CSI Spring 2023

BLUE-SKY THINKING

New uses for coating agents

NOISES OFF

Eco-friendly propulsion

AHEAD OF THE GAME

Future-proof scrubber systems

Measuring emissions at sea.

We are on your wavelength.

Simplicity is the key for stack emission measurements at sea and the GAA610-M marine emission monitoring system carries all necessary type approvals. The internal gas-filled cuvettes simplify calibration and remove the need to hold gas cylinders onboard. Dynamic QR codes generated on the analyzer display allow easy transmission of all relevant diagnostic information and ABB AbilityTM Remote Assistance provides secure remote connectivity to our global team of experts. Measurement made easy.

Sandra Speares Editor, Clean Shipping International

TURNING THE VOLUME DOWN

Grappling with the next round of regulatory challenges is an ongoing issue for those operating in the maritime industry. There is no avoiding new regulations, but do industry players have to totally reconfigure their operations or can they adapt existing processes to meet the requirements?

One point to consider is the playoff between ecofriendliness and safety. This has been particularly evident when it comes to onboard fires: although products used might be eco-friendly, they are not necessarily more effective in safety terms and might even potentially limit the chances of a positive outcome. The reverse is also true: a non eco-friendly product might be the best to use from the safety perspective.

Another recent hot topic is that of underwater noise. Like other issues on the maritime agenda, there have been a number of initiatives at international level to address the problem.

Draft guidelines to reduce underwater noise were agreed at the International Maritime Organization sub committee on ship design and construction at the end of January. The sub committee produced an overview of approaches applicable to designers, shipbuilders and ship operators to reduce underwater noise. These will be submitted for approval to the Marine Environment Protection Committee (MEPC), which meets from July 3-7.

The issue of underwater noise is not easy to deal with, but better propeller design is one way forward. Reducing any cavitation makes things quieter, while improving performance, as well as covering the screws in graphene, or boring holes in the blades.

When it comes to innovative propeller designs, one example is that developed by Oscar Propulsion and the University of Strathclyde. The patented PressurePores™ system reduces propeller tip vortex cavitation by applying a small number of strategically placed holes in the propeller blades. The addition of these pressure-relieving holes allows ships to operate with a much quieter propeller.

Meanwhile, reducing underwater noise might mean ships have to go even slower, or undertake massive diversions to avoid confusing sea creatures, as former Lloyd’s List editor Michael Grey explained recently in Maritime Advocate

It is yet another challenge for all those operating in the sector, adding to those regulatory deadlines already on the agenda. One thing is certain, owners and operators will have their work cut out.

We hope you enjoy this latest edition of Clean Shipping International

THE ONLY EVENT AIMED AT THE ENTIRE BULK TERMINALS INDUSTRY

The Annual Conference of the Association of Bulk Terminal Operators (ABTO)

Organised by

THEONLY EVENTAIMED AT THE ENTIREBULK TERMINALS INDUSTRY

The 2023 conference will set the scene with the traditional analysis of bulk markets, continuing with a full programme focused on the concerns of operators – offering sound practical solutions to terminal operators for improving safety, streamlining operations and ensuring environmental protection.

The conflict in Ukraine had a serious impact throughout 2022 on bulk trade flows. This will undoubtedly continue this year. And while the world may be opening up, the effects of covid-19 will continue to affect global supply chains. Lisbon will examine the impact of both on bulk terminal operations – both short term and in the future.

To discuss speaking and sponsorship opportunities please call Simon Gutteridge +33 (0)321 47 72 19 or email events@bulkterminals.org

Port and local organiser

Editor: Sandra Speares speares1@ aol.com

Project Director: Jonathon Ferris jonathon.ferris@ cleanshippinginternational.com

Sub-editor: Samantha Robinson sam.robinson.journalist@ gmail.com

Publisher: Bill Robinson publisher@ cleanshippinginternational.com

Designer: Justin Ives justindesign@ live.co.uk

Published by Maritime AMC, Clean Shipping International supports Clean Shipping Initiatives.

The views expressed in Clean Shipping International are not necessarily those of Maritime AMC unless expressly stated as such and disclaim any responsibility for errors or omissions or their consequences or for advertisements contained in this magazine and has no legal responsibility to deal with them.

Distributed to the members of CLEANSHIPPINGALLIANCE2020 cleanshippinginternational.com

THE SCRUBBER MAKER

PureteQ supplies built-to-fit maritime scrubber systems to shipowners who wish to increase their ships’ operational performance, save money on fuel by continuing use of heavy fuel oil and comply with IMO’s regulations on carbon intensity measures for exhaust gas cleaning systems. Our latest edition is a carbon capture ready scrubber system based on our sister company ESTECH’s patented CCS technology. The onboard carbon capture is based on carbon scrubbing with a reagent designed for low energy consumption and possible net reduction of CO2 emission from fossil fuels of 30-60%.

WWW.PURETEQ.COM

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CAPTURE & STORAGE

ESTECH’s patented Carbon Capture and Storage (CCS) technology and parallel production of hydrogen is unique, as it merges two operations in one combined process. The technology provides cost-efficient capturing of CO2 and optimal Power-to-X integration between CO2 absorption and hydrogen production based on green electrical power with no thermal heat requirement. The technology behind the CO2 absorption is based on PureteQ’s patented exhaust gas cleaning system and digital platform.

01 FROM THE EDITOR

36 TECHNOLOGY

Market players are linking up with specialised companies that are offering some innovative approaches

41 PROPULSION

From noise reduction to better performance, a look at the new solutions that are powering forwards

44 COATINGS

Recent innovations – and new uses of old favourites

47 REGULATIONS: VIEWPOINT

Esa Henttinen, executive vice president, NAPA Safety Solutions, on MEPC 80

50 REGULATIONS

What are the new regulations looming for shipowners and operators?

53 DECARBONISATION: VIEWPOINT

Gina Panayiotou, ESG manager at West P&I on environmental, social and governance

32 EMISSIONS

The

55 DECARBONISATION: VIEWPOINT

Collaborate to innovate, says Sean McLaughlin, strategy consultant, Houlder

RESEARCH SCIENCE VERSUS SOUND ENGINEERING

We are taught at school that science protects against ignorance. It is taught to be a thorough and robust process to seek and discover the truth. The process often starts with a hypothesis in which a statement is made that must be testable and falsifiable. The statement should be framed in the simplest terms possible, but being clear and precise, and the statement should not be a question. Ideally, it should relate to a discrete variable. The process of undertaking the evaluation should eliminate the influence of other variables. This is known as the control part of the research.

In summary, science and research and substantiating a hypothesis involves precise, often defined and very narrow and discrete criteria.

Engineering involves a much more holistic approach and is principally involved in problem solving, taking into account as many factors and influences as possible. Added to that a chartered engineer, similar to a doctor’s Hippocratic Oath, has an obligation to society of honesty and transparency.

Isambard Kingdom Brunel was not only a great engineer in his lasting achievements – he must also have been a great leader considering the extent of the design work required to achieve the constructions in his name. He must also have been a great influencer with a good understanding of commerce in order to persuade the vast investment in his huge projects.

The reason for discussing science and hypothesis and engineering and solutions is to highlight the different priorities of each discipline and how they affect society and the planet both negatively and positively.

There is no doubt engineers make mistakes often by not accounting for an unknown factor that is critical to the design.

In the shipping world, brittle fracturing of steel in Second World War Atlantic convoys led to the loss or damage of more than 1,000 ships. Once the phenomenon was understood and the Charpy V notch test

used to assess steels for cold temperature brittle fracture, new steels were developed with better welding characteristics that no longer suffered this phenomenon.

In engineering terms, on the whole, solutions are developed to account for all manner of factors from safety, cost, durability, aesthetics, regulations and many more considerations.

During the covid-19 pandemic, with science using the hypothesis that by mapping the genetic code of the virus and using many years of research into mRNA technology, a vaccine was designed that could negate the virus spike protein. Prior work on two other coronavirus outbreaks, SARs and MERs, assisted in the final work for the covid-19 vaccine. The breakthrough approach quickly provided effective protection to hundreds of millions of the world population. That breakthrough was the result of diligent and precise evaluation of a hypothesis and its subsequent translation into a protective vaccine.

Good versus bad

In the world of clean shipping, it appears that science, or perhaps pseudo-science, is being used to justify the beliefs of a small group of activists, who in turn appear to have influenced the European Commission with pre-conceptions of what is a good fuel and conversely what is a bad or “dirty” fuel that should be banned. Putting this simply, non-governmental organisations (NGO) activists in unison with the European Commission have been seeking to ban the use of high sulphur fuel oils and heavy fuel oils on board ships.

To justify their position, many studies have been commissioned to attempt to demonstrate the harm caused by ship’s using these heavy fuels. There have been claims of more harm caused by a spill, increased emissions of black carbon, risk to ship’s crew from possible hydrogen sulphide residues and the alleged toxicity of discharge water from exhaust gas cleaning systems.

Don Gregory Director, Exhaust Gas Cleaning Systems Association

On the other hand, when the International Maritime Organization (IMO) sought to reduce the emissions of sulphur dioxide from ships burning high sulphur fuels, engineers undertook careful, detailed and holistic evaluation of the possible solutions to eliminate or reduce these sulphur oxide emissions.

One solution was the removal of the compounds post combustion, which provided a significantly lower well-towake CO2 emission than switching to more refined low sulphur fuels.

Today, some 30% of all marine bunkers are high sulphur fuel. It is treated post combustion to remove sulphur oxides (SOx). This is achieved in the main by using sea water to wash out the SOx, neutralise the subsequent acid and return the sea water back into the sea.

It is not disputed that the returned water, the discharge water, also contains other compounds of the products of combustion. But historically for more than 70 years, some 90% of marine bunker fuel was high sulphur fuel oil. Its combustion resulted in all those same products of combustion. The gases and compounds simply entered the atmosphere in the exhaust gas and would eventually settle on the sea or land through precipitation or by gravity. The washing of the gas avoids the entry into the atmosphere and short circuits the path, resulting in cleaner air quality.

There is a genuine question of what might be the difference in the effect of a concentrated point source discharge of these compounds when compared with the historical path via the atmosphere where it would have spread over a larger area?

Point sources do not necessarily equate to a more serious hazard. The tailpipe of a motor vehicle is a point source of toxic compounds.

However, the affected bodies, known as receptors do not normally dwell within the vicinity of the tail pipe. This dilution and other affects ameliorate or eliminate the toxicity of the tailpipe exhaust. So, there is a dilution effect. But if, despite dilution, the compounds are additive, or in other words just build up, they would again reach

concentrations of toxicity which could be seriously harmful. However, this rarely happens as other processes result in the reduction or elimination of the toxicity.

So, we have two effects that must be considered, known as dispersion and fate.

The Exhaust Gas Cleaning Systems Association (EGCSA) takes the possible impact of exhaust cleaning technology very seriously. The organisation has assisted in the development of the IMO guidelines, known as the Exhaust Cleaning Systems (SOx) Guidelines.

EGCSA has taken note of concerns raised by the European Commission and some NGO activists. EGCSA has responded by undertaking independent assessments and analysis in an attempt to quantify any alleged detrimental effects, especially with respect to the discharge water.

Needless to say, to date there have been no significant findings of a substantive nature that uphold the allegations of detriment to the marine environment caused by ship’s exhaust gas cleaning systems discharge water.

Despite the work of the EGCSA to seek the truth, the European Commission, in concert with some European Administrations, continues to pursue a principle that the use of high sulphur fuel oil will result in harm and detriment to the marine environment from the discharge water.

Common threads

In the absence of evidence, the European Commission has funded several studies through various so called “science” programmes. In some cases, this has resulted in eminent organisations damaging their credibility and standing.

With some NGO reports numbering in excess of 20 documents claiming that the discharge water is causing harm, the EGCSA has undertaken a review of several of the reports. It should be noted that many of them have been under the auspices of EUfunded science programmes and as such wish to imply that the work is scientific research.

What was uncovered in the review of these documents were several

common threads. Some of these threads are apparent in documents submitted to IMO justifying concerns about exhaust gas cleaning system discharge water. For brevity some of the common threads are bulleted below:

» Less than 30% of the documents contain original measured data.

» Many of the documents re-use previously reported measured data and re-present conclusions.

» Virtually none of these “science” reports use a control measure to eliminate other variables.

» Some reports study data on one or two compounds and then conflate the conclusions on these compounds with claims of the hazards of other compounds which are not evaluated or measured in the report.

» No reports make a genuine effort to consider dispersion or fate. In other words, what happens in the real world.

» No reports consider the historical emission via the atmosphere when making claims of the impact of the compounds now being discharged via the discharge water.

» In no case is an assessment compared to large industrial emitters of discharge water post exhaust gas cleaning. Many of these power stations and refineries have had the discharge water measured for years by experts with little cause for concern.

While sound engineering has developed a technology solution (sea water exhaust gas cleaning) that is apparently more sustainable than a switch to low sulphur fuels, it appears that pseudo-science – often funded by the European Commission – is being used in an attempt to cast doubt on the exhaust gas cleaning technology.

This research science is not only resulting in harm to individual researchers’ integrity, it harms the science community and wastes resources that could be better directed to assessing other challenges facing the shipping industry.

In this case sound engineering is being badly let down by bad science.

There have been plenty of initiatives relating to green shipping and improving efficiency and performance in recent months, with new funding available to support such schemes

GLOBAL NEWS ROUND-UP

Smart Green Shipping’s (SGS) Winds of Change project to develop its groundbreaking FastRig technology has been selected as one of the recipients of £60m in funding from the third round of the UK government’s Clean Maritime Demonstration Competition (CMDC3).

The funds will be used to develop a new UK-designed-and-built wing sail, a 20m high “FastRig” installed on board a vessel, bringing the maritime industry closer to efficiently harnessing wind power for propulsion.

This latest funding displays growing support for the FastRigs technology, which recently secured a £1.35m investment from MOL Drybulk Ltd (MOLDB) and Scottish Enterprise, building on the £1.8m grant from Scottish Enterprise last year, with £3.2m match-funded by the private sector.

The CMDC3 was announced in September 2022, funded by the Department for Transport and delivered in partnership with Innovate UK. As part

of the CMDC3, the Department allocated £60m to 19 flagship projects supported by 92 UK organisations to deliver real world demonstration R&D projects in clean maritime solutions.

Projects will take place in multiple locations around the UK,, from as far north as the Shetland Isles and as far south as Cornwall.

The CMDC3 is part of the UK Shipping Office for Reducing Emissions’ (UK SHORE) flagship multi-year CMDC programme.

In March 2022, the Department announced the biggest government investment ever in the UK commercial maritime sector, allocating £206m to UK SHORE, a new division within the Department for Transport focused on decarbonising the maritime sector.

UK SHORE is delivering a suite of interventions throughout 2022-2025 aimed at accelerating the design, manufacture and operation of UK-made clean maritime technologies and unlocking an industry-led transition to net zero.

MAKING CONNECTIONS

Accelerating digital development and evolving expectations are driving demand for maritime connectivity, presenting both challenges and opportunities for the global shipping industry.

The shipping industry needs to take a strategic approach to connectivity in order to meet its evolving business needs. This was the ethos of a interactive seminar on the state of play in the maritime connectivity market hosted by Inmarsat and moderated by Joshua Flood, co-founder and senior research consultant at Valour Consultancy.

The Future of Maritime Connectivity session explored the reasons for, and ramifications of, soaring connectivity demands in the sector.

Invited to provide their unique perspectives on the topic were Dr Phanthian Zuesongdham, head of division, port process solution and lead co-ordinator smartPORT, digital

maritime and ITS, Hamburg Port Authority; Florian Liebetrau, director IT – marine and maritime operations, Hapag-Lloyd; and Marco Cristoforo Camporeale, senior director, growth markets, Inmarsat Maritime.

In his introduction to the seminar, Flood described the period since the onset of the covid-19 pandemic as “the perfect storm of conditions that would have caused adversity to many other industries, but created a real boom in the maritime connectivity market”.

With crew stranded at sea requiring connectivity to communicate with family and friends and to access entertainment, telemedicine and training services, the pandemic “propelled digital strategies forward by about five years”, he explained.

Emphasising Flood’s point while offering the shipowner’s outlook, Hapag-Lloyd’s Florian Liebetrau commented: “We generate a lot more data today than we did a few years ago, and we do a lot more with that

data. Satellite communications were previously a peripheral element of our fleet operations but are now becoming a central component – in terms of both crew welfare and data collection and transfer.”

This trend is reflected throughout the industry, with Inmarsat’s Marco Cristoforo Camporeale revealing that maritime data consumption has risen almost threefold since before the pandemic and by 70% in the past year alone.

However, as the industry’s reliance on connectivity grows, so does the threat to cyber security: in the last 12 months, cyber attacks have increased by 80%, added Camporeale.

