels and recognise there are things we can do today to reduce emissions.

One of the most immediate ways to act on this and to see instant results is through carbon offsetting. Carbon offsets enable emissions and CO2 output to be balanced with the purchase of an equivalent offset that funds certified projects to generate clean and renewable energy.

Carbon offsetting will be key to the EU Emmissions Trading System (ETS), which should come into force from 1 January, 2024, as part of the Fit for 55 package. It is important to recognise that the scheme is a marketplace and is far more expensive than the voluntary market. As a comparison, EU ETS is trading around $80 per tonne of CO2, whereas the voluntary market is around $8-12 per tonne of CO2, depending on the project.

Carbon offsetting is an enabler of the energy transition in shipping. As the EU imposes levies on users of its ports for their carbon emissions, responsible businesses could feasibly align their business in the rest of the world with the standards they meet in the EU. The only way to do this currently will be using voluntary carbon offsets. These programmes can be tied directly to the quantity of fuel an operator purchases. With the support of an experienced marine energy provider, shipping can ensure its offsetting activities not only help to balance emissions and act as a key tool to tackle decarbonisation, but also to support the global economy and environmental and social projects.

KPI OceanConnect sees an opportunity to be an innovator in this space and supports fellow forward-looking companies. We are drawing on expertise that already exists across the company, while also learning from others and sharing knowledge as we develop our carbon offset services. By partnering with buyers and sellers early on, we will see how best we can position ourselves in this market to add value and deliver fitting solutions.

Carbon offsetting offers a route to support the scale-up of renewable energy projects, which can then be

used to produce zero-carbon fuels, while also mitigating the industry’s carbon footprint. The transition to future fuels to meet shipping’s decarbonisation pathway targets and new regulations is complex. Operational efficiency, profitability and sustainability require innovative thinking to unlock the complexities of the future fuel supply chain. By working with expert marine fuel partners, operators can gain knowledge of the future fuels that are becoming available while availability of these is still limited.

Changing roles

In line with the impending environmental regulatory changes, marine energy providers have a clear responsibility and a significant role to play in helping shipowners and operators successfully manage the transition. The marine energy sector needs to show leadership in a decarbonising shipping industry to ensure maritime stakeholders have expert support every step of the way. It is also essential to work with companies across the value chain to ensure owners and operators have access to the right fuel at the right quality wherever and whenever they need it.

As a consultative marine energy partner, we aim to apply our knowledge of the market and focus on innovative solutions to help drive environmental and sustainability change throughout our clients’ marine fuel supply chains. In Autumn 2021, we set up our Alternative Fuels and Special Projects division, led by Bill Wakeling, to enhance our offering further with the different pathway options, the idea being to accelerate progress towards a low-carbon future in maritime.

As a global organisation dedicated to sustainability and innovation, we are guiding our partners towards a decarbonised future. We advise on obtaining carbon-neutral fuel supplies and offsetting marine fuel emissions. During previous regulatory changes, we successfully supported our business partners to navigate through market transformations to find the best pathways for them in a changing industry.

A SUSTAINABLE ALTERNATIVE

Dr Nicholas Ball CEO, XFuel

The shipping industry is widely regarded as being particularly difficult to decarbonise with few practical options available that could deliver low- or zero-carbon transport today. In addition, significant investment is required for those alternative fuels and new technologies that might do so in the future. This is where second-generation biofuels can make a real difference and deliver cost-effective emission reductions virtually overnight.

At the 77th meeting of the Marine Environmental Protection Committee (MEPC77) last November, the MEPC acknowledged that the International Maritime Organization’s (IMO) current goal of reducing shipping greenhouse gas emissions 50% by 2050 does not go far enough to address the impact of the global shipping industry on climate change, and that the search for new fuels and other decarbonisation strategies for shipping has never been more urgent.

With decarbonisation at the forefront of the wider sustainability agenda,

and environmental regulations being continuously introduced or updated, pressure on shipowners to reduce carbon emissions is mounting, while also creating a premium for those who go beyond just compliance.

One alternative is sustainable, flexible feedstocks. A feedstock is the raw ingredient that can be converted into a biofuel. Firstgeneration biofuels use crops as feedstocks to deliver low-carbon fuels. This has helped to advance decarbonisation over the past decades.

