EGCS: VIEWPOINT

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 Treatment, Wärtsilä

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.

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 costeffective, 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.

We offer our clients free-of-charge cloud-based software for environmental performance reporting and optimisation of scrubbers across fleets For more information, contact: Anders Skibdal, CEO Tel: + 45 4017 1400 Email: anders@pureteq.com

Michael Mouritzen, sales Tel: +45 4014 4481 Email: mim@pureteq.com pureteq.com