According to Dr Phanthian Zuesongdham of the Hamburg Port Authority, the issue of cyber security concerns not only onboard IT, but also operational technology (OT). “The equipment and components aboard modern vessels are more intelligent than ever, collecting large volumes of data and producing numerous insights,” she said. “This leaves ships more exposed to cyber-attacks, so there is a clear need for cyber-security strategies to apply to OT as well as to IT.”

While the advancement of maritime connectivity creates more vulnerabilities to digital threats, a robust network connection also provides a platform for effective cyber-security measures and solutions, explained Camporeale.

“Through our reliable, industryleading VSAT services, we deliver a solution that goes beyond compliance to consider every aspect of cyber security,” he said. “First, we segregate IT, OT and crew networks, then we deploy unified threat management to monitor and combat all threats on a single device. Finally, we provide crew with cyber-security training to further minimise risk.”

Another challenge associated with the growing demand for maritime connectivity is the cost and complexity of contracting more than one service provider for vessels that operate in various locations.

“One of the main concerns that we have is the integration of systems,” Liebetrau explained. “Having a ship

operating around the world with multiple IP addresses and different connectivity backbones is expensive and complicated. Ideally, we would have one integrated product that allows the vessel to switch automatically to whichever technology is needed depending on where it is sailing.”

Camporeale acknowledged the need for an enhanced network as the solution.“Connectivity already brings a competitive advantage in areas such as crew recruitment and fuel efficiency,” he said.

“In a survey commissioned by Inmarsat, one in three seafarers identified onboard internet as the most important factor in deciding which company to work for, while digital technology has been shown to cut fuel consumption by up to 18% by leveraging the insights shipping companies collect from vessel and machinery data.”

“Shipping will need to connect and exchange more in the years ahead,” he continued. “The networks are becoming more sophisticated to meet this demand, while connectivity is the lifeblood of digitalisation in the maritime industry.

“Many technologies, such as voyage and port call optimisation, automation, condition–based maintenance, and other, are required to work together to deliver impacts that affect change in shipping. But when orchestrated and combined within an interconnected system, digital technologies can give rise to significant gains in efficiency, customer value, and profitability.”

HST UNVEILS HYBRID

HST Marine, a subsidiary of Purus Wind, has welcomed the arrival of its second UK- built hybrid-electric crew transfer vessel (CTV), HST Frances, at a ceremony attended recently by Nusrat Ghani MP, from the UK Department for Business and Trade, and senior British maritime industry leaders.

HST Frances is HST Marine’s second hybrid electric CTV. The 25m vessels can carry 12-24 industrial personnel, and its hybrid electric propulsion system cuts fuel consumption by 30%, compared with similar CTVs powered by diesel engines. It follows the delivery of HST Ella in 2021, the industry’s first vessel of this type and recipient of the 2022 EMCAs Green Technology Award. Both vessels

were designed by UK naval architect Chartwell Marine and built at UK shipbuilder Diverse Marine on the Isle of Wight. The HST Frances will also be British crewed for domestic projects.

“As wind power becomes an integral part of the net zero energy mix, the growth of sustainable offshore wind operations relies on strengthening the efficiency and environmental performance of their value chains. Meeting the rising demand for new, clean support vessels is part of the solution, and we are already taking a leading role on this,” says Tom Nevin, HST Marine CEO and head, Purus Wind.

MARINE ENERGY MERGER

BMS United Bunkers, Bunkernet, and SBI bunkering BV, all leading marine fuel supply companies, have announced that they have entered into a definitive merger agreement to create Baseblue, a provider of marine energy solutions.

This merger will result in a larger and financially more reliable company that can offer complete and dependable marine energy solutions to a much broader clientele. Baseblue will offer a wider range of services, including alternative fuels, emissions trading, and digital optimisation.

“Baseblue brings together the best of the three leading brands to deliver a more comprehensive bunkering management proposal in the market. We are committed to delivering real unrivalled value through tailormade services,” says Lars Nielsen, Baseblue CEO.

The new company will have offices in Greece, Argentina, Cyprus, Hong Kong and the Netherlands. It will aim to help its customers to navigate the transition to alternative fuels as the shipping industry aims to decarbonise.

“Baseblue can provide up-to-date knowledge and guidance on upcoming legislation, the availability and supply of alternative fuels to help businesses meet their emissions reduction targets. This comprehensive approach is helping customers switch to cleaner, more sustainable operations,” says Dave Gregory, managing director of Baseblue North Europe.

© HST Marine

BIOFUEL FOR FREIGHT

DB Schenker is expanding its green ocean freight services and has secured an arrangement to use 12,000 metric tons of biofuel component for all of its own consolidated cargo, less-than-container load (LCL), full-container-load (FCL) and refrigerated containers (reefer containers), from MSC Mediterranean Shipping Company .

The amount of biofuel purchased is enough to save an additional 35,000 metric tons of CO2 equivalents (CO2e) along the entire production chain (well-towake) in the market. The equivalent of around 30,000 standard containers (TEU) may be shipped with netzero CO2 emissions, depending on how the fuel is used during navigation.

The purchase agreement signed recently represents one of the largest carbon insetting biofuel deals between a freight forwarder and a shipping company. It sets out the use of certified sustainable, second-generation biofuels –derived from used cooking oil – instead of conventional fossil-based marine fuel.

The 12,000 metric tons of biofuel component will be blended between 20 and 30%, resulting in approximately 50,000 metric tons of blended biofuel to be used in MSC’s container ships.

The agreement allows DB Schenker to offer its customers an off-the-shelf product that enables net-zero ocean transport. Biofuel can be used for regular ocean freight operations without adjusting a ship’s infrastructure or supply chain, making it a particularly convenient solution.

MSC Biofuel Solution is designed to be a win-win approach to move from ambition to action. MSC bunkers sustainable biofuel and clients benefit from the CO2 savings, passing them on throughout the shipping value chain. This differentiates the programme from carbon offsetting initiatives that focus on future emission reductions outside the shipping industry.

YARA MARINE: CONVERTING SHIPPING’S CLIMATE IDEAS

To reach shipping’s decarbonisation goals, we must move from a year of planning to one of rapid, coordinated climate action, writes Thomas

Koniordos, CEO of Yara Marine Technologies.

Navigating the post-pandemic landscape and the impact of ongoing geopolitical instability – all while formulating long-term decarbonisation strategies – meant a year of highpaced change for the industry in 2022. As we advance through 2023, this is a good time to reflect on shipping’s achievements and the challenges it faced.

Coming out of the initial stages of the pandemic, demand increased for materials including electronics and steel. But supply struggled to keep up, hindered by lingering pandemic restrictions and new ones resulting from the war in Ukraine, resulting in shortages and increased prices. As in past years when the market has been challenged, the industry has learned and overcome, taking proactive steps to rebuild a resilient supply chain.

The industry also struggled with its decarbonisation challenge. Several

development projects focused on future fuels, wind propulsion and artificial intelligence-powered optimisation. These discussions and innovations are sure to continue in 2023. As owners, operators and charterers begin to make significant investments, this year will be crucial for the industry’s longterm climate goals.

REGULATION AND DATA COMES INTO FORCE

The entry into force of the Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Indicator (CII) maritime regulations in January 2023 meant that the previous year was spent setting the groundwork for compliance.

Finding suitable solutions that were approved by class societies became an industry endeavour that continues today. Combined with global supply issues and backlogs in repair yards, this has raised concerns over vessels being compliant in time.

The CII’s requirement for continuous improvement and the drive to make shipping operations more efficient reignited the debate about data in 2022.

AI and voyage optimisation tools were in focus, presenting new ways of gathering data and informing decisions. But the scope of CII was unclear for a long time, leading to questions about what data would be needed and how it could be efficiently gathered and analysed.

This year will be a chance for the industry to come together and learn more about the best steps to take for compliance and a chance to evaluate the role of these regulations in our global journey towards decarbonisation.

FROM SCRUBBERS TO GREEN TECH

In 2020, Yara Marine’s mission evolved from being only a scrubber provider to “providing technologies to enable a greener maritime industry”. This was driven in part by necessity –scrubber installations had been significantly affected by the pandemic – but was taken as an opportunity to strengthen our commitment to fight climate change by scaling up clean technologies.

Among the first of our partnership agreements was the collaboration

Thomas Koniordos, CEO, Yara Marine Technologies

Yara Marine is working towards a net-zero future

with innovative, simulation-driven marine engineering consultancy BAR Technologies in 2021. The partnership allows us to accelerate the procurement, construction, installation, service, and training required to ensure that shipowners gain access globally to BARTech’s wind-assisted propulsion solution, WindWings.

Our expansion into green technology continued throughout 2021, with the revitalisation of shore power offerings and the acquisition of Lean Marine, bringing with it a wide portfolio of vessel optimisation products. These include solutions to automatically reduce consumption of any fuel on a vessel (FuelOpt) and collect and analyse fleet-wide data (Fleet Analytics).

The optimisation range has since been bolstered by the 2022 launch of Route Pilot AI, which uses digital twin modelling to simulate planned voyages in predicted environmental conditions, making every voyage more efficient than the last. All of this laid the foundation for 2022, the first year we entered the market with our current product portfolio.

INSTALLING OUR PORTFOLIO

Many of our clients’ decisions last year were guided by market prices and regulations, which meant supporting a wide range of decarbonisation strategies. Amid rising fuel prices many shipping companies turned to cheaper alternatives, resulting in a need for pollution-reducing equipment.

Companies seeking high-quality solutions that would be reliable during the lifecycle of their vessels led to a second scrubber boom, during which Yara Marine’s SOx scrubbers reached more than 450 systems.

The past year also saw a resurgence in shore power, with many local authorities stressing the importance of reducing emissions at berth to reduce air and noise pollution. Tankers, containers and others followed the RoRo and cruise markets in adopting shore power solutions. Finnlines and Stena Line are among those that recognised the benefits of adopting this technology and worked with us to install shore power for their vessels.

2022 was also the year of action and acceleration for wind-assisted propulsion, with several new developments and – as fuel and technology prices increased – a clear incentive for greater uptake. BAR Tech WindWings by Yara Marine Technologies have been receiving a great attention from shipowners.

The first vessel to undergo installation and deployment of two WindWings is Mitsubishi Corporation’s 80,962DWT bulk carrier Pyxis Ocean on charter with development partner Cargill, where one of those wings was funded by the European Union as part of EU Horizon 2020 Project CHEK. WindWings for these vessels are currently being built and assembled for the upcoming installation during the first half of 2023.

Other propulsion systems also received more attention in response to EEXI and CII. Propulsion optimisation tools such as FuelOpt allow for the execution of efficient voyages by analysing data from past voyages to create an optimum voyage plan.

By completing the cycle of voyage planning, voyage execution and postvoyage analysis, operators can close the continuous improvement loop, achieving leaner operations, defining best practices and identifying further improvements for the next voyage.

As CII demands greater operational efficiency, solutions such as FuelOpt will be a cornerstone of shipping’s transition to net zero.

HOPES FOR 2023

The impact of climate change and climate-related disasters remind us that there is no time left to wait. Shipping will contribute its share of reducing emissions only if we make use of existing technologies now, and then embrace new technologies as they arrive on the market. Just waiting for new solutions will not be enough.

If shipping can encourage the development of new technology –supporting this process through knowledge sharing, product testing, and financing – we can make this technology cheaper and more accessible. Collaboration across the shipping value is essential for supporting the world’s decarbonisation journey.

Last year was spent reacting to unforeseen events and deciding decarbonisation strategies. To save the planet, 2023 needs to be the year when our transition to a carbon-neutral industry begins.

For more information, visit: yaramarine.com

Yara Marine is partnering with BAR Technologies on WindWings

FUTURE PERFECT

Technology group Wärtsilä has recently received its first order for carbon capture and storage-ready scrubber systems –CCS-Ready scrubbers. The contract is the first that Wärtsilä has received for its CCS technologies on a vessel.

The order was booked in Wärtsilä’s order intake in November 2022 and the delivery is expected to take place in 2023.

Four 8,200 TEU container vessels, being built at an Asian-based yard, will be fitted with Wärtsilä’s CCS-Ready 35MW scrubber in an open-loop configuration.

The scrubbers are termed CCS-Ready because, as part of their installation, Wärtsilä will perform additional design and engineering work to ensure that future retrofits for a full CCS system on the vessels have already been accounted for during the newbuilding construction stage.

Wärtsilä will take measures to ensure adequate space for the future installation of the CCS system, incorporate considerations for minimising idle load and optimising utilities, and prepare the control and

As shipping moves to a greener environment, manufacturers of exhaust gas cleaning systems are taking steps to future-proof their equipment

automation system accordingly. CCSReady scrubbers will also be designed for integration with a particulate matter filter. Having a CCS-Ready solution ensures that the shipowner has continued regulatory compliance for SOx emissions today and opens the door to smooth CCS system adoption in the future, so futureproofing their existing assets, while remaining competitive and compliant.

Scott Oh, director at Wärtsilä’s Exhaust Treatment Asia, says: “We are very excited to announce this world-first order for our CCS-Ready scrubber solution. CCS is one of the key solutions to enable maritime decarbonisation in a short timeframe, and we look forward to progressing our technology further.”

Wärtsilä is currently testing its CCS system at a 70% capture rate and a pilot installation will take place within the next 12 months.

The company has a range of lifecycle scrubbing solutions and offers integrated compliant solutions for all types of ships,

and in open-loop, closed-loop or hybrid configurations. Wärtsilä’s scrubbers are built with a modular approach to future technology development, creating a platform for the abatement of other emissions from shipping beyond sulphur.

LNG IN THE SPOTLIGHT

A consortium that includes Wärtsilä has secured European Union funding to develop solutions minimising methane slip from marine engines, advancing the environmental and climate benefits of liquefied natural gas (LNG) as a ship fuel.

Coordinated by VTT Technical Research Centre of Finland, the Green Ray project brings together several companies from across the shipping value chain: shipyard Chantiers de l’Atlantique, shipowner CMA CGA, classification society DNV GL, the Finnish Meteorological Institute, ship manager MSC Cruises Management, non-profit organisation Revolve Water and energy major Shell.

The project will develop on-engine technologies for low-pressure dualfuel engines – both 2- and 4-stroke – as well as a novel after-treatment concept. These solutions will be advanced to a high state of technology readiness, including demonstrators installed on two newbuilds and one retrofitted to an existing vessel.

All the technologies developed in Green Ray will also be fully capable to utilise bio- or synthetic methane

instead of fossil LNG.

Wärtsilä will develop technology specifically for low pressure 4-stroke dual fuel engines that enables methane slip reduction, increases efficiency and lower operational costs at all engine loads. This technology targets the largest four-stroke engines on the market as widely used by cruise ships, ferries and gas carriers.

Wärtsilä will also develop an onengine technology for 2-stroke engines around a patented LNG injection system to reduce methane slip from tankers, container ships, and so on. Both technologies will be demonstrated at sea in real application during the project in collaboration with the Green Ray partners.

The use of LNG as a marine fuel is accelerating, driven by a welldeveloped supply infrastructure, a clear transition to cleaner fuels and significant air pollution and climate benefits. The issue of methane slip – unutilised and thus unburned fuel escaping into the atmosphere from engines and across the production and supply chain – is seen as one of the main challenges to wider uptake.

“Methane slip has become an important factor in shipowners’ decisions about whether to use LNG fuel,” says Kati Lehtoranta, principal scientist, VTT. “ With these promising technologies, we aim to reduce the slip contributing directly to reduction of the total greenhouse gas emissions, opening this pathway to an even wider

segment of the maritime market.”

Shell, meanwhile, has developed a proprietary methane abatement catalyst system that has been lab tested and scaled up to a field demonstration, where it was proven to be effective not only in significantly reducing methane slip (more than 90%), but also in handling typical compounds that can degrade the catalyst, via the inclusion of a guard bed.

“Shell’s climate ambition to become a net-zero emissions energy business by 2050 will require us to explore a range of avenues that have the potential to help us, our partners, and customers to decarbonise the existing LNG value chain,” explains Alexander Boekhorst, VP gas processing and conversion technology at Shell.

“We are continuously working to improve the value proposition of LNG through dedicated technology research, and we are keen to develop potential solutions to minimise methane slip at such a relevant project as Green Ray.”

“This research will allow us to build on the continuous improvements made in reducing methane slip from engines over the past 20 years,” says Sebastiaan Bleuanus, general manager, research coordination and funding, Wärtsilä Marine Power.

“Taking these solutions for newbuilds and retrofits to near commercial readiness will be an important step for the long-term viability of LNG as a marine fuel.”

Wärtsilä’s CCS-Ready scrubbers smooth the pathway to onboard CCS adoption; a key maritime decarbonisation solution. The rendering shows a full CCS system on a container ship, but the technology can be offered for various kinds of vessels depending on their requirements

PIPE REPAIRS

Hydrex recently undertook a series of scrubber overboard pipe repairs in Belgium and the Netherlands.