However, issues around feedstock sustainability have made it difficult for firstgen biofuels to present a viable long-term solution – with limitations including direct and indirect land use change impacting food supply, ecosystems and deforestation.

Another option exists, says Dr Nicholas Ball, chief executive of XFuel. Secondgeneration biofuels use waste products as feedstocks, and thus do not negatively impact land use, interfere with food security, nor accelerate deforestation. While

Second-generation biofuels can revolutionise shipping’s decarbonisation journey

sustainability is essential, it is only half of the feedstock challenge. A feedstock must be available in volumes large enough to meet fuel demand, bearing in mind that a large containership’s fuel tank will typically have a capacity of between 1.5 and 2m gallons.

Hydrotreated Vegetable Oil (HVO) –a biofuel made by the hydrocracking or hydrogenation of vegetable oil or animal fats – illustrates this concern. While HVO is regarded as second generation biofuel, it does present a set of problems: expensive equipment is required for the hydrogenation process; the process itself is fairly energy intensive; and feedstock is getting more and more expensive due to increased demand and the lack of immediate availability. As a result, HVO prices will remain at a premium compared to fossil fuels.To enable transformational change at the scale shipping needs, we must ensure that we focus on types of feedstocks that can be sustainably, reliably and cost-effectively secured in large enough quantities.

According Dr Ball , XFuel uses sustainably sourced manufacturing, construction, and agricultural waste as feedstock – which is abundant across the world, and would otherwise be incinerated or left to decompose. In addition, such feedstocks do not threaten food

security nor do they contribute to environmental degradation.

When biofuels are available in large enough quantities for shipping, fuel-quality and grade can represent another hurdle to wide-spread adoption. Many traditional biofuels can only be used as a minority part of a blend with traditional fuels, and may require specialist transfer and storage infrastructure. These compatibility issues could put a hard limit on the impact those biofuels could have on shipping’s decarbonisation in the medium term.

Yet, it is possible to create a biofuel that can be used as a complete replacement for heavy sulphur fuel oil (HSFO), very low sulphur fuel oil (VLSFO) and ultra-low sulphur fuel oil (ULSFO) – in existing engines, fuel tanks and transfer infrastructure. This allows a shipowner or supplier to switch entirely to biofuels or to adaptively blend the fuel based on their own requirements.

Ball says that “At XFuel, our refinery processes create highquality HSFO, VLSFO, and ULSFO –which are tested against equivalent hydrocarbon standards and are a direct replacement to fossil fuels. This means that they can be transported, transferred, and used in existing infrastructure as a drop-in fuel – and are manufactured at a similar or lower cost to fossil fuel equivalents.”

“Second-generation biofuels are a fast and straightforward solution to shipping’s decarbonisation challenge. High-quality advanced biofuels can allow shipowners unparalleled flexibility in reducing emissions without relying on yet-tobe-built infrastructure or expensive and untested investments. It is important that the industry takes note and starts planning for the transition today.”

“Secondgeneration biofuels are a fast and straightforward solution to shipping’s decarbonisation challenge”

The launch of a North P&I Club’s Member Decarbonisation Journey series on strategies for more sustainable shipping sees the first two plans confirm that no one size fits all

SHARING SUSTAINABILITY STORIES

As North P&I Club Members make firm choices on the routes they believe will lead towards net zero shipping, the marine insurer has launched the Member Decarbonisation Journey series, a set of briefings offering transparency on the available options.

Part of the “Navigating Decarbonisation” initiative through which North is sharing its expertise on the risks and rewards of strategies for ship sustainability, the Decarbonisation Journey series is described by loss prevention executive Mark Smith as “in the spirit of mutuality”.

In the interests of industry transparency, it has been devised to offer harmonised insights into the way Members plan to meet the International Maritime Organization (IMO) targets for shipping to reduce CO2 emissions.

First to report have been longstanding North Members, d’Amico International Shipping (DIS) and Eastern Pacific Shipping

(EPS). Instantly, two well-known shipping organisations have provided an example of the way operational considerations can drive companies adhering to the highest quality standards can arrive at different conclusions.

