35 minute read
TECHNOLOGY: NEWS
from CSI Autumn 2022
by Maritime-AMC
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:
“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.
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.
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
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.
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.
Børge Nogva, President, Høglund 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
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.
Adnoc L&S saw an average of 400m3 in monthly fuel savings following the implementation of the changes, curbing emissions by 12%
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.
Arnaud Dianoux Co-Founder and Managing Director, Opsealog
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
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.