It carried out scrubber overboard pipe repairs in ports in Belgium and the Netherlands. Corroded pipes were replaced on two tankers, a liquefied natural gas (LNG) carrier and a ro-ro ship. In all cases, the pipes were protected with a corrosion resistant coating produced by Subsea Industries.

During the scrubbing process, exhaust gases can severely corrode the pipes of the scrubber, which can result in water ingress if not handled quickly enough. The process which takes place inside a scrubber makes lasting protection of the pipe essential.

The replacement pipes were constructed at the Hydrex warehouse in Antwerp.

The inside of the pipes were coated with Ecospeed to protect them

against corrosion. This is a highly corrosion resistant protective coating produced by Hydrex’s sister company, Subsea Industries.

The coating can also be used to protect a newly installed scrubber system from day one.

A team travelled to the tanker’s location in Antwerp. After arriving at the ship they first performed an inspection of the damaged areas on both the waterside and the onboard side of the hull.

Divers then sealed off the outlet of the overboard pipe. This was done with a custom cofferdam designed and constructed at the company’s workshop.

The corroded scrubber pipe was then removed and a new one was fitted and secured with a fullpenetration weld. When the welding was complete, the surface was cleaned and tests were carried out by an independent inspector.

The LNG carrier had two pipes that required attention. One of these needed to be replaced, but the second pipe had not yet suffered severe corrosion damage.

In this case, the Ecospeed coating was applied to the existing pipe preemptively. This is the same lasting protection as the new pipe and will prevent a costly repair later.

CR OCEAN: CROE ® SCRUBBERS: BUILT TO BEAT SHIP’S SULPHUR EMISSIONS

Pound for pound, marine scrubber technology is the best tool available for cleaning deadly sulphur emissions, protecting human life and keeping shipping profitable. And that’s because scrubber technology allows shippers to burn less expensive high sulphur fuel oil (HSFO) and still be compliant with MARPOL stringent regulations.

Shipping, an industry key to life as we know it, ranked high in the list of polluters. To protect the environment, MARPOL has set strict emissions standards and allows multiple fuel choices to shipowners: use premium, very low sulphur fuel (VLSFO), or use exhaust cleaning technology.

As additional benefits to using exhaust gas cleaning technology (scrubbers), dangerous particulates have been reduced and exhaust gas has been prepared for future decarbonisation technologies. A quick return on investment makes scrubber technology even more appealing.

At CR Ocean Engineering (CROE), we have been doing our share to

help industries and the environment since 1917, with various innovating technologies including exhaust scrubbers. As part of that history, we have been manufacturing scrubbing systems for many decades, gaining valuable experience that forms the basis of today’s CROE system.

FLEXIBLE DESIGNS

Our scrubbers are available in three standard configurations, customisable to a ship’s requirements:

» Open-loop (hybrid ready): once through scrubber using seawater

» Closed-loop: a recirculating scrubber using seawater (or freshwater) with caustic

» Hybrid: a combination of both designs for maximum flexibility.

CROE scrubbers normally replace the silencers, are small in size, have compact configuration and have flexibility of design.

Some of the features of CROE scrubbing systems include:

» Option of bottom entry I-Type, side entry L-Type or our U-Type entry

designs to better fit any funnel configuration and simplify engine exhaust gas duct with or without a bypass. The CROE system can also be installed outside the funnel, if that is preferred, to maximise pre-assembly and expedite the installation.

» Strategically configured exhaust gas inlet and scrubber drainage to eliminate any potential water backflow to the engine.

» Eliminated circulation water storage from bottom of scrubber vessel to reduce weight at the higher elevations, improving stability.

» Alloy construction (external and internal) to extend the life of the system and to allow the exhaust gas to travel through the scrubber system at high temperatures in case of dry-run conditions without a bypass.

» Used proprietary internals designed specifically to increase contact area with lower liquid flows to save on typical pumping costs associated with some scrubber designs.

CROE© scrubber at the factory

Nick Confuorto, CROE Senior Advisor

» Proprietary Caustic-AssistTM feature for Open-Loop assist operating in low alkalinity areas.

The CROE design has proven to be very reliable and effective for clients.

Until recently, the primary focus for the CROE sales team has been the 0.1%S and the 0.5%S regulations on fuel sulphur content (as issued by the International Maritime Organization and effective January 2015 and January 2020 respectively). However, the CROE research team has also been busy developing new technologies for fine particulate reduction (PM<2.5µ), black carbon reduction, CO2 capture and sequestration and a totally new dry system that will eliminate washwater discharge.

STREAMLINED PROCESS

While a handful of ports have implemented restrictions on the use of open loop scrubbers, several independent studies have shown that this discharge is not harmful to the sea nor to the sea life. To avoid conflicts on this issue, CROE partnered with Oberlin Filter to provide an easily-integrated washwater filtration system to remove sludge in a non-hazardous dry form, streamlining the process to discharge cleaner water filtrate back in the body of water.

Furthermore, the use of scrubbing systems has a much smaller carbon footprint than using low sulphur fuels such as VLSFO and marine gas oil. Additionally, burning low sulphur fuel oil increases the overall fuel costs for the vessel. Using low sulphur fuels, an already scarce commodity, will increase, rather than decrease, the ship’s environmental impact for CO2 and the very dangerous PM<2.5.

At CROE, we’ll continue helping our clients by speeding up yard work, reducing processes to the minimum. To this end, our new designs can be installed outside the ship’s funnel and allow for greater prefabrication prior to the ship arriving at the site.

Marine scrubbers are helping us win the war against deadly emissions, reducing shipping’s contribution to air pollution, maintaining the industry profitable and, ultimately, making the world a better place.

For more information, contact: Dominique Philibert, President and COO Tel: 1 (973) 455-0005 ext. 123 Email: dphilibert@croceanx.com croceanx.com

CROE© scrubber is safely delivered

CROE© scrubber installation

CR Ocean Engineering, LLC is headquartered in New Jersey, US

PURETEQ: THE SIMPLE SOLUTION TO A GLOBAL CHALLENGE

PureteQ supplies built-to-fit maritime scrubber systems to shipowners who wish to increase their ships’ environmental performance and save money on fuel by continuing use of heavy fuel oil (HFO) while complying with the International Maritime Organization’s regulations.

ONBOARD CARBONCAPTURE-READY SCRUBBER SYSTEMS

PureteQ’s scrubber systems can handle a load of up to 100MW installed power and are among the most reliable, safe, and user-friendly exhaust gas cleaning systems (EGCS) in the industry. Energy performance is superior due to the patented hydrodynamic fluid distribution

system that allows for no interior obstructions. All PureteQ scrubbers come with a user-friendly control system with real-time remote access. The latest addition to our scrubber systems is a solvent-based onboard carbon capture integration resulting in a CO2 reduction of 30-60% of a ship’s exhaust gas, depending on ship type.

HOW TO CHOOSE A COST-EFFECTIVE SCRUBBER DESIGN

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:

1. Cost of the scrubber system, including main components.

2. Cost of installing the plant, including cabling and piping, as well as structural work.

3. 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 utmost 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 therefore 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. Hence provide proof of actual power consumption as various loads. So far, there are just three scrubber makers in the world that measure energy 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: The first priority is to ensure that the scrubber system can regulate automatically

PureteQ’s scrubber programme can support ships of any size or trade pattern and handles loads of up to 100MW. PureteQ Maritime Scrubbers now come as onboard carbon capture ready scrubbers

for the lowest possible energy consumption at a range of 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 thirdparty suppliers, who do not always understand the needs onboard 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 many issues may be supported or fixed remotely. Additionally, the PureteQ system is designed to automatically upload data to a cloud-based platform for optimisation and reporting of system performance across scrubber fitted ships to provide peace of mind to shipowners and operators.

After sales support: Today PureteQ is by far 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. In Japan and Singapore, we have moved from shared offices to our own facilities, with better equipped and larger offices, training rooms and workshops. We have facilities to refurbish cells and sensors in both locations, as well as in Europe, and the service business is steadily growing.

THE WISE CHOICE

One should not choose a specific brand of scrubber for the wrong reasons. If a system promises new features such as onboard carbon capture, be sure to ask the cost per ton of CO2, as well as the amount of CO2 being captured and energy consumption of such a system. Most scrubbers may be retrofitted with a carbon capture feature when such technologies become readily available for energy efficient onboard carbon capturing and the infrastructure for

handling CO2 becomes available. A SOx scrubber is considered a pre-requisite for installing any kind of solvent-based carbon capture.

THE FUTURE

We are witnessing a shift of focus from pollution to climate change. The shipping industry is now included in the European Carbon Trading System and almost all shipowners have pledged to a zero-carbon future – an additional incentive to buying new fuels or investing in onboard carbon capture, none of which exist in any worth mentioning scale today.

Furthermore, implementation of a carbon intensity indicator (CII) has by now caused many shipowners to invest in energy saving technologies to prolong the life of existing assets, such as air lubrication, solar panels, rudders, new paint, sails and foils.

The majority of existing ships will be forced to lower their speed by derating engines, which in turn means less trade and further focus on saving costs. Cost of energy in any form is very high, and the spread between high sulphur fuel oil and compliant fuel is consistently high.

Furthermore, shipowners realise that it may take some years before alternative fuel and onboard carbon capture technologies become available for shipping.

In view of the scarcity of energy, 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 investing in R&D to provide optimisation of existing technologies, as well as new technologies within the fields of carbon capture and power-to-x. PureteQ Maritime Scrubbers therefore now come as onboard carbon-capture ready scrubbers.

For more information, contact:

Anders Skibdal, CEO

PureteQ Group

Tel: + 45 4017 1400

Email: anders@pureteq.com

pureteq.com

PureteQ is the world’s largest service provider for all brands of scrubbers both on-site and via remote access

VIABLE SOLUTIONS

In its report A View from the Bridge, SEA-LNG has provided its own view of how liquefied natural gas (LNG) has developed during the past year and, notably, the role the producer has played in the progress towards decarbonisation in the past year.

According to the company: “2022 was another very strong year for LNG vessel orders, with numbers almost equalling those in 2021, the record year to date, despite exceptionally high LNG prices. The growing, multisector order book and continuing buildout of infrastructure reflect the recognition from shipowners and fuel suppliers that LNG delivers immediate and important local air-quality benefits and greenhhouse gas (GHG) compliance today and offers a low-risk, incremental pathway to decarbonisation.

“The shipping industry is making newbuild investment decisions now that will impact GHG emissions today and for the next 25-30 years, the typical lifetime of a deep-sea vessel. While regulators and industry are agreed on the net-zero

Coming up with the best alternative fuel for the maritime industry is no easy task. While there are many options out there, availability and the necessary background infrastructure continue to be issues

emissions destination, the implications of the pathway are rarely discussed. The total pathway emissions associated with many of the alternative fuels being discussed may be much higher than those associated with LNG and its bio and synthetic variants.”

According to the company: “There is growing recognition that decarbonisation will not be a ‘big bang’ process where the industry moves in a single step from fossil to zero-emission, renewable fuels. In 2023, the commercial availability of bio-LNG will continue to scale up. As one of the cheapest of the alternative fuels under discussion, bio-LNG offers an immediate next step on the LNG pathway to decarbonisation and allows owners to transition safely and easily from fossil LNG – meaning vessels ordered today will be able to continue operating within increasingly stringent GHG emissions regulations up to and beyond 2050.”

A View from the Bridge includes additional statistics, quotes and infographics on the LNG orderbook, local emissions, bio-LNG cost and availability and much more.

CARBON CHALLENGE

During a recent webinar, speakers from the LR Maritime Decarbonisation Hub and Safetytech Accelerator discussed their new report Tracing the true carbon intensity of sustainable marine fuels, which highlights how innovative technologies could be used for the end-to-end assurance of the green fuel supply chain.

With green fuels likely to cost more than their grey or blue equivalents (developed from non-renewable sources), it is vital that the fuels can be verified as coming from renewable sources and are not blended or mis-sold.

Opening the session, LR Maritime Decarbonisation Hub’s project manager Natassa Kouvertari said: “While shipping looks at alternative fuels, the lifecycle impact of these fuels must be taken into account, rather than pushing them upstream. This presents a challenge when verifying the carbon intensity of fuels for shipowners, for ports, for regulators and other stakeholders.”

Safetytech Accelerator’s commercial director Gabriele Dado explained that one of the aims of the collaboration was to seek technologies capable of tracing the overall chain and carbon footprint of hydrogen and ammonia.

“While being virtually identical from a chemical point of view, these

fuels are not created equal. Based on their production method they all have a different carbon footprint. How can buyers of so-called green fuels be assured that the fuels were produced, transported and handled sustainably? We thought it was very important to look at fuel production – where does the energy come from to produce these fuels and how is that generated?” Dado noted.

“If we are using fossil fuels to produce hydrogen, is this going to have a much higher carbon intensity than hydrogen that is produced, for instance, through electricity derived from green sources only. So first and foremost, where does the energy used to produce the fuels come from?”

Dado added that before bunkering with hydrogen or ammonia, vessel owners and operators should ascertain whether the fuel has been blended or altered with non-green molecules of the same fuel.

After a thorough selection process, Australia’s TYMLEZ blockchain solution for overall fuel chain verification and UK-based Authentix, were chosen to collaborate on the report.

Speaking about TYMLEZ’s guarantee of origin (GO) solution in the webinar, the company’s head of research and innovation, Dr Mohsen Khorasany, said that the company’s blockchain platform monitors carbon intensity for sustainable fuels for different applications.

TYMLEZ’s platform is enabled by individual technologies and information validation and can follow any methodology, including the procedures of the International Partnership For Hydrogen And Fuel Cells In The Economy (IPHE) to calculate greenhouse gas emissions.

Dr Khorasany explained: “The data ingestion to the platform is done by way of a publicly verifiable signature. This signature is either produced at the source via custom device firmware that hashes the data as it leaves the device, or via a publicly verifiable, open-source code mechanism.”

This data forms a measurement, reporting and verification (MRV) package. These MRVs are then aggregated alongside the unit of measure (UoM), for example, one tonne of hydrogen or ammonia, to give the carbon footprint for that UoM. Once the UoM target is hit, a token is created that contains all of the signed MRVs for that particular UoM. This token contains the full traceability of all the information that an auditor would require to validate the readings.

The second assurance provider, Authentix, uses synthetic markers that are injected into the fuel to detect blending, mislabelling, as well as the origin of the fuel.

Authentix’s vice president, Jim Seely, said that while blockchain technology

contains critical data that can be shared among many stakeholders, it is still necessary to have a link between the physical and digital worlds. “One challenge is that fuels are fungible so while the production method is critical to reducing the carbon footprint of hydrogen and ammonia, if the final product is chemically identical or even similar, the engines don’t really care. So grey and green (fuels) can be mixed, with no real impact on the final use.

“With fuels, they’re typically not packaged. There’s mixing in onshore tanks, there’s mixing in the ship tanks, all that happens regularly. So how do we assure that the digital record, for instance, showing 25% green ammonia in a tank, is accurately represented by the fuel itself? Authentix focused on how we might identify the physical product and assure that it matches the digital signature even after blending.”

Authentix has developed a system for liquefied petroleum gas (LPG), which is stored and transported in a way similar to ammonia. The company’s system involves injecting a chemical marker in the LPG as it is pumped into tanks, agitating the tank

filling to provide homogeneous mixing. The LPG can be sampled and tested with an analyser containing a specially designed high-pressure fuel cell, to identify and quantify the amount of marked LPG.

Safetytech Accelerator believes that technology will play a key role in decarbonisation, but that it has to go hand-in-hand with regulation, said Dado.

“It’s very important for regulation to become enforced to look at mandates and set a standard for the overall chain to say that the fuel we’re using must be green or blue. Otherwise, it’ll become purely a matter of price differential, with no incentive to verify whether we are burning a green fuel, a blue or a grey one.”

Dado’s opinion was echoed by Seely, who said that Authentix has experience with crafting legislation and regulation for fuel integrity in various countries.

He commented: “Regulations are best driven by full industry employment. As complex as green assurance is, it makes most sense to have industry stakeholders conduct control pilots to help mature the technology. And it’s critical to get industry buy-in as much as possible

to better understand the impact of the regulations on processes and economics.”

Dr Khorasany however, thinks that private investment and collaboration between stakeholders will expedite technology and investment readiness for low-carbon fuel.

Schemes that reduce port fees for low-carbon users is an example of how industry can lead this without waiting for mandatory regulation, said Dr Khorasany.

“Programmes like these incentivise vessel owners and operators to invest in the procurement of green fuel. Besides, some consumers are willing to pay premium prices for green fuel to support environmental sustainability plans.”

LNG POWER BARGES

Design and engineering consultancy

Houlder is collaborating with Athensbased integrated energy solution provider Blue Sea Power to develop three innovative floating LNG-to-power barges (FSRPs).