Transition through LNG

Captain Anil Singh, chief operating officer of Eastern Pacific Shipping (EPS), explains the ship manager’s approach to decarbonisation as a “holistic alternative marine fuel programme”.

“Nobody knows yet which technologies or alternative energy sources will lead us to net zero, but we do know that today there are already proven solutions available to lower emissions,” he says. “LPG, ethane, ammonia and methanol are going to be the way forward for EPS’ dual-fuel fleet.”

In the immediate term, however, liquefied natural gas (LNG) “is widely available in the market and proven to lower carbon dioxide, sulphur oxide, nitrogen oxide and particulate

matter levels”. In what is believed to be a world-first for a vessel of its type, EPS has chosen dual fuel engines including LNG as a fuel to power a Long Range -2 (LR-2) tanker.

EPS’ submission to the North Decarbonisation Journey series highlights LNG for its transitional role as a marine fuel that helps reduce carbon footprint per ton-mile of cargo transported. “It’s a step in the right direction towards the IMO goal of reduced emissions,” the company says, and “positions EPS as a transportation provider of choice in the shipping industry whilst attracting charterers”.

The ABS-classed LR2 tanker Atlantic Jade (110,000 dwt), delivered in the first half of 2022, features two “Type-C” LNG fuel tanks to enable transits of up to 18,000 miles.

With fuel tanks positioned on deck to prevent reduction of cargo carrying capacity, LNG fuel is pumped to the main engines via a pump vapouriser unit (PVU), while three generators and two auxiliary boilers feed off compressed boil-off gas (BOG) from the LNG tanks. The auxiliary engines could also run on distillate, residual fuels, or biofuels/biodiesel blends.

EPS notes that bunkering LNG takes longer than traditional fuels, also highlighting safety as paramount –and the necessary mitigation provided by alarms, trips and emergency shut down devices, plus full crew training and certification for LNG as a fuel.

Longer term, EPS also says its dual fuel strategy will allow ships to be powered by other liquid marine fuels “including - but not limited to - biofuels, distillates, and residual fuels”, with switching between fuels achieved “without loss of speed or power”. However, broadly speaking, Captain Singh earmarks biofuels as “reserved for legacy tonnage, which are still being phased out”.

Where North’s Member decarbonisation journey is concerned, the position has special piquancy because product tanker owner D’Amico International Shipping (DIS) has committed to a sustainable biofuel blend as its preferred candidate for use aboard its LR1 tankers.

Drop-in biofuels

Salvatore d’Amico, DIS fleet director, says: “While we closely monitor the development of alternative fuels of the future and new propulsion technologies, and invest in innovative digital designs, we believe that using biofuel blends can speed up decarbonisation of existing tonnage with immediate effect. Drop-in solutions bring an immediate benefit to the environment with very low investment.”

The entire DIS fleet of LR1 product tankers has now been certified for operation on a B30 biofuel blend, whose formulation includes 30% biofuel derived from renewable feedstock.

The DIS Decarbonisation Journey document has ship personnel reporting biofuels as easy to handle during trials carried out with Trafigura, engine makers and classification societies on the DIS vessels Cielo di Rotterdam and Medi Roma. The trials also showed the blend achieving CO2 emission reductions of up to 30%, and 24.4% gains in terms of the Carbon Intensity Indicator (CII) developed by IMO.

It is important to note that these calculations are based on the impact of biofuels well to wake, where IMO’s CII scale is currently based on tank-towake impacts. However, DIS also notes that biofuels provide a viable solution to comply with the fuel EU regulation entering into force in 2025.

Tank cleaning and fuel system flushing are necessary, while care is advisable on cylinder oil

injection rates – although no specific recommendations are made on lubricant selection.

The potential for microbial growth is also manageable, whether through regular testing or biocide dosing if necessary.

Based on proven standards for quality and testing (respectively, EN and ISO), the blend’s characteristics mean that, subject to a full risk assessment and modified fuel handling, it can be dropped in without any adjustment to engine parameters, DIS says.