The FSRP barges, which are set to be operational by 2025, will provide greener, lower emission baseload and peak power to the non-interconnected

Blue Sea Power is collaborating with Houlder

islands of Kos, Chios and Lesvos. This power will be used when existing renewable solar and wind energy utilisation is at its technical limits. The barges will replace the outdated and inefficient existing diesel and heavy fuel oil power generation infrastructure, whilst meeting the EU Taxonomy and new Greek Climate legislation.

In the current phase, Houlder will complete the barge designs to a level that will achieve approval in principle by class society Lloyd’s Register and will support Blue Sea Power with the design package for securing suitable tenders from shipyards.

In a previous phase, Houlder completed the key decision studies on the main power generation engine selection, a cargo containment system, design standardisation, greenhouse gas (GHG)reduction and efficiency options, and CAPEX, as well as an environmental study that looked at elements such as the impact on seawater temperature and noise pollution.

To adhere to ambitious EU greenhouse gas (GHG) emissions requirements, the barges must generate power efficiently. According to EU Taxonomy regulations on GHG

emissions for new power plants in Greece, the limit is 270g of CO2 per e/ kWh or a 20-year average of 550kgCo2/ kWh. Houlder will therefore incorporate innovative, specialist solutions to meet and even exceed these standards.

Blue Sea Power barge solutions are RRF (Reconciliation Recovery Fund) eligible, where EU funding will cover a substantial part of the CAPEX for these additional GHG reduction measures. As the projects are ESG compliant, the team has also leveraged green funding effectively, which it has secured from multiple banks and investors to finance the project.

Although proven technologies are used, specific innovations will be included to improve efficiency. Technical solutions include maximising waste heat recovery from the exhaust and using waste heat recovery from the engine’s cooling water system for freshwater generation for export.

The barges will also maximise cold energy recovery from the LNG evaporation and use variable frequency drives to improve the efficiency of motors onboard.

The team expects to use a cryogenic carbon capture system onboard the power barges. The engines used will

be hydrogen production blend ready to further improve sustainability as the technology to enable this matures and there will be scope to factor and blend bio-LNG and renewable synthetic e-LNG into the supply chain to further reduce GHG emissions.

Jonathan Strachan, Houlder’s ship design and engineering director, comments: “Floating LNG power barges are greener than traditional power generation infrastructure and, with novel integrated design and engineering developments, we can make energy production even more efficient and sustainable.”

Blue Sea Power partner Konstantinos Mitropoulos, says: “We have obtained electricity production licences from the regulator for Kos, Chios and Lesvos and we have developed a strong approach to provide all three islands with greener, lower-emission power.”

Mark Graham, Blue Sea Power director of projects, comments: “While the FSRP integrated power barge is a solution that may appear novel in its approach, the power barge utilises proven tried and tested equipment to reduce associated design and construction risks.

Hydrogen in transportation (Source: Pixabay)

“We have developed a strong approach to provide all three islands with greener, loweremission power”.

“The FSRP near-shore solution along with its modular design and shipyard construction also presents many repeatability benefit opportunities on CAPEX, OPEX and construction schedule savings.”

Looking ahead, there is also potential to develop many more barges and even scale up the projects to efficiently provide other Greek islands and EU locations with green energy.

Houlder has also recently completed a major design project for Shell on the development of a concept design for a 20,000m3 liquid hydrogen (LH2) carrier.

Houlder collaborated with Shell on the statement of requirements, ensuring that both parties were aligned on vessel specifications. The team then conducted a feasibility study for fuel and powering arrangements, and also undertook concept general arrangement, hull design and powering, and structural design work.

The concept design was verified and optimised using Computational Fluid Dynamics analysis. Houlder recently enhanced its hydrodynamics, computer simulation and technical data analysis capabilities through the acquisition of Seaspeed Marine Consulting.

In addition, Houlder recently

completed related work for Shell on hydrogen containment systems and carried out a ship piping and instrumentation review for ships carrying hydrogen as a cargo or as a fuel.

Houlder’s Jonathan Strachan comments: “These are very cool projects, both literally and metaphorically, with liquid hydrogen clocking in at -253°C. It is always a privilege to design pioneering vessels that have the potential to drive the energy transition forwards. And it’s become part of Houlder’s DNA. We look forward to collaborating with Shell on future pioneering projects.”

WINDY BUSINESS

Wind propulsion provider Norsepower Oy has recently signed a contract with Socatra, one of France’s leading shipowner and operators, for the retrofit installation of two Norsepower Rotor SailsTM on the Medium Range (MR) tanker Alcyone.

The 50’000dwt, 2022-built, French flag tanker – chartered by global energy company TotalEnergies – will be retrofitted with two 35m x 5m Norsepower Rotor Sails. The units will be delivered in December 2023 from Norsepower’s new production hub in China, with installation scheduled for

the last quarter of 2023 or the first quarter of next year.

Recent calculations indicate that the average fuel and carbon emission reductions will be 8% for the ship as it transits between South Korea and French Polynesia, with the potential for further savings using voyage optimisation reaching up to 2,000 tons of CO2 per annum.

Taking a holistic approach to decarbonisation and combining clean technology solutions enables key progress towards emissions reduction goals, minimising fuel costs, enabling carbon regulatory compliance, and improving IMO Carbon Intensity Indicator (CII) ratings.

Tuomas Riski, chief executive of Norsepower, comments: “The Norsepower Rotor Sail is particularly well suited to tankers, with a strong track record of proven performance. This is why we are confident that we can achieve at least 8% fuel consumption saving, based on existing data and projections, ensuring Socatra lead the way for more planetpositive operations for others in the oil industry.”

Laurent Bozzoni, Socatra chief executive adds: “As the oil industry is moving towards a low-carbon future, it is everyone’s responsibility to put forward tangible and economically viable solutions. We are pleased to be working with Norsepower to accelerate this transition and minimise our environmental footprint.

“The Norsepower Rotor Sail is widely recognised as a proven solution for sea-going vessels, and we believe that our MR tanker Alcyone will benefit from significant efficiency gains and help us reduce our CO2 emissions.”

Jérome Cousin, senior vice president Shipping at TotalEnergies adds: “The installation of two Norsepower Rotor Sails on Alcyone contributes to TotalEnergies’ net-zero ambition by providing an immediate reduction of the carbon footprint of our shipping activities. The success of this project could pave the way for a broader adoption of wind- assisted propulsion for TotalEnergies’ fleet.”

Norsepower’s rotor sail is particularly well suited to tankers

Our simple, reliable ballast water management systems help to protect the environment whilst using a fraction of the power compared to competitor systems — meaning they can also help reduce your fuel consumption and emissions.

Plus, through our innovative environmental technology affiliates we are able to provide shipowners with a full suite of “green marine” options, all proven to lower carbon emissions and save shipowners money.

sales@ecochlor.com

Manufacturers of ballast water treatment systems are strengthening their offerings to meet two new requirements that aim to prevent cyber attacks

TWO-PRONGED ATTACK

French UV-based water treatment specialist BIO-UV Group has developed state-ofthe-art cyber security software for its BIO-SEA ballast water treatment system ahead of two International Association of Classification Societies (IACS) Unified Requirements (URs) set to enter into force next year.

Like any networked system or control software onboard ship, the ballasting process – including the treatment system – can be susceptible to a cyber attack, with hackers looking for an entry point to a vessel’s operational technology (OT) systems.

Concern is such that the IACS adopted in 2021 two new URs to increase the cyber resilience of ships. UR E26 and UR E27  will be applied to new ships that are contracted for construction on and after  1 January 2024.

The requirements are twofold: to ensure the secure integration of equipment into the vessel’s network throughout its operational lifespan; and to make the interface between

users and computer-based systems/ equipment more resilient.

“This could be a problem for legacy systems,” says Charlène Ceresola, project manager, BIO-UV Group. “It’s not the case with a BIO-SEA unit, but older ballast water treatment systems (BWTS) can be susceptible to a cyber attack. If the ballasting system is hacked and pumps operated remotely, ship stability is at risk – a ship could sink, and lives lost. It’s much more than simply an environmental threat.”

Ceresola continues: “We are following these guidelines and have developed greater cyber-secure functions to our software ahead of the requirement. In an increasingly connected and digitised world, every component onboard ship has to be cyber secure.”

BIO-UV Group completed testing of the new cyber-secure function in 2022, with full type approval expected later this year.

“Software development forms a key part of our commitment to going beyond

compliance,” says BIO-UV Group’s Maritime Division, BIO-SEA business director, Maxime Dedeurwaerder. “In terms of development, what is changing for the industry now is the need for more advanced solutions for remote maintenance; solutions for integrating BWTS with different cabling configurations; and solutions for different water conditions and UV dosage rates.

“The refinements we are making are not part of the convention, but will help operators better manage the ballasting process.”

As the global BWTS market matures and moves from an acquisition and supply market to one of support and service, BIO-UV Group has seen increased focus on system integration and engineering.

Strong growth for BIO-UV

BIO-UV Group has reported a 31% increase in revenues from its maritime business segment, contributing to fullyear consolidated revenues of €51.5m for the 2022 financial year.

The Euronext Paris listed company, a specialist in water treatment and

disinfection using UV, ozone, salt electrolysis and AOP, confirmed the sale of more than 200 BIO-SEA BWTS throughout the course of the year, with potential sales going into the 2023/2024 period remaining high.

Benoît Gillmann, chief executive of BIO-UV Group comments: “2022 was another year of very strong growth for BIO-UV Group, for both the land and marine divisions.

“The BIO-UV Group is holding its course for strong growth despite rough seas thanks to the dedication and efficiency of its staff.

“Ultimately, targets were exceeded with €1.5m more in sales than the €50m we had anticipated. This is well above the roadmap figure announced in 2018 at the time of the IPO.”

BIO-UV Group manufactures, delivers and services BIO-SEA ballast water treatment units for flow rates ranging from 13m3/h up to 2100m3/h. The company offers complete turnkey BWTS services with installations on containerships, bulk carriers, multicargo vessels, cruiseships, passenger ferries, offshore vessels, naval ships and mega-yachts.

“Ultimately, targets were exceeded, with €1.5m more in sales than the €50m we had anticipated. This is well above the roadmap figure announced in 2018 at the time of the IPO”

BIO-UV Group company founder, chairman and CEO Benoît Gillmann

ECOCHLOR : ONE-STOP SHOP FOR GREEN SOLUTIONS

In an effort to meet new regulations, shipowners worldwide are searching for solutions to comply with the Energy Efficiency Existing Index (EEXI) and Carbon Intensity Index (CII) scores. To meet this need, Ecochlor is bringing innovative, energy efficient technologies together under one roof to offer greater options for shipowners looking to lower their carbon footprint.

Along with its award-winning filterless ballast water management system (BWMS), Ecochlor now offers three additional “green marine” technology products – Sinotech’s carbon capture and storage (CCS) unit with scrubber options, Armada Technologies’ second-generation “passive” air lubrication system (PALS) and NanoVapor’s gas-freeing tank technology. Read on to learn more about each product and what they can do to help you reduce your greenhouse gas emissions.

ECOONE® FILTERLESS AND HYBRID BWMS

Any shipowner looking to stay compliant with regulatory agencies must soon reduce their CO2, making Ecochlor’s low-powered, EcoOne® filterless BWMS with hybrid options an ideal choice.

This system doesn’t have total residual oxidants sensors, complex power requirements or electrodes, making its operation and maintenance simple for crew members.

Sometimes, power consumption increases significantly when the BWMS is operating in less-thanoptimal water conditions. The EcoOne® ClO2 treatment technology is highly effective in all water conditions and its efficacy is not affected by salinity, temperature or turbidity, so power requirements do not increase with varying water type, offering more flexibility to trade routes.

Energy consumption for an Ecochlor system without a filter, on a ship with ballast flow rates between 5003000m3/hour, would range from 5-7kW. With flow rates between 3,000-10,000 m3/hour, the power requirements would range from a low of 10-15kW.

A factor further reducing power consumption is that treatment is only necessary on uptake (loading ballast water) and retreatment or neutralisation is not required at discharge. The Ecochlor BWMS power requirements are industry-leading low and can also provide low cold ironing costs, which offer the advantage of an overall lower carbon footprint.

SINOTECH CARBON CAPTURE AND STORAGE / SCRUBBER

Sinotech, a China-based company specialising in CCS, has a long history of success with more than 50 installations around land-based power stations.

The Sinotech system is a costeffective option via low sulphur fuels or cheaper heavy fuel oil (HFO) options with their modular designs; the standalone CCS (for use with very low sulphur fuel oil) or scrubber and CCS (for use with HFO).

Its CCS system has a comparatively low energy demand per captured ton of CO2 due to a 25% lower amine

EcoOne® filterless ballast water management system generator

regeneration temperature and highefficiency heat recovery.

In early 2023, Sinotec will be installing a system on board three 65000dwt bulk carriers – making it one of its first marine-based operations. The Sinotech CCS has received Approvals in Principal from Lloyd’s Register, Bureau Veritas and Nippon Kaiji Kyokai.

ARMADA TECHNOLOGIES AIR LUBRICATION SYSTEM

If you’ve been researching air lubrication systems (ALSs) for your vessels’ EEXI and CII compliance, then the Armada system really is a game changer.

Instead of compressors or complex controls, this second-generation ALS uses the vessel’s own forward motion to drive water through an aperture in the bow via a series of branch lines to venturis and injectors that then “passively” delivers an air/water mix for hull lubrication of unparalleled efficacy.

Replacing the compressors are a small number of low-energy pumps and blowers to deliver system control and drag reduction optimisation that is aligned to the vessels speed, draft and the prevailing weather conditions.

At deeper drafts, it runs effectively without having any issues where the system builds pressures and air bubble “bursts” out rather than delivering a steady stream of air free or excessive boundary layer turbulence.

The Armada PALS is simple to install and use without the need for special teams of engineers to operate the system.

It has the potential to deliver significant net-fuel reduction with a quick investment payback.

NANOVAPOR GAS-FREEING TANK TECHNOLOGY

Are you ready to cut your carbon footprint and reduce your environmental impact? NanoVapor technology could be the answer. This product is newly available in the maritime industry and it can provide superior safety for crews while slashing costs and emissions compared with traditional de-gassing methods.

Using a NanoVapor unit suppresses volatile organic compound (VOC) formation very quickly. After a single venting, the fuel tank is safe to enter and remains that way for a lengthy period of time. Afterwards, the tank can be directly refilled.

However, de-gassing without a NanoVapor unit is a very different story. Everything has to be fully drained, including bottom sediments and then properly disposed of in an eco-friendly way. Prior to entry, venting is required

with VOCs polluting the environment. The tank cleaning requires cleaning chemicals and/or hot water and, again, the slops will need to be removed by environmentally-approved methods with an outside agency.

Currently in Central Europe, venting cargo tanks to the atmosphere is illegal, depending on the cargo. Stationary or mobile VOC treatment units have to be used for cargo tank venting. These units recover or incinerate the cargo vapours, which also requires external energy sources.

CONCLUSION

The energy efficiency of ships has been given a major focus in the maritime industry and is leading the transition from traditional energy sources to decarbonisation.

Ecochlor is proud to contribute to this movement by providing energy efficient solutions that help shipowners and operators remain compliant with regulations while also reducing their overall environmental impact.

For more information, visit: ecochlor.com

CLEAN-UP OPERATIONS

Technology company FuelTrust has announced results of its work with Ridgebury Tankers to validate emissions reductions for its fleet.

Using FuelTrust’s AI technology, Ridgebury has established a carbon baseline for its Suezmax tanker, Ridgebury John Zipser, and assessed improvements in the vessel’s performance following a retrofit in 2019, demonstrating return on an investment in scrubbers as well as carbon savings.

Ridgebury appointed FuelTrust to assess fuel and operations data from past years for the tanker, comparing month-by-month and year-by-year performance to establish a baseline for carbon emissions, from which they could measure vessel improvements. The analysis also showed the value of a scrubber retrofit for the vessel and the impact of heavy fuel oil (HFO) quality on carbon emissions.

Analysis using FuelTrust’s AI-based Carbon Baseline solution has helped

Ridgebury to understand, to the kilogram, the entire emissions stack of the vessel, covering CO2, NOx, SOx, criteria air pollutants and hazardous air pollutants emissions. At low cost, Ridgebury has been able to analyse the effects on vessel performance of installing a scrubber, adding a silicone hull coating and buying higher quality fuels.

FuelTrust uses artificial intelligence technology to trace the links between fuel bunkers at source, through combustion and subsequently emissions. This provides information on issues such as quality, density, greenhouse gas emissions, and the provenance of fuel.

In an opaque bunkering market, where carbon emissions reports have been based on generalised estimates, FuelTrust’s AI analyses the chemical interactions that take place during onboard combustion to accurately report emissions.

Robert Burke, CEO at Ridgebury, says: “Our commitment to operating a sustainable business means that when we add a tanker

Ways and means to reduce emissions continue to drive the maritime industry, with new initiatives and partnerships setting the pace

to our fleet of vessels, we first consider how our investment will benefit the environment.