As North’s Mark Smith emphasises: “For shipowners and managers today, there is no ‘one size fits all’ solution. There are many variables involved in owning and operating different ship types, and that means different companies will inevitably choose the option that best suits their operational requirements when seeking to meet IMO targets.

”Over time, a range of different operational technologies and fuel choices will emerge as our industry transitions to a low carbon future.”

In addition to its Member Decarbonisation Journey series, which can be found at: nepia.com/ our-decarbonisation-journeymembers-stories/, further guidance from North P&I Club on topics and issues arising from shipping’s need to meet targets on sustainability can be found atnepia.com/topics/navigatingdecarbonisation/

MARCH

covered include:

unloading

technologies

Storage and discharge

and unloading

and road out loading

and control

Explosion and fire risks

plant and

control

automation

cargo

protection

characterisation

an in-company course

For anyone concerned about or responsible for the safe handling and storage of bulk materials in ports and on the sea

For anyone concerned about or responsible for the safe handling and storage of bulk materials in ports and on the sea

Course Leader: Mike Bradley, Professor of Bulk and Particulate Technologies and Director of The Wolfson Centre, University of Greenwich

Course Leader: Mike Bradley, Professor of Bulk and Particulate Technologies and Director of The Wolfson Centre, University of Greenwich

PLAIN SAILING

Norsepower Oy, a provider of auxiliary wind propulsion systems, recently announced a contract with Dalian Shipbuilding to deliver single rotor sails for use on two newbuild liquefied natural gas-powered, wind-assisted CO2 carriers commissioned by Northern Lights.

Northern Lights is developing the transportation and storage component of Norway’s Longship project to decarbonise industrial emissions.

The two liquified CO2 carriers will be equipped with one 28x4m Norsepower rotor sail on each vessel. Following calculations, Norsepower estimates the rotor sails will reduce the fuel and CO2 emissions from each vessel by approximately 5%.

The Norsepower Rotor Sail Solution is a modernised version of the Flettner rotor, a spinning cylinder that uses the Magnus effect to harness wind power and generate thrust – reducing both fuel consumption and emissions.

The two first-of-its-kind carriers have been designed by Northern Lights and

are being built by China-based Dalian Shipbuilding. The vessels will be equipped with Norsepower’s wind-assisted propulsion system alongside other energy efficiency technologies, highlighting the benefits of integrating complementary clean tech solutions for maximum impact.

Tuomas Riski, CEO of Norsepower, comments: “The industry is transforming quickly and newbuild vessels are being built today to operate efficiently ahead of 2050. Therefore, we are seeing the industry seeking to build vessels today which already have proven energy efficiency solutions onboard which can reduce fuel consumption, the associated costs as well as reduce emissions.

“As fuel prices increase and a carbon levy is initiated, getting newbuild vessels as efficient as possible is essential for longterm commercial success.”

The rotor sails will be delivered in early 2023 and, following further building, both the 130m long ships – each with a cargo size of 7,500m³ – are expected to be

Wind propulsion is proving to be an exciting and innovative avenue to explore as a means of meeting environmental demands

delivered in 2024. After commencing operations, the vessels will fill up captured and liquefied CO2 from European emitters and carry it to the Northern Lights receiving terminal in Norway’s Øygarden.

PROPULSION PARTNERSHIP

BHP has partnered with Pan Pacific Copper (PPC), a member of JX Nippon Mining and Metals group, and Norsepower, to reduce greenhouse gas emissions from maritime transportation between BHP’s mines in Chile and PPC’s smelters in Japan.

The parties are conducting a technical assessment and plan a retrofit installation of wind-assisted propulsion system onboard the Koryu, a 53,762dwt combination carrier operated by Nippon Marine.

BHP and PPC have multi-year agreements for delivery of copper concentrates from Chile to Japan, as well as sulphuric acid from Japan to Chile, making the cargo capacity utilisation of Koryu one of the highest in the industry, the partnership suggests.

BHP chief commercial officer Vandita Pant says: “Identifying and implementing innovative and sustainable solutions through our strong commodity and supply chain partnerships remain essential in supporting the decarbonisation ambitions of BHP.

“We look forward to working with PPC on the wind-assisted propulsion system to enable further GHG emissions reduction in our supply chain and add to the already strong partnership between BHP and PPC.”

JX Nippon Mining and Metals’ deputy chief executive Kazuhiro Hori says: “PPC and BHP has been sharing the mission to accelerate the activities for decarbonisation in line with our respective climate targets and goals. The Koryu project is a good example of our collaboration and a valuable step that proves eagerness by both companies to establish ecosystem partnerships to take on the climate challenge. We are looking forward to further developing the partnership with BHP in various areas.”

Norsepower chief strategy officer Jukka Kuuskoski says: “Our vision is to set the standard in bringing sailing back to shipping, and empower the maritime industry towards reaching the goal of zero-carbon emissions. As fuel prices increase and a carbon levy is initiated, investing in technologies that have proven emissions reductions and fuel savings is essential for long-term commercial success.

“Working with BHP, PPC and Nippon Marine demonstrates the increased commitment to greener operations, particularly within the bulk carrier market. We look forward to completing the installation and seeing the results.”

JX Nippon Mining and Metals group has declared the target of net-zero CO2 emissions by fiscal 2050 and is further accelerating its action to reduce CO2 emissions of Scope 3, including raw material production and logistics throughout the entire supply chain.

FLYING HIGH Classification society Bureau Veritas has given an Approval in Principle (AiP) to Crain Technologies for its

The two first-of-its-kind carriers have been designed by Northern Lights and are being built by China-based Dalian Shipbuilding Industry Company. The design includes a single Norsepower Rotor Sail

Suction Wing SW270, an auxiliary wind propulsion device for cargo ships. Jointly developed by Crain and its partner Reel, the SW270 is a solid thick wing, fitted with a rear flap. Grids located on both sides of the wing section create a suction force that draws the air stream around the wing section from the outside to the inside of the wing. The wing is mounted on a structural foundation which contains the suction fan required to operate the system.

Based on the principle of boundary layer suction, the suction wing concept delivers a very high lift coefficient, which reduces the size of the device needed to achieve a given pull force. Thanks to the shape of the system, the drag remains moderate. Therefore, the lift-to-drag ratio provides a good performance in upwind conditions and for ships sailing at relatively high speeds, using the wind to propel the ship in combination with the main engine. Furthermore, the wing section can rotate around a vertical axis to adjust to wind direction and optimize performance.

While the suction wing concept can be derived in a range of sizes in order to fit various vessel sizes, the device considered in this AiP was a wing with a span of 27m.

Philippe Pallu De Barriere, CEO of Crain, comments: “Suction Wing SW270 is an innovative wind-assisted

propulsion solution that is suited to a large range of cargo ships. Developed using technologies already widely used by the naval industry, it delivers great power proportionally to its surface, and is easy to install and use on ships. Our collaborative work with the Bureau Veritas team based on its new Wind Assisted Propulsion rules enables us to move on to the next step, providing specifications for the industrialisation of SW270 by our partner.”

Anemoi Marine Technologies to supply and fit two vessels in its dry bulk fleet with Anemoi Rotor Sails.

The first vessel, Berge Neblina, a 388k dwt valemax ore carrier built in 2012, was made “wind-ready” earlier this year. The structural integration required prior to installing the technology was carried out during a scheduled dry dock.

Four of Anemoi’s large folding deployment rotor sails will be installed to improve vessel performance. Folding rotor sails can be lowered from the vertical to mitigate the impact on air draught and cargo handling operations.

This flexible wind-ready approach has been taken to align with vessel availability and Anemoi’s production slots. The same approach has been taken with the second vessel, Berge Mulhacen, a 2017-built 210kdwt newcastlemax bulk carrier, which will also receive four folding rotor sails. Plan approval has also been obtained for both ships from DNV.

Paolo Tonon, technical director at Berge Bulk, says: “We’re absolutely committed to continuous innovation and exploring cleaner, greener energy sources. Wind propulsion is an option we have explored previously in other formats, and we firmly believe it can help achieve our decarbonisation commitments.

“The partnership with Anemoi commenced with in-depth engineering simulations to find the best possible technical and commercial solution. Therefore, we are pleased to be rolling out its rotor sail technology on our vessels.”