“Working with FuelTrust gives a higher level of detail and accuracy about how our investments affect emissions in any scenario. For the benefit of our seafarers, our investors, and the environment, we can use this insight to deliver measurable improvements to our vessels.”

Building on this initial project FuelTrust is now analysing additional tankers to assess how fuel choice and operational behaviours could reduce emissions.

As part of the next phase, FuelTrust will produce an analysis of the relative financial and environmental benefits that could be accrued through the installation and effective operations of a scrubber by model.

FuelTrust will also provide insight into optimal HFO outcomes versus continued use of very low sulphur fuel oil without retrofit.

In addition to measuring the return on investment from investing in more efficient technology, fleets can also use FuelTrust digital solutions to scientifically validate yearly emissions reduction in support of 2030 and 2050 IMO goals.

Moreover, FuelTrust’s solutions provide verified carbon emissions results for accurate carbon intensity indicator scores, enabling shipowners and operators to achieve better financial outcomes.

SEAL OF APPROVAL

European shipowners, under the aegis of the European Community Shipowners’ Associations (ECSA) have given their seal of approval to the EU’s proposed Net-Zero Industry Act, which seeks to enhance Europe’s security and to support the energy transition of European industry.

However, ECSA says: “The new act must properly recognise the strategic role of shipping for Europe’s security. The shipping industry is a cornerstone of European security: energy security, food security and security of supply of goods. This is a unique opportunity for Europe to foster the sector’s competitiveness.”

The new act aims to accelerate the decarbonisation of the European economy. As shipping is one of the most difficult to decarbonise sectors, the upscaling of affordable low- and zero-carbon fuels and technologies for the sector is key.

For this reason, renewable fuels of non-biological origin should be included within the Act’s definition of “strategic net-zero technologies”, so that dedicated production capacity can be swiftly developed, the association says.

In addition, ECSA warmly welcomes the inclusion of offshore renewable technologies and carbon capture and storage in the list of strategic net-zero technologies.

“European shipowners believe that the Net-Zero Industry Act can be instrumental in supporting the competitiveness of European industry while accelerating the energy transition,” says ECSA’s secretary general Sotiris Raptis.

“The strategic role of shipping for Europe’s energy security, food security and security of supply of goods must be properly recognised.

“In this context, we welcome the support for the faster uptake of offshore technologies, for which shipping already plays a critical role. But the industry is still missing a clear plan for the development of a European supply chain for clean marine fuels and technologies.”

MEETING OF MINDS

Maritime industry leaders from Denmark, Norway, Sweden and Finland recently attended classification society ABS’s Northern Europe Committee meeting to hear the latest thoughts on the clean energy transition and sustainability strategies.

“With advanced solutions in technology and compliance, we are pioneering new sustainability strategies and services to help owners and operators along their decarbonisation journey. Thanks to our long-standing relationships and years of experience in Northern Europe, our committee includes the diverse expertise of many knowledgeable stakeholders, which provides powerful insight to keep our industry in the forefront of the clean energy transition,” said John McDonald, ABS executive vice president and COO.

Patrick Ryan, ABS chief technology officer and senior vice president, delivered a comprehensive presentation on the wave of innovation and new technologies that are having an impact on the industry. Ryan reviewed three focus areas: digitalisation, applied research and the clean energy transition, each encompassing several technologies, such as artificial intelligence, modelling and simulation and nuclear power, that are poised to revolutionise the marine and offshore industries. Committee members also heard details of ABS’ industry-leading safety performance, the latest regulatory developments and market trends that were shared by ABS specialists.

“ABS brings us together to strengthen our co-operation and explore solutions in today’s unique and challenging landscape. This meeting is always a valuable forum for ideas and we look forward to more opportunities like this to share knowledge together,” said Palle Laursen, chairman of ABS’ Northern Europe Regional Committee.

“Working with FuelTrust gives a higher level of detail and accuracy about how our investments affect emissions in any scenario”

ABB: MEASURING AND CONTROLLING SHIP EMISSIONS TO CHART A GREENER COURSE

Emissions from shipping are under the spotlight as awareness grows of the need to do more to protect the seas from pollution. Increasingly stringent regulations on the production and measurement of pollutants from ship propulsion systems are challenging shipowners to improve the efficiency and performance of their fleets. Here, Ben Goossens, Global Product Line Market Manager for ABB Measurement and Analytics, looks at these challenges and how innovative measurement and analytics solutions can help fleet operators meet them.

The need to address the pollution of the world’s oceans is seeing the introduction of increasingly stringent legislation aimed at minimising carbon emissions from shipping. According to data produced by the International Maritime Organisation (IMO), emissions of greenhouse gases from all shipping increased by 9.6% from 977 million tonnes in 2012 to 1,076 million tonnes in 2018.

In 2017, the International Council on Clean Transportation found that, were shipping to be a country, it would be the sixth largest carbon emitter in the world.

Legislation to rein in these emissions includes the IMO’s Greenhouse Gas Reduction Strategy, which aims to cut 40% of the carbon emissions of shipping by 2030, and 70% by 2050, compared with 2008 levels. These reductions will be achieved by improving energy efficiency, developing new technologies, and using low or zerocarbon fuels The Carbon Intensity Indicator (CII) rating scheme also rates ships above 5,000 GT from A to E for how many grams of carbon dioxide they emit per cargo-carrying capacity and nautical mile, with limits that will become progressively more stringent.

A new rule to limit sulphur and nitrous oxide emissions, known as ‘IMO 2020’, limits the amount of sulfur in fuel oil to 0.50% m/m (mass by mass) –a big reduction from the previous limit

of 3.5%. Meanwhile, within the IMO’s specially designated Emission Control Areas, the limit is a stricter 0.10%. There are presently four Emission Control Areas: the Baltic Sea area; the North Sea area; the North American area (covering designated coastal areas off the US and Canada); and the US Caribbean Sea area (around Puerto Rico and the US Virgin Islands).

A HOST OF CHALLENGES FOR SHIPOWNERS

Emissions compliance is just one of several headaches that face shipowners. Another is the predicted shortfall of skilled seafarers, estimated to be some 300,000 staff by 2050, while yet another is the inexorably rising cost of fuel.

The ageing merchant fleet is also a major challenge, with older ships being more inefficient and costly to run than newer ships. According to German database company Statista, 67% of general cargo ships are older than 15 years.

“ABB offers a complete suite of measurement and analytic products”

Compliance with maritime emissions regulations becomes easy with ABB’s new analyser solution

However, given the cost of commissioning new ships, the only real answer to the question of how to make shipping greener is to retrofit new emissions-control systems and add smart measuring devices on to the existing fleet. The latest generation of measurement and analytical technologies can help transform the efficiency of ageing engines, monitor smokestack emissions and thereby extend a ship’s working life and cut costs.

There are several options available to shipowners. One is to cut emissions by using exhaust gas cleaning systems, or “scrubbers”. These allow ships fueled with heavy sulphur oil to cut their emissions to a level equivalent to that of ships that use cleaner fuels. The scrubber literally washes the ship’s exhaust gases of sulphur.

The need to measure and prove the effectiveness of scrubbing is driving demand for emissions monitoring systems. It is now mandatory, if using a scrubber, to monitor the ratio of sulphur to carbon emissions. Measuring the emission of other greenhouse gases such as methane and nitrous oxides might also become mandatory when alternative fuels are used.

Yet scrubbing doesn’t really solve the problem – it simply displaces it by turning a gaseous pollutant into a liquid pollutant. Instead of acid rain, you get acidified water. Alternative fuels and different propulsion methods, such as liquid natural gas, ammonia, hydrogen and nuclear, have all been suggested, although none provides the complete answer.

For example, liquefied natural gas (LNG) offers carbon dioxide emissions that are up to 25% lower than those of conventional bunker fuels. Unfortunately, the methane “slip” undermines LNG’s usefulness – machines fueled by natural gas are generally designed to have at least 98% combustion efficiency, meaning that up to 2% of the gas is released unburned, hence methane “slip”. Among greenhouse gases, methane is considered 80 times more damaging than carbon dioxide.

Likewise, ships fuelled on ammonia release nitrous oxides, which cause acid rain and can affect people with

respiratory conditions. Ships that use alternative sources of energy are likely to be subject to some form of requirement for measuring greenhouse gas capture.

MEETING MARINE MEASUREMENT NEEDS

Control and measurement of almost all aspects of a ship’s operations is necessary if emissions are to be reduced. From fuel types, via fuel quality, engine control systems, combustion efficiency, emissions, ballast-water treatment, to cleaning systems, the list of things that can be measured on board a ship to make it greener is endless.

Building reliable, robust, and seaworthy emission measuring systems also poses several challenges. These include the corrosive effects of salt water, the movement of a ship at sea, extremes of humidity and temperature, the inherent remoteness of shipping operations and the need to minimise the costs of any kind of instrument failure.

However, thanks to advances in digital technologies, dynamic QR codes, remote assistance and Augmented Reality, manufacturers have overcome or minimised many of these challenges, allowing ships to remain compliant at all times even when thousands of miles from the nearest port.

Indeed, the latest generation of marine monitoring systems brings the control of maritime air pollution in line with large-scale shore-based emitters of greenhouse gases, such as power plants, cement works or waste-toenergy plants.

COMPREHENSIVE MONITORING AT SEA

ABB offers a complete suite of measurement and analytic products specifically designed to meet the needs of marine applications. Easy to configure, integrate, maintain and fix, these products include ABB’s AZ10 Combustion Oxygen analyser. This helps optimise exhaust gas recirculation, a technique used in diesel engines to reduce nitrogen oxide emissions.

One of ABB’s major solutions is CEMcaptain. Able to be retrofitted to existing vessels, this solution

simultaneously and continuously measures sulphur dioxide and carbon dioxide emissions and has achieved 98% “uptime”. As well as requiring less maintenance effort, this high availability also eliminates the stress and workload caused by non-compliance.

As further ship emissions components are regulated, CEMcaptain can adapt by adding further analysers from ABB’s range. CEMcaptain uses a dry extractive approach, which conforms with the requirements set out by MARPOL as proof of compliance.

ABB’s CoriolisMaster flowmeter measures the density of the liquid by-products of scrubbing, helping determine the efficiency of the scrubbing process. Diesel engine performance can be assessed with ABB’s Cylmate, a continuous engine pressure monitoring system that uses a mathematical model to assess engine performance, helping flag up potential problems.

Working in combination with Cylmate, ABB’s Torductor 500 monitors the torque of propeller shafts, providing a comprehensive solution to engine performance and fuel optimisation. ABB even offers devices that measure the performance of their own measuring devices.

HEADING TOWARDS A CLEANER DESTINATION

By 2050, when the shipping industry must have cut its emissions by 70% compared with 2008, most ships in service will be far more advanced and far greener and cleaner than vessels being commissioned today. Despite this, regulators will continue to push for more emissions monitoring for shipping. Manufacturers such as ABB will be ready to respond with even more innovations designed to keep the oceans blue and the future green.

For more about ABB’s measurement solutions for marine applications, visit: https://bit.ly/ABB_ MeasuringMarine

BUILDING NEW BRIDGES

ZeroNorth has announced that it has acquired BTS PTE, a software platform for marine fuel suppliers, headquartered in Singapore.

The deal will see ZeroNorth acquire BTS’s flagship suite of services – including its Intelligent Bunker Management System (iBMS), which is software specially tailored for the marine fuel supply chain.

iBMS helps to increase the efficiency and profitability of marine fuel suppliers, traders and brokers by digitalising their business processes through eliminating unproductive tasks, automating work processes, greater sharing of information and enhancing decision making.

iBMS was one of the first projects supported by the Maritime and Port Authority of Singapore (MPA) under the Maritime Innovation and Technology Fund in the early 2000s

The acquisition supports ZeroNorth’s growth strategy and focus specifically within the marine fuel industry and follows its recent acquisition of Prosmar Bunkering. It is part of plans to accelerate

the digitalisation and decarbonisation of the marine fuel industry by providing more accurate fuel that enables more sustainable strategies for bunker procurement, storage, blending and selling.

According to Kenneth Juhls, managing director of ZeroNorth Bunker: “By acquiring BTS, we are taking the next step towards delivering an end-to-end marine fuel service that aligns all stakeholders across the same data through the ZeroNorth platform.

“Moreover, by building a bridge between stakeholders, we are increasing collaboration across the maritime value chain and accelerating our goal to drive decarbonisation alongside the wider industry.”

Dharma Sreenivas Reddy, founder and managing director of BTS, adds: “BTS is proud of the value we deliver to the marine fuel supply chain through our end-to-end solutions. This partnership with ZeroNorth will enable us to modernise our solutions to deliver greater user experience for our customers, and ultimately accelerate the digital transformation of the marine fuel industry.”

Technology has a major role to play in the search for new clean energy initiatives. Market players are seeking to position themselves by linking up with specialised companies that can offer innovative approaches

ZeroNorth for masters

The ZeroNorth Platform is now available to masters onboard ships, starting with two new browser-based software services: ZeroNorth Onboard and Live Voyage Optimisation Plan.

This latest launch comes just over a year after the company released its weather routing service.

ZeroNorth Onboard provides masters with real-time access to the information they need to optimise their voyages while underway. Additionally, the Live Voyage Optimisation Plan service brings routing details into a live view, including the latest weather forecasts, and enables onshore teams to update and share plans at a moment’s notice.

The news means the ZeroNorth Platform is now available on the bridge for the first time, providing masters with the data needed to make more informed decisions on routing in real time.

Masters will have access to upto-date forecasts, giving them the information they need to decide if routes should be altered to ensure maximum fuel efficiency, that the vessel stays on schedule, and, ultimately, remains safe.

Commenting on the availability of the ZeroNorth Platform onboard vessels, Pelle Sommansson, chief product and AI officer at ZeroNorth, says: “Life at sea can be unpredictable. Conditions can change rapidly and masters need to be able to quickly make decisions to keep vessels safe and on track.”

“As shipping pursues its sustainability and commercial goals with increasing vigour, making the ZeroNorth Platform available onboard ships will foster closer collaboration between those at sea and those on shore, ensuring total alignment and transparency on the goals and key performance indicators.

“We are excited to see how this new nexus for collaboration accelerates the digitalisation and decarbonisation of our industry.”

SILVER LININGS

Silverstream Technologies recently announced a deal with China Merchants Energy Shipping (CMES) to install its market-leading air lubrication technology, the Silverstream System, on four 175,000cbm LNG carriers being built at Dalian Shipbuilding Industry Company (DSIC).

The agreement for four firm installations and two options will see Silverstream’s technology fitted on to the very first Chinese-owned, Chinesebuilt liquefied natural gas carriers in the global fleet.

The installations will take place over the next two years, with work expected to be completed by the end of 2024, in line with DSIC’s building schedule.

The Silverstream System aims to cut the vessels’ fuel consumption and emissions by 5-10% net. It will coexist onboard with a number of other technological innovations, including a Mark III membrane cargo containment system and an liquefied natural gas dual-fuel propulsion chain.

TIME SAVING SOLUTIONS

SEDNA, the email solution designed to enhance business operations, has rolled out new updates to its all-in-one digital platform.

This includes the launch of 10 features that use SEDNA’s own artificial intelligence (AI) technology to automate repetitive and manual work tasks and help save businesses time and resources.

The features were launched globally as part of a wider product release named after the star constellation, Alhena. It is the latest release of enhancements to be made to SEDNA, the digital solution launched in 2017 to combat the challenges offered by traditional email platforms, such as siloed working and inbox overload, and instead revamp email to transform business processes.

Examples of manual tasks that can now be automatically handled by SEDNA to ensure data accuracy and allow SEDNA users to become more efficient and focus on other tasks, include invoice processing, managing quotes, deleting personal data, and keeping track of service-level agreements and estimated time of arrivals.

Bill Dobie, founder and CEO of SEDNA, says: “The rapid emergence of artificial intelligence means that innovative technologies, such as SEDNA’s proprietary AI technology, can now be used to combat unnecessary administrative burdens by completing much of the heavy lifting on repetitive work processes with minimal employee input.

Kenneth Juhls managing director, ZeroNorth Bunker

Dharma Sreenivas Reddy founder and managing director, BTS

Pelle Sommansenchief product and AI officer, ZeroNorth

SEDNA partnership

SEDNA and Voyager, an operations management platform for bulk commodity shipping that enables customers to manage the entire lifecycle of their voyage operations in their online environment, have partnered together to streamline and enhance the availability and use of shipping data across their maritime technologies.

Voyager will now be available as a tech integration in the SEDNA email platform and vice versa, enabling the seamless flow of shipping information, like vessel tracking and invoicing data, between the two platforms.

This will allow customers from across the maritime space—like vessel owners, operators, and charter teams—to easily view, organise, and communicate information relating to voyage documents all from within one single digital workspace.

Through simplifying workflows and having data all in one space, the integration saves significant time and reduces the risk of human error that could otherwise occur when switching between apps.

WINDSHIP FUNDS AWARD

Windship Technology has been awarded £4m as part of a consortium in the latest round of the UK’s Clean Maritime Demonstration Competition (CMDC). The project is a demonstration of a symbiotic wind propulsion and carbon capture system, aimed at making a zero-emissions shipping industry a reality.

This project will install a Windship Technology 36m tri-foiled rig on a 15,000DWT bulker alongside carbon capture technology being demonstrated by Leilac.

Graham Harvey, chief executive of Windship Technology, says: “Given the significant financial support announced today, the Department for Transport and Innovate UK believe Windship Technology can be a key driver in the clean shipping revolution, and we are proud to be playing our part in the decarbonisation of the shipping industry.”

Simon Rogers, Windship Technology technical director, comments: “The next

stage, thanks to this funding, will enable us to build a full-scale demonstration of our fully patented triple rig wing design working in conjunction with our partners carbon capture technology.”

The Windship Technology project is part of the Clean Maritime Demonstration Competition Round 3 (CMDC3), which was announced in September 2022, funded by the UK Department of Transport and delivered in partnership with Innovate UK.

As part of the CMDC3, the Department allocated £60m to 19 flagship projects supported by 92 UK organisations to deliver real world demonstration R&D projects in clean maritime solutions.

Projects will take place in multiple locations around the UK from as far north as the Shetland Isles and as far south as Cornwall.

Transport secretary Mark Harper says: “Our maritime sector imports 95% of goods into the UK and contributes £116bn to our economy – more than both aviation and rail combined.

“With growing the economy one of the government’s top priorities, we must continue our efforts to ensure the UK remains a pioneer in cutting-edge clean maritime solutions. The funding we’re awarding will help to do just that, bringing emission-free concepts to life and fuelling innovation.”

Innovate UK executive director for net zero Mike Biddle says: “These 19 real-world demonstration projects showcase the very best of UK clean maritime innovation and engineering, bringing a range of technologies one step closer to commercial reality.

“Accelerating clean maritime innovation is an important part of

Innovate UK’s wider strategy and support to achieve net zero and unlock economic opportunities in the UK and globally.”

CEO of the UK Chamber of Shipping Sarah Treseder says: “Congratulations to all the successful bids, which cover a wide range of technologies and aspects of shipping.

“The UK Chamber of Shipping is committed to net zero by 2050. This funding is an important milestone in ensuring we continue to work together to achieve this important target and will help us complete the journey from theory to reality for zero emission shipping.”

The CMDC3 is part of the UK Shipping Office for Reducing Emissions’ (UK SHORE) flagship multi-year CMDC programme. In March 2022, the Department announced the biggest government investment ever in the UK commercial maritime sector, allocating £206m to UK SHORE, a new division within the Department for Transport focused on decarbonising the maritime sector.

UK SHORE is delivering a suite of interventions throughout 2022-2025 aimed at accelerating the design, manufacture and operation of UKmade clean maritime technologies and unlocking an industry-led transition to Net Zero.

LOGISTICS LINK-UP

Seaber.io, a Finnish maritime technology company, has announced a cooperation with Neste – a leading producer of renewable and sustainable fuels. Neste is using Seaber’s software for planning maritime logistics activities such as shipping schedules and port calls.

Windship Technology’s tri-foiled rig

Seaber’s intelligent technology provides data-led decision support that optimises fleet TCE (Time Charter Equivalent) and reduces costs per ton mile bringing down shipping’s environmental impact.

In addition to single cargo voyages, it supports multi-parcel and multi-port voyages, where unnecessary ballast voyages and low utilisation rates are common.

Seaber is uniquely positioned to digitally transform the shipping industry by integrating seamlessly to existing software solutions.

“Neste’s goal is to become a global leader in renewable and circular solutions,” says Paavo Kojonen, shipping asset and sustainability manager at Neste. “In order to achieve this, we need to find new ways to reduce the amount of carbon released into the atmosphere. New solutions and partnerships like Seaber are needed to help us optimise maritime logistics, which is one step towards reducing emissions.”

Sebastian Sjöberg, CEO and cofounder of Seaber comments: “We are thrilled to see that Neste has taken this important step to optimise its shipping scheduling through further digitalisation. This collaboration enables Neste to optimise its processes, increase vessel utilisation and reduce emissions and cost per ton mile. Our partnership allows Seaber to further develop our solution for the benefit of the industry.”

WING SAIL SYSTEM

Classification society DNV has awarded an Approval in Principle (AIP) to Michelin for its wing sail mobility (WISAMO) wing sail system. This is the first AIP to have been awarded to an inflatable wing sail design and is currently being installed for testing on the DNV-classed MN Pélican

First introduced in 2021, the WISAMO sail is an inflatable, retractable, automated wing sail, which can be installed on commercial vessels and pleasure boats. The sail is automated with a system developed by Michelin R&D and is retractable for access into ports and under bridges. The AIP has been awarded based on DNV’s wind assisted propulsion system (WAPS) ST-0511 standard.

The initial tests of a WISAMO sail were carried out on a sailing yacht. Currently installation of a 100m2 system in being undertaken on the DNV classed MN Pelican. The 155m long, 8,600dwt Compagnie Maritime Nantaise ro-ro cargo vessel, operates under charter to Brittany Ferries and sails between Poole, Great Britain, and Bilbao, Spain. This will allow testing of the system under commercial maritime navigation conditions.

“We are very pleased to receive this AIP for the WISAMO solution,” says Gildas Quemeneur, initiative leader at Michelin. “It is a very important step forward the further development of this innovative solution to contribute to maritime transport decarbonisation. We are now ready for the wing sail usage on MN Pelican ro-ro that will allow experimental tests in heavy maritime conditions. All returns of experience will now contribute to build the larger WISAMO wing sail.”

Hasso Hoffmeister, senior principal engineer at DNV Maritime, says: “For the maritime industry to reach the ambitious decarbonisation targets that have been set by regulators and increasing demanded by stakeholders, we need to look to enabling technologies that can boost vessel performance, reduce fuel use, and enhance sustainability.

“This is why we are seeing a growing interest in WAPS for owners where the combination of compliance

strategy, vessel type, and route offer potential benefits. However, as with every novel technology, acceptance and uptake can only grow from a foundation of trust, supported by rigorous, trusted and evolving technical standards.”

DNV’s WAPS ST-0511 standard provides a framework for the verification and certification of wind assistance propulsion systems. It can be applied in obtaining an AIP, a Design Approval or a Type approval. These verifications and certifications can also be obtained as part of the integration into a vessel or independently.

The ST-0511 technical standard is a complement to the DNV WAPS class notation, which is focused on the integration of systems onboard vessels, whether retrofitted or as part of a newbuilding.

ANEMOI MARINE AIP

The Liberian Registry has awarded an Approval in Principle (AIP) to Anemoi Marine Technologies for its rotor sail systems. Anemoi’s rotor sails are available with three deployment options – fixed to the deck, a folding type, and on rails that can be moved along or across the deck.

The folding and rail systems were validated on a Newcastlemax bulk carrier design from SDARI and issued an AIP by Lloyd’s Register. The Liberian Registry conducted a technical review of the documentation including Energy Efficiency Design Index (EEDI) calculations and, as a result, issued an AIP with estimated energy efficient improvements of about 20% in terms of EEDI performance.

Anemoi rotor sails were created to accelerate the industry’s transition to zero-emission shipping by providing auxiliary propulsion to a vessel – this maintains vessel speed, but allows the main engine to be powered down, resulting in fewer emissions. Rotor sails address new International Maritime Organization environmental requirements for Carbon Intensity Indicator rating and Energy Efficiency Existing Ship Index, which went into effect 1 January 2023 and are driving the need for the global fleet to continuously

Neste’s Shipping asset and sustainability manager, Paavo Kojonen and Seaber’s CEO and co-founder Sebastian Sjöberg

decarbonise. The ultimate goal is to reach zero-emission in line with the UN Paris Agreement.

Thomas Klenum, executive vice president, innovation and regulatory affairs at LISCR, says: “With the continuously increasing pressure on the global shipping fleet to accelerate decarbonisation to align with the temperature goals in the United Nations’ Paris agreement, it is imperative that viable solutions are brought to the market for both newbuidings and for existing ships to retrofit.

“Therefore, the Liberian Registry is extremely pleased with the collaboration with Anemoi, LR and SDARI to review and validate Anemoi’s rotor sail technology that has demonstrated an up to 20% energy reduction.

“Wind propulsion’s comeback to the merchant fleet is much welcome and a true win-win situation.”

Arnaud Dianoux, founder and managing director of Opsealog, says: “If each shipping organisation can take steps towards democratising data within its own communities, networks, and supply chains, we all stand to benefit. By helping to raise the data maturity of your partners, they will be able to perform better and in turn better support you.

“By contrast, if there is a weak link in your supply chain, this could be where you lose the opportunity to optimise your operations and materially improve your environmental performance.”

The white paper puts the spotlight on the untapped potential of data collected for compliance purposes, including mandatory onboard logbooks and record books, stressing that such data can be harnessed to improve operational practices, boost fuel efficiency, and reduce waste and greenhouse gas emissions. It argues that shipowners and operators can go further with the data that they already collect for regulatory compliance by creating a new mindset that seeks the value of that data.

Colomban Monnier, foundry manager at Opsealog and one of the authors of the report, explains: “We have entered the age of environmental accountability on shipping’s sustainability journey. As sentiment around the green economy shifts from risk to opportunity, shipping can capitalise on how it engages with data and digitalisation.

DATA DEMOCRATISATION

French digitalisation expert Opsealog has launched a white paper calling for greater data sharing across supply chains to help achieve shipping’s decarbonisation and sustainability ambitions.

The report calls for a more collaborative approach to digitalisation in the maritime sector, so that all organisations can contribute their data insights and collectively share the benefits.

It argues for the importance of putting the right architecture in place to make data easier to collect, share and analyse by organisations, big or small. This includes the need to standardise data formats to break siloes and make data accessible.

“At the heart of environmental accountability, for every vessel or fleet, is good data. If the industry can take steps towards democratising access to this data, we can deliver a step change in mitigating shipping’s total environmental impact.

“The transition to new fuels will need to be accompanied by robust data to measure consumption and emissions, as well as the impact on other operational costs, including those relating to the logistics of getting these fuels onboard and potentially a full wellto-wake analysis.

Digitising onboard reporting ensures that the right foundations are put in place to meet the longer-term ambitions of the organisation,” Monnier explains.

To obtain a copy of the white paper, visit: tinyurl.com/OpsealogReport

CII ADDITION FOR APP

Shipping pool Tankers International has launched a new CII feature for its popular very large crude carrier (VLCC) fixture app, which uses Tankers International’s market data to calculate indicative voyage Carbon Intensity Indicator (CII) scores for all market fixtures.

The new CII reporting mechanism uses Tankers International’s knowledge of the global VLCC fleet to benchmark any vessel’s bunker consumption against the closest similar vessel out of the 250 vessels that have traded in the Tankers International pool since 2000.

“This is set against a benchmark speed, which adapts based on Tankers International’s own data on averages across the sector and market conditions.

CCII regulations came into effect at the start of January 2023, and represent an ongoing annual measure of the carbon intensity of a ship’s operations in terms of its greenhouse gas emissions relative to the amount of cargo carried and the distance travelled.

The app’s data will show a precise analysis and a breakdown of how a voyage CII score is calculated, so a shipowner will know how their voyage is ranked and where they may need to improve.

“In addition, if a voyage incurred a long idle period, the app will provide two clearly labelled and accurate CII estimates to account for this. Calculations are listed in full for PLUS and PRO users.

Charlie Grey, chief operating officer, Tankers International, comments: “Many people are still uncertain about how to keep up with shipping’s latest regulation and we recognise the importance and need for quality data, faster to support decision making for shipowners, charterers and brokers.

“We foresee CII ratings impacting commercial decisions across the sector this year, and providing access to this voyage specific CII information will support key market stakeholders – helping them adhere to decarbonisation regulations and recognise market trends more quickly.”

Pictured (left to right): Kostas Ladas, general manager of LISCR (UK), Thomas Klenum, executive vice president, innovation and regulatory affairs of LISCR, and Kim Diederichsen, CEO of Anemoi Marine Technologies.

From reducing noise to increasing performance, recent collaborations have produced a range of solutions for more environmentally friendly propulsion systems

STAYING AHEAD OF THE GAME

Coming up with propulsion solutions that meet green targets is a key investment areas in the current climate. Investment in conversion kits for diesel engines is just one area of opportunity for propulsion specialists, who are having to deal with the ongoing problem of propeller noise

One recent example is a collaboration by marine design and engine developer ScandiNAOS, Chalmers University of Technology and the Swedish Maritime Administration (SMA), which have launched a project to develop dual-fuel kits for conversion of new and existing diesel engines to methanol operation.

The methanol dual-fuel kit will be generic and capable for retrofit to a large range of existing diesel engines of different brands. The kit will target engines up to 1000 kW and will accelerate the transition to low emission fuel and sustainable operations for marine and industrial applications.

The project will last for 24 months and has a budget of SEK8,600,000, with 50% funding by the Swedish programme for

Strategic Vehicle Research and Innovation, (FFI). Leading methanol producer Proman and the Methanol Institute are providing industry funding.

During the work, ScandiNAOS will develop and implement a dual fuel kit in a pilot boat owned and operated by the SMA. The SMA already operates a methanol-powered pilot boat equipped with a single fuel compression ignited methanol engine, which completed successful trials in December 2021, a conversion supported by the FASTWATER consortium programme.

The adoption of dual-fuel kits will enable conversion of more ships more quickly, since a conversion kit can be cost-efficiently applied to existing engines while maintaining the fuel flexibility to run on either methanol, marine gas oil or hydrotreated vegetable oil.

The SMA has a target to remove fossil fuels from its fleet by 2045. Methanol as a fuel for combustion engines provides a number of opportunities for engine optimisation. Chalmers University of Technology has assigned a Postdoctoral

research position for the duration of the project to develop and test advanced combustion strategies to be applied in the next generation of methanol single and dual fuel engines.

The pilot boat is expected to be ready for field trials in the third quarter of 2023, a process that will go on for nine-12 months during which the dualfuel kit will be tuned and optimised based on operational experience and from the results of the research and laboratory tests carried out by Chalmers University.

Bengt Ramne, managing director of ScandiNAOS comments: “We are excited to get a chance to apply a dual fuel kit on an SMA pilot boat and continue the great co-operation with the Swedish Maritime Administration to reduce the carbon footprint of its fleet.”

Lucien Koopmans, head of the Energy Conversion and Propulsion Systems division at Chalmers University of Technology, says: “A quick and powerful transition towards a decarbonised transport future starts with conversion of the existing fleet.”

Greg Dolan, chief executive of The Methanol Institute, adds: “We are delighted to be co-sponsoring this project, which builds on the successful 2021 trials and will establish a practical process for the conversion to dualfuel methanol operations safely and at reasonable cost.”

BLADE PERFORMANCE

The slightest deviation in the machining, polishing and finishing of ships’ propeller blades could result in underwater radiated noise and cavitation, even if defects are within the maximum tolerance allowed by classification societies and the ISO 484-1 standard.

A Canada Transport-funded study on the impact of manufacturing tolerances on propeller performance –carried out by Memorial University of Newfoundland, DRDC Atlantic Research Centre and propeller manufacturer Dominis Engineering – found the slightest change in propeller geometry resulted in “significant” cavitation, and much earlier than previously thought.

The behaviour of a section of propeller blade with leading edge defects of 94µm, 250µm and 500µm were studied using computational fluid dynamics (CFD) at the DRDCAtlantic Research Centre, and Memorial University of Newfoundland, in a threeyear project that concluded last year.

Project lead, Dominis Engineering president Bodo Gospodnetic, says: “Experimental results show that current widely accepted propeller manufacturing tolerances as stated in the ISO standard need to be thoroughly evaluated and investigated further.”

The current tolerance for a defect to the leading edge of a propeller blade is 500µm (0.5mm).

Ship propellers are manufactured according to ISO 484-1, with the majority of propellers made from castings rough machined on CNC mills and then finished using robotic and manual grinding. However, robotic and manual grinding of propeller surfaces introduces inaccuracies and deviations from the approved design, which can lead to cavitation, erosion, noise, vibration and loss of propeller efficiency.

“The leading edge is a very challenging area to manufacture accurately, yet it has a strong influence on sheet, streak and vortex cavitation,” says Gospodnetic.

Researchers found that a ship with a “defective” propeller must travel at a given percentage slower than a vessel with a “correct” propeller to operate below the cavitation inception speed and remain quiet.

For example, a ship with a propeller defect of 0.5mm would have to sail at 45% of the speed of a defect-free propeller to avoid cavitation noise. The smaller the defect, the less speed reduction is required to remain quiet.

“The 0.5mm defect tested is one of the tightest ISO 484-1 propeller manufacturing tolerances yet it has been demonstrated that it affects cavitation inception significantly and detrimentally. The rules need tightening up,” says Gospodnetic.