Commenting on the agreement, Kim Diederichsen, CEO of Anemoi Marine Technologies, says: “I’m delighted to be announcing this partnership with Berge Bulk. It is a further confirmation that forward-thinking shipowners are turning to wind-assisted propulsion to help them achieve their environmental objectives – and it proves, once again, that rotor sails are a realistic and workable solution that results in significant carbon savings.”

ANEMOI ORDER

Singapore-based dry bulk owner Berge Bulk has announced an agreement with

Anemoi predicts that the four-rotor system will save Berge Bulk 12001500 metric tons of fuel per vessel each year.

The AiP signing ceremony took place at EuroMaritime in June

Norsepower’s rotor sail, with a tilting foundation, will replace one of the deck cranes in a first-of-its-kind installation onboard the Koryu

COLLABORATIVE PROJECT

Marin, Core IC, SSPA, AYRO, Chantiers de L’Atlantique, Flikkema Innovation Management and Consultancy, Wärtsilä, Genoa University, Euronav and Anemoi Marine Technologies have successfully set up the Optiwise project, an EU-funded research and innovation project aiming to improve and demonstrate energy savings using wind propulsion and hydrodynamic improvements in propulsion.

The EU requested solutions for energy savings of at least 10% for single measures and 20% for combined measures. In response, the Optiwise consortium says: “Our overall ambition is to develop and employ holistic design and control methods for ground-breaking new ship concepts utilising wind propulsion while considering realistic operational scenarios.

“With these methods we expect to realise average energy savings of between 30% and 50% when compared with equivalent conventional ships while ensuring operational feasibility in a realistic wind climate.”

Konstantinos Papoutsis, group sustainability manager at Euronav, says: “We are aware of the huge challenge that the maritime industry is facing to reduce its greenhouse

gas emissions according to the International Maritime Organization ambition, and the gradually introduced regulations to advance this effort. Zero emission fuels are assumed to be the main solution. However, sufficient and affordable supply of such fuels is highly uncertain for the foreseeable future, which means that energy saving on board is expected to be increasingly important, both environmentally and economically.

“We expect that the knowledge built through such research and development (R&D) efforts will benefit the waterborne industry in its decarbonisation journey.”

“Fruitful and promising progress has been made with the introduction of new devices to the market, with some 15+ ships sailing commercially with wind propulsion in the world fleet,” adds Rogier Eggers, project manager at Marin. “Wind propulsion is so far mostly applied without re-considering the overall ship design and operations. Whereas that fits within a ‘business as usual’ scenario, it does limit the attainable savings.

“With Optiwise, we are building on R&D already under development among the consortium partners in the past years and re-thinking the design process and energy management of

ships with wind propulsion, while still making sure that these ships conform to common operational and regulatory requirements. We thereby expect to enable and showcase much higher savings than what can be seen in the present market applications.”

The Optiwise project will pursue its objectives through close inspection of three operational use cases:

These cases will provide a relevant sample of the world fleet, such that the methods developed in the project should cover the majority of the seagoing shipping fleet. While the wind propulsion type is preselected for each ship type, the exact implementation and change of the ship design and energy management is fully open to further performance enhancement.

The project scope involves extensive simulations where disciplines such as aerodynamics, hydrodynamics and routing and energy management are holistically brought together. Great attention will be applied to ensure realistic operational applications of the developed designs. Thus, these will be complemented with basin tests to assess manoeuvring and seakeeping, bridge simulations to assess crew operation, and landbased wind propulsion tests to verify better control.

Bulk Carrier with ANEMOI Rotor Sails Tanker with AYRO OceanWings

Passenger Vessel with Chantiers de l’Atlantique Solid Sail

ONLY EVENT AIMED AT THE ENTIRE BULK TERMINALS INDUSTRY

Each year with a full programme focused on the concerns of operators the ABTO Bulk Terminals conference offers sound practical solutions for improving safety, streamlining operations, ensuring environmental protection as well as a market analysis and development opportunities

and crucially how the wider industry serving them can provide solutions. On top of the continuing effects of covid, the war in Ukraine will create massive changes in bulk trade flows. Bulk Terminals

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