SMA’s pilot boat is expected to be ready for field trials in the third quarter of 2023

“The leading edge of a propeller is a very challenging area to manufacture accurately, yet it has a strong influence on sheet, streak and vortex cavitation”

ISO 484-1:2015 has been a standard for propellers since 1982 and although the standard was reviewed in 2015 and 2022, the allowable tolerance and geometry remains unchanged.

“We know that 80% of underwater radiated noise comes from the propeller, but if ships are legislated to be quiet in sensitive habitats such as the Juan de Fuca Strait then they will have to limit their speed to below the cavitation inception speed,” says Gospodnetic.

While initial CFD studies show how very small defects can influence cavitation inception, the research partners are looking for funding to continue their investigation in a second phase model tests in a cavitation tunnel.

CUTTING THE NOISE

A propeller technology capable of substantially reducing the underwater radiated noise (URN) generated by ships’ propellers has been developed by Oscar Propulsion together with the University of Strathclyde.

The patented PressurePores™ system reduces propeller tip vortex cavitation by applying a small number of strategically placed holes in the propeller blades. The addition of these pressure-relieving holes allows ships to operate with a more silent propeller.

Lars Eikeland, marine director at Oscar Propulsion, says: “Underwater radiated noise is one of the most adverse environmental by-products from commercial shipping, yet unlike other forms of marine pollution, there

is currently no international legislation in place to prevent or reduce this source of environmental damage.

“Increasing noise levels, especially in the low-frequency range, is disorientating marine fauna and disrupting their communication signals, leading to behavioural changes or extinction. We now have a costeffective, easy-to-apply solution that prevents this from happening.”

Following four years of comprehensive computational fluid dynamics (CFD), modelling and cavitation tunnel tests during the solution’s development phase at Strathclyde, it was demonstrated that PressurePores can reduce cavitation volume by almost 14% and URN by up to 10dB.

Results were further verified in tests on the sub-cavitating propellers on Princess Royal, a 19m research catamaran operated by Newcastle University. And last year, CFD Finite Element (FE) propeller stress tests were successfully completed in accordance with classification society DNV rules.

“We have found the optimum number of holes required to reduce the noise. So long as the right number of holes are placed in the most effective positions, a cavitation sweet spot can be achieved,” says Eikeland.

“It’s not a case of simply drilling holes into the blades, as this will affect the propeller’s thrust capability. We know exactly where to place the holes for maximum efficiency and for

optimum noise reduction.”

It is interesting to note that propeller cavitation can generate as much as 188dB of underwater radiated noise and can be heard by marine fauna 100 miles away.

According to the US National Oceanic and Atmospheric Administration, anything above 160db can pose a significant risk to marine life.

Commenting on the impact noise has on marine life, Eikeland says: “Noise levels in the ocean due to maritime activity have been increasing for decades and are expected to double by 2030.

“URN can cause irreversible damage to marine wildlife through stress, habitat displacement, reduced reproduction, lost feeding opportunities and even death, greatly changing the marine ecosystem and impacting biodiversity.”

Eikeland continues: “PressurePores has a major mitigating effect on propeller cavitation and URN and can be incorporated into new propellers or retrofitted to existing propellers either in drydock or possibly in-water.”

While Oscar Propulsions technology is suitable for all types of vessels, they are particularly suitable for naval vessels, yachts, fishing fleets, offshore vessels and cruise and research ships operating in sensitive environments. The technology can be applied to all types of propellers, including pods and thrusters.

Left: Dominis Engineering president Bodo Gospodnetic. Right: Leading-edge defects on a propeller blade in service (courtesy of DRDC-Atlantic)

COVERING ALL BASES

Effective anti-fouling of vessels has always been a key element in improving the performance – and therefore costs – of operating vessels and there have been a number of advances by specialist companies in this respect. Coming up with green solutions in the current climate is essential, therefore ruling out some of the products – including so called “killer copper” – that were available in the past.

Over the past five years, I-Tech’s scientists have discovered new ways in which Selektope can be introduced to marine antifouling coatings in combination with other biocides with little or no effect on formulation chemistry or performance.

Selektope is an organic, non-metal biocide that prevents hard fouling. It repels barnacle larvae from a coated surface with nonlethal effect using a novel, biotechnological approach achieved by the active agent medetomidine. Through natural receptor stimulation, the swimming legs of barnacle larva kick at a higher frequency so that they cannot attach to the coated surface.

Recent innovations are improving the performance of vessels – and manufacturers are also trialling new uses of old favourites

I-Tech has enhanced the performance of the technology in self-polishing co-polymer (SPC) marine coatings by improving the dispersion of the active substance. Positive static test results have also provided proof of concept that Selektope can be used in silicone-based foul release coatings, a new application area for the technology.

Traditionally, Selektope is supplied in powder form for direct introduction to a paint batch during the production process. It can also be dissolved in solvent in-situ and then added to a paint batch in solution. Although the controlled release of Selektope in SPC coatings has proved successful using traditional methods with multiple products commercialised to date, I-Tech R&D efforts in the past few years have focused on further improving controlled release.

Silyl acrylate SPC coatings are generally sensitive and gelation and instability problems can arise if the paint products are stored for too long. Gelation in SPC coatings creates issues during the application process since paint with a higher viscosity

can clog up the tip of the spraying nozzle, resulting in the paint not being sprayed well, or even at all. If the paint is thinned to make it easier to spray on to a surface, it may no longer have the right properties, which could influence the general performance of the coating.

Following two years of R&D work, I-Tech has obtained proof of concept that if Selektope is pre-adsorbed on a carrier compound, in this case zinc oxide, prior to being introduced to a paint matrix, the process of gelation is slowed, and the in-can stability of the silyl acrylate paint is improved. Also, ant-fouling performance is improved, owing to the improved dispersion of the biocide in the paint.

Also studied was the addition of Selektope to silicone-based foul release coatings via pre-adsorption on zinc oxide. If Selektope is not properly incorporated into a foul release coating matrix it will leach to the surface of the coating too fast. To-date, this has

inhibited the use of Selektope in this antifouling coating type. Static panel testing conducted off the west coast of Sweden has yielded strong, positive results and R&D efforts in this field of research are ongoing.

Test results showed that whereas undamaged foul release coatings are generally efficient at preventing fouling, damaged areas in foul release-coated surfaces are at high risk of biofouling accumulation. This demonstrated that damaged foul release coating surfaces need additional biocidal protection against fouling.

Markus Hoffmann, technical director at I-Tech comments: “This work is significant for two reasons; enhancing the current use of Selektope in SPC coating types and opening up new routes for us to explore the use of this novel technology in foul release coatings. The fact that the addition of Selektope pre-adsorbed on pigment particles does not require fundamental

paint reformulation gives this R&D progression even more impact since it can be adopted immediately. Our next steps will be to expand our knowledge base. We will also conduct further work to refine the process of adsorbing Selektope on zinc oxide.”

“Positive static test results have also provided proof of concept that Selektope can be used in siliconebased foul release coatings”

Paint manufacturers are coming up with new ways to protect vessels

GIA EXPANSION

Two companies have become the newest members of The Global Industry Alliance (GIA) for Marine Biosafety – Armach Robotics and Jotun.

Armach Robotics, an in-water cleaning service provider, and Jotun, which manufactures coatings, join at the end of a busy year for the GIA.

Jotun will bring a wealth of experience in antifouling coating technology, proactive in-water cleaning services and innovations in biofouling management.

Petter Korslund, regulatory affairs manager for Jotun, says: “GIA is an important industry initiative to work together and cooperate towards a more sustainable shipping. As a global leader in maritime coatings and clean hull solutions, it is our mission to contribute to cleaner hull on vessels, enabling the shipping industry’s ambition for decarbonisation and biodiversity.”

Armach Robotics will add to the Alliance’s discussions and work, bringing its perspective of in-water cleaning services.

Karl Lander, director – regulatory compliance and outreach, says: “Armach is excited to work with GIA and its partners on addressing the negative impact biofouling has on the global shipping industry.”

GIA is an initiative of the International Maritime Organization’s GloFouling Partnerships project. It brings together private sector companies from a wide range of ocean-based industries such as shipping, offshore oil and gas, technology research and fouling control systems manufacturers, including anti-fouling coatings, in-water cleaning systems, BioPass, filtration systems and ultrasonic.

Together, these respective sectors work towards sustainable and practical solutions that can facilitate the implementation of biofouling management regulations.

Biofouling is the accumulation of microorganisms, plants, algae, or small animals on ships’ hulls and other wetted surfaces. It can create irreversible effects on marine

biodiversity by introducing potentially Invasive Aquatic Species into new environments. Biofouling also increases the drag of ships, forcing them to burn more fuel to maintain speed, thus contributing to higher greenhouse gas emissions.

GIA biofouling reports

The first of two recently published reports commissioned by GIA analyses the impact of ships’ biofouling on greenhouse gas emissions (GHG). It found that keeping ships’ hulls free from just a thin layer of slime could reduce a ship’s GHG emissions by 25%. The second study compares current and emerging regulations and practices for biofouling management.

GIA also commissioned a short animation video to increase awareness of GHG and good biofouling management.

It was launched during the 79th meeting of Marine Environment Protection Committee (MEPC 79) at the International Maritime Organization’s headquarters in London.

UNDERWATER COATINGS

Reducing environmental impact and operating costs are a major focus for shipping companies globally. Selecting the right underwater coating technology is critical in reducing costs and environmental impact, while maintaining vessel efficiency.

Hamburg-based Pronav Ship Management operates a fleet of several liquefied natural gas (LNG) carriers, including four Q-Flex LNG vessels and two conventional, 145000m3 capacity LNG vessels. All six vessels are coated with Intersleek biocide-free technology.

By using Intersleek technology, the environmental impact of these vessels has been significantly reduced, compared with similar vessels coated with biocidecontaining technology.

An evaluation of the reduction in paint volume, volatile organic compound (VOC) content and biocide release was completed and the results are summarised below for the six vessels.

Utilising biocide-free technology also reduces exposure of personnel during coating operations and minimises cost and time in drydock due to the reduced number of coats. Another operational benefit of this advanced coatings technology.

SEA ZERO

Paint manufacturer Jotun is one of the partners in the Sea Zero project Hurtigruten Norway started in spring 2022.

Its ambition is to enable zeroemission passenger and freight transport along the Norwegian coast by 2030.

Together with 13 partners, Hurtigruten has been granted NOK 67m from Grønn Plattform, which contributes to research and innovationdriven green transformation and lower greenhouse gas emissions, and is managed by the Research Council, Innovation Norway and Siva.

With the funding, all the partners have planned to start the research and development part of the project early this year.

“Together, these respective sectors work towards sustainable and practical solutions that can facilitate the implementation of biofouling management regulations”

IS MEPC 79 A WARM-UP ACT?

It’s not easy being the warm-up act in the shadow of the main event. Being on stage, facing an audience who has come to see another performer, rattling through a set list as the crowd mingles, buys drinks,and talks loudly, generally indifferent to your actions, is a tough proposition, says Esa Henttinen, executive vice president, NAPA Safety Solutions.

December’s meeting of the International Maritime Organization’s (IMO) Marine Environment Protection Committee (MEPC) 79 had very much this feel to it. In July this year, MEPC 80 will take on the challenges of revising IMO’s green targets and introducing market-based measures to reduce greenhouse gas (GHG) emissions. It’s being billed as a “climactic meeting“ and a “summer showdown” – very much the headline act for fans of maritime environmental regulation.

If MEPC80 is playing the hits, December’s MEPC79 tackled more niche material – the “b-sides” of the environmental repertoire. But this doesn’t mean that the industry

should ignore the outcomes. From new Emission Control Areas (ECAs), to ballast regulations and garbage management, important decisions here have moved forward processes and changed the regulatory landscape. Owners, crew and ship managers will need to react accordingly.

A consistent course on carbon

The topic of GHG emissions, even if it isn’t the main event, is ever present at an MEPC. As the Maritime Transition Scenarios report to which we contributed last year, outlines, the industry has a long way to go if it is to reach targets that are already set out, let alone become compliant with the Paris Agreement.

The outcomes on this front were sparse last year, with commentators describing the conference as one that “achieved little in terms of showing greater green targets”.

This puts more pressure on decisions to be made in July 2023 at MEPC 80. At the same time, MEPC 79 didn’t change anything when it comes to Carbon Intensity Indicator’s

Esa Henttinen , executive vice president, NAPA Safety Solutions, takes a look at how the stage is set for MEPC 80

Esa Henttinen Executive Vice President NAPA Safety Solutions

(CII) implementation this year – it entered into force this January as expected, and is already the source of intense discussions as owners and charterers seek ways to manage the newly-enforced shared responsibility for vessel performance and CII ratings.

The eventual form of future contracts and clauses to manage CII will likely continue to evolve over the years to come. However, what’s certain is that decarbonisation pathways like CII will need collaboration to succeed.

The challenges of decarbonisation are so broad-ranging that no individual company can solve them alone. These include developing new technologies and fuels, the new designs that will incorporate them, the supply chains and infrastructure to deliver these fuels, and new business models to remove harmful incentives that still stand in the way of more efficient operations.

To achieve this, we need to collaborate more and create partnerships not only within shipping, but also across industries and the energy sector. The industry knows that and is willing to act, but to join partnerships with confidence shipping also needs more clarity on the business implications of joint pilot projects.

Owners, operators and charterers need to know that the “rules of the game” are fair and have the certainty that collaborating will yield positive outcomes for everyone involved.

To gain this greater certainty, the industry can rely on the latest generation of digital tools, which can model, simulate, and predict the impact of different measures. This is essential to understand the implications of new technologies on a ship’s safety, stability, operations and performance –but it doesn’t stop there.

These simulation tools can also help develop and test the new business models and contractual frameworks that are essential to set the right “foundations” for decarbonised shipping. With the latest generation of digital twins, we can now simulate the next day of the route, the next year of operations and the next 10 years of design. As such, these digital platforms

are central to build confidence, speed up the transition, and ultimately find the best collaborative pathways to achieve net zero in shipping.

New ECAs to manage

Finding ways to cut GHG emissions are at the top of everyone’s agendas, but this isn’t the only way to make longterm progress towards sustainability in the industry. One of the most significant outcomes from the meeting was the designation of the Mediterranean Sea as a new Emission Control Area (ECA), which will restrict sulphur oxide (SOx) emissions from ships in the area. This is the fifth designated Emission Control Area for Sulphur Oxides and Particulate Matter worldwide, the others being the Baltic Sea area; the North Sea area; the North American area (covering designated coastal areas off the United States and Canada); and the United States Caribbean Sea area (around Puerto Rico and the United States Virgin Islands).

The expansion of ECAs add a level of complexity to voyage planning, with operators often choosing to avoid them, in order to minimise spending on more expensive fuels.

This is another area where digital tools will be necessary to help crew and operators make sure they are making the optimal decisions. Data from voyages can help us see what happens when vessels pass through ECAs, and we’ve even crunched the numbers on whether it’s really worth avoiding them.

When we examined a set of 47 tanker voyages, we could see ships’ operational patterns on ECAs. We looked at routes with ECAs on both ends of a voyage, and found examples where there are clear repeating exit and entrance points to and from ECAs – implying that they are mainly avoided, with vessels sailing longer distances to compensate.

When retro-optimising these voyages, we found that when vessels avoid ECAs, they deviate a lot from the most optimal voyages as recommended by weather routing. When comparing the sailed voyages and the weather-routed alternatives, the price difference between fuel types is not generally enough to necessitate minimising the distance sailed inside an ECA above other considerations.

Instead, the weather-routed alternatives would have sailed much longer distances inside the ECAs and still would have saved an average of 15.9% in fuel cost. Additionally, the optimised routes would have improved the safety of the voyages by reducing, on average, 9.8% time spent in rough weather, BF 5 or higher.

As businesses look to save every marginal cost that they can, even tackling niche issues such as ECAs and ECA management can have an impact on the bottom line.

A load of rubbish

The battle against maritime pollution is fought on multiple fronts, with garbage and ballast water included in the MEPC’s remit.

The impact of maritime plastic pollution is continuing to attract public scrutiny, and in December 2022 MEPC adopted a resolution that means more ships will have to keep logs on what they are throwing away. The resolution MEPC.360(79) contains amendments to MARPOL Annex V, expanding the requirement for a garbage record book by lowering the threshold down to ships of 100 gross tonnage and above (from the current threshold 400 gross tonnage and above).

This has been done in an effort to expand tracking and reporting of accidental discharges to the sea that may involve plastics.

As the saying goes: “You can’t manage what you can’t measure”, and this also applies to the management of ballast water, with its risks of spreading invasive species. MEPC 79 has updated the Ballast Water Record Book (BWRB), with changes that “require a more detailed and standardised reporting of ballast water operations”.

Crews already have a huge amount of actions and data to keep records on, and as we can see, the reporting burden is increasing all the time. This is why NAPA Logbook is continually evolving to stay ahead of regulation, to ensure that crew can easily manage environmental reporting by automating log entries and record-keeping.

Moreover, as a digital logbook, it allows teams to use the information

they gather to find new insights and efficiencies, rather than leaving valuable data on paper.

This trend is one that we believe will define 2023 – and the rest of the decade – in terms of maritime technology. One of the biggest breakthroughs will be the movement of essential data to the cloud.

It’s now possible to bring stability and logbook data to the cloud and create a shared view, and shared body of knowledge between the crew and the shoreside teams. This makes it possible to plan and manage day-to-day operations better to reduce risks, but also means that in emergency situations, teams can make decisions much faster, with shoreside and onboard crews working from the same source of real-time information.

A major driver of this is the fact that electronic logbooks are becoming more widespread, and realising their potential as universal data-capturing tools, digitalising crucial information and feeding it into operations.

What we are seeing with garbage and ballast water logbooks can and will play out with all areas of operations, from voyage performance data, to the management of hotel loads on cruise ships.

In conclusion, we’re all still excited for the main event at MEPC80. But sometimes it’s worth paying close attention to the warm-up act. Outcomes from MEPC79 can still hold important lessons on regulatory trends and how smart owners, operators and charterers can set themselves up to prepare for more major shifts.

“It’s now possible to bring stability and logbook data to the cloud and create a shared view”

CODES OF CONDUCT

Those trying to improve their approach to clean shipping and ensure they comply with new legislation have no end of deadlines to meet in the coming years. These need to be addressed to ensure that they are not restricted in their operations as a result of missing the due date.

One deadline on the immediate horizon is the Maritime Single Window 2024 introduction from January 1 next year, at which time it will be compulsory for ports round the world to operate Maritime Single Windows (MSWs) for the electronic exchange of information required on ships’ arrival at a port, their stay and their departure.

Opening the recent Symposium at International Maritime Organization’s (IMO) London headquarters, IMO secretary general Kitack Lim said that making MSWs mandatory from 1 January 2024 was not only “a significant step towards accelerating digitalization in the maritime trade”, but also “an opportunity for all stakeholders in shipping, and a necessary step forward”.

Lim said, too, that taking this step

would accelerate the digitalisation and decarbonisation aspirations of international shipping. He praised progress made in recent years by the shipping and port industries and pledged IMO’s support to member states in finding tangible solutions to the forthcoming new obligations under the Facilitation of International Maritime Traffic Convention.

Also discussed were the concept of interoperability and understanding how to apply industry standards to harmonise electronic data exchanges, as well as port call data requirements, and the development of strategic partnerships.

In his opening remarks, International Association of Ports and Harbors president Subramaniam Karuppiah warned that the covid-19 pandemic emphasised that the maritime industry is seriously lagging behind in its move to digitalisation.

Nikolaus Schües, president designate of BIMCO, sounded an optimistic note, describing MSW as “an opportunity to be exploited and one we cannot afford to miss”.

There is a host of new regulations looming for shipowners and operators, as well as new methodologies for various aspects of shipping

A key panel discussion centred on the support that IMO member states can access to assist them in their MSW implementation journey.

Periklis Saragiotis from the World Bank and Kate Munn, a consultant, have been working together with Fiji on their MSW project. They backed the approach of “upstream analysis” to assess implementation readiness before making any adaptations or simplifications to systems, thereby avoiding digitising inefficient procedures.

Fiji is a good example, said Mr Saragiotis, of the World Bank and IMO cooperating with a member state. “If we work together and coordinate and try to send a message to the client and government that we’re here to help... that’s a very powerful message.”

Antigua and Barbuda has

received technical expertise in-kind support from Norway for their MSW implementation. They settled on a system developed specifically with small island developing states in mind that can be modified and adopted as required.

Wayne Mykoo, representing the Antigua and Barbuda Department of Marine Services and Merchant Shipping, said the project underscored IMO’s ability to support members to meet their obligations.

Another IMO initiative is that of the Single Window for Facilitation of Trade (SWiFT) Project. Under its auspices, Singapore is implementing a pilot project with Angola to establish a maritime single window platform developed for medium ports based on the system implemented successfully in Antigua and Barbuda.

STRENGTH ASSESSMENT

Ship operations take place in hostile and corrosive environments, which means that the structural strength of the ship’s hull may deteriorate with time leading to buckling or structural instability.

Buckling has long been recognised as one of the main modes of failure of ship structural elements and the International Association of Classification Societies (IACS) has, for many years, had in place a number of resolutions to address this.

Recognising, however, that the rules for buckling varied across different IACS Unified Requirements (URs), in 2018 IACS agreed to develop a standalone Unified Requirement (UR) dedicated for buckling strength assessment using the net thickness approach. This has

resulted in the publication of UR S35 Buckling Strength Assessment of Ship Structural Elements, which will enter into force on 1 July 2024.

The new harmonised methodology for buckling has been developed applying the toolbox in the Common Structural Rules (CSR) for Bulk Carriers and Oil Tankers, which are widely accepted as being technically sound and which have been implemented, maintained and improved over the years with industry’s expertise and experience feeding into the continuous improvement of CSR.

In harmonising the buckling methodology, improvements have been made on the global elastic buckling mode for stiffened panels subject to combined loads (biaxial loads, in-plane shear force and lateral pressure), the torsional buckling mode for stiffeners, buckling strength of U-type stiffeners, plates with opening and also plate panels fitted with sniped stiffeners.

Thorough verification and consequence assessments have been carried out by extensive linear and nonlinear FE analyses, with the harmonised requirements showing increased accuracy and effectiveness.

The application of the buckling requirements, such as scope, loading and permissible utilisation factor will be described in individual UR S series, for example in UR S21 on Evaluation of Scantlings of Hatch Covers and Hatch Coamings.

The new UR S35 will serve as an independent buckling toolbox regardless of ship types by collating, as far as possible, general requirements on buckling together in one UR.

A further benefit arising from the development of UR S35, is to facilitate the merger of the UR S21 and UR S21A (which currently address different ship types) into a single UR S21 Rev.6 also with an entry-into-force date 01 July 2024 to align with that of UR S35.

Commenting on this new UR S35, IACS secretary general Robert Ashdown says: “The adoption of a unified approach to buckling is a

significant step in making the rule application check of different ship types easier for Industry, but also in enhancing the maintenance of future buckling rule improvements by IACS.

“Furthermore, it also facilitates the further harmonisation of other relevant IACS that will also be of benefit to the industry.”

OCEANS OF ENERGY

Bureau Veritas, a world leader in testing, inspection and certification, has delivered an Approval in Principle (AIP) to Oceans of Energy, a market leader in offshore solar farms, for their system design of a high wave offshore solar farm system.

The Oceans of Energy’s offshore solar farm system is the world’s first offshore solar farm proven in high waves, operating in the North Sea since 2019. This system is modular, scalable to any size.

The farm currently installed has a size of 0.5 MW. It has a unique design: rather than heavy structures above sea, which are normally used for

offshore technology, the offshore solar farm system is lightweight. It uses the sea surface directly as support, like a waterlily resting on the water surface. In order to withstand high waves and rough seas, it uses an innovative system combining rigid and flexible structures that allows it to ride on waves.

Such a novel system had not been used before in offshore high wave application. Nevertheless, the system has recently entered its fourth year of successful operation in high waves. Since its deployment, the system has withstood many heavy storms, with waves up to 10m high.

The system was successfully basintested with 13m-high waves. Over the past couple of years, Oceans of Energy has worked closely with Bureau Veritas on the AIP of its offshore solar farm system.

The AIP includes all aspects and products needed for the production of an offshore solar farm system. This includes Oceans of Energy’s design base, the designed floaters, the mounting of the solar panels, scale model testing reports and mooring system design.

The rough North Sea conditions were used in the reviewed tests on the system and load cases determined all the structural calculations that had to be fulfilled.

“Oceans of Energy is very proud to receive this AIP as we realise it is a testimony of sound engineering, a feasible and sound concept choice and a recognition as a leading technology with a promising future,” says Allard van Hoeken, founder and CEO of Oceans of Energy.

Laurent Leblanc, senior vice president technical and operations at Bureau Veritas Marine and Offshore, comments: “We have extensive experience in the marine and offshore market that helps us to provide relevant and efficient support to pioneers such as Oceans of Energy.

“Our mission of ‘shaping a better maritime world’ is all about enabling these innovative solutions that support society’s new demands and aspirations.”

“The offshore solar farm system is lightweight. It uses the sea surface directly as support, like a waterlily resting on the water surface”

ESG: SHIPPING’S SUPERHERO?

The shipping industry undoubtedly suffers from an image problem – one that is indirectly putting stakeholders within the sector under immense scrutiny and increased pressures.

Additionally, it threatens the sector’s resilience, making maritime less attractive to the talent required to safeguard its sustainability and develop the solutions needed for a better future.

As ocean-going trade accounts for 90% of all global trade, ensuring the shipping industry’s resilience on all levels is crucial for a sustainable world.

Environmental, social and governance (ESG) – if embraced with the correct intent – has the power to step in like a superhero and shift that dynamic. This is especially true for shipowners that have put in good work for years, which has gone unnoticed.

Shipping is one of the world’s most highly regulated industries and owners have

applied good practises all along. Many have consciously taken care of their people, while protecting the oceans and maintaining high operational standards.

Utilising their ESG strategy to put these elements into a structure allows them to remain at the forefront of stakeholders’ increasing demands.

A successful ESG strategy should have three elements: it should help you showcase your impact so far, detect where you have even greater power to influence positive change and outline measurable targets on how to achieve this.

During a time of great uncertainty post pandemic, with the Ukraine-Russian war ongoing, a recession fast approaching and the billion-dollar question of what the “fuel of the future” looks like, planning ahead can seem difficult.

ESG is the only tool shipowners can utilise with certainty to maintain their market position, whether it be meeting charterers’

Gina Panayiotou , ESG manager at West P&I, discusses the important role ESG plays in the industry

Gina Panayiotou ESG Manager, West P&I

requirements, reporting standards, remaining attractive to financiers, and so on.

As shipowners implement their individual strategies for meeting the highest environmental, ethical and regulatory standards, adhering to increased governance requirements and being able to create an even safer, a healthier and more diverse industry, they need to have behind them a robust support system.

P&I Clubs have a unique role to play in this journey. They are perfectly placed to proactively provide shipowners with the technical expertise and guidance to overcome challenges.

Furthermore, P&I’s role is to mitigate the risk when something goes wrong. In every transitional period where trial and error are the norm, having an infrastructure that can operationally and financially contain the damage efficiently allows

the shipowner to push ahead with confidence and a greater amount of certainty.

This is what P&I Clubs were created to do – and now more than ever we need to support shipowners and the industry.

At West, it is important for us to be the partner our members can rely on, ensuring we are always a step ahead when sharing knowledge or providing them with the technical expertise to navigate the challenges that these new solutions bring.

Furthermore, while ESG practises are not new to the industry, it remains new as a concept.

Therefore, we also place great emphasis on assisting our members to understand how they can utilise ESG in the best way possible, to capitalise on the long-term opportunities and all the benefits of progressing toward a more sustainable maritime industry.

“At West, it is important for us to be the partner our members can rely on, ensuring we are always a step ahead when sharing knowledge or providing them with technical expertise”

Sean McLaughlin , Strategy Consultant at Houlder, discusses the results of a survey the company recently undertook

COLLABORATE TO INNOVATE

There was unanimous support for the need to collaborate on decarbonisation in Houlder’s recent survey of shipowners.

Sean McLaughlin, Strategy Consultant at marine consultancy Houlder, explains how it can be channelled to greatest effect.

To support the decarbonisation transition, and as part of its sustainability and advisory work, Houlder recently undertook a qualitative survey of senior executives from large and small shipowners from across the container, tanker, bulk, cruise and ferry sectors. Every senior industry player interviewed confirmed that there is a willingness to collaborate on projects that will enable the uptake of new technology.

Participants did, however, feel that it needs a more proactive approach than simply relying on everyone dropping their competitive aims. As one executive we interviewed said: “Shipowners collectively need to try out the new technologies and bring the cost down. But you need to make sure you don’t pay too big a penalty yourself and everyone else gets the reward.”

It is much easier to demonstrate the case for clean technology investment in the liner trade with long term charters than on the voyage/spot market. In the latter case, many technologies such as wind assist will have highly varied and unpredictable benefits, and if a market is over supplied its often the cheapest ship that wins. In the liner trade, the owner and operator receive the benefits of a technology that improves efficiency and reduces fuel consumption. However, in time charters, the cost and the benefit hit different pockets.

Updates to BIMCO’s Carbon Intensity Indicator (CII) Operations Clause for Time

Charter Parties should help address these split incentives and allow shipowners and charterers to share the cost and benefits of clean technology adoption. And, in the medium term, the International Maritime Organization’s (IMO) CII should differentiate the fleet between the more and less fuel efficient ships, and higher day rates should follow those with the best performance.

One executive we interviewed highlighted the benefits of action: “If you save fuel, you save emissions. If you save emissions, you save the planet. It’s a virtuous circle in that regard. So – right now – efficiency is the opportunity.”

Collaborators and convenors

Industry-wide, there is a need for more proactive, independent convenors to facilitate project collaboration and the sharing of data on new clean technologies.

“We need a mechanism to easily come together and find the right partners,” explained one executive. Its not enough for large owners or those in the liner market to see the benefits. We need mechanisms which make change accessible across shipping.

Convenors are the solution. They can initiate and drive projects, acting as a central black box, bringing sensitive information together to paint the full picture, while protecting the confidentiality of the data owners. They can also help shipowners share the cost of trialling a new technology, while giving them all access to the benefits.

Organisations such as national and international chambers already disseminate information and lobby on behalf of their members, but they could also become more proactive convenors for projects that could be a particular benefit to their smaller members and those in the spot/voyage markets.

Flag states also have a convening role to play. They seek to differentiate themselves to attract registrations, and leadership in clean technology will increasingly become a strong differentiator.

Independent advisors can help shipowners manage the requirements of financiers and other stakeholders. They can provide independent analysis of the benefits of clean technologies, individually or combined with others or new fuels.

Operationally, they can evaluate the short and long-term viability of proposed clean technology strategies, monitor international and regional developments relating to regulations and new fuels, and help manage the timing of newbuild and retrofit projects to minimise operational disruption.

Collaboration in action

There are some great examples of collaboration in action today. There are large-scale initiatives such as the Poseidon Principles, a global framework for assessing and disclosing the climate alignment of financial institutions’ shipping portfolios.

The Getting to Zero Coalition, a powerful alliance of more than 200 organisations within the maritime, energy, infrastructure and finance sectors, is a good example of collaboration that is supported by governments.

The Coalition is committed to getting commercially viable deep sea zero emission vessels powered by zero emission fuels into operation by 2030 towards full decarbonisation by 2050.

Those with the biggest concerns about the risks associated with collaboration saw initiatives such as green corridors providing a powerful environment for collaboration along supply chains. Ferry routes are a great example of this.

Historically the differentiators for ferry providers (other than price) have been the customer experience. A point-to-point green corridor covering

some of the busiest ferry routes could provide an opportunity for vessel owners to pool their collective intellectual and financial resources in arriving at a single fuel/propulsion and overall vessel class.

This would open a clear pathway to providing the necessary shore side infrastructure and would then leave operators to compete on the same basis as they have done for years.

A green corridor

A green corridor project is a great convening environment, particularly across national borders. If it is led by an independent third party or one or more of the participant ports, it offers the opportunity to overcome many of the barriers to collaboration.

Some large owners and charterers are opening their doors to new technology. Rio Tinto’s Pioneer Project is a good example. Rio Tinto is one of the world’s largest dry bulk shippers and its marine team orchestrates a fleet of more than 230 chartered vessels at any given time, operating alongside 17 vessels which the company owns, to transport more than 300m tonnes of product per annum.

It has invited the owners of emerging technologies to participate in a project with up to $20m of funding for the retrofit of technologies to two of its owned Newcastlemax vessels which will be made available to retrofit as a “floating lab” in 2023.

It has indicated an intention to share the results of these trials and remove some of the barriers to the development of earlystage technologies.

While projects such as this are driven to a large degree by wider corporate environmental, social and governance objectives, the benefit to shipping as a whole is clear.

Ultimately, it’s all about driving sustainability while safeguarding competitive advantage.

Thanks to the growing determination of the industry, new opportunities are emerging all the time and they are growing in scale.

As one executive we interviewed pointed out: “This is our generation’s biggest challenge.”

“Industry-wide, there is a need for more proactive, independent convenors to facilitate project collaboration and the sharing of data on new clean technologies”

Subjects covered include:

» Material types, flow properties and handling equipment requirements

» Self-heating, fire, explosion and safety

» Dust and degradation, pneumatic conveying and wear

» Dust control and management

» Explosion protection and ATEX regulations

» Engineering of equipment for storage and discharge

» Ship unloading

» Biomass potential and possible future trends