The Motorship April 2022

APRIL 2022

Vol. 103 Issue 1202

MAN dual-fuel:

Methanol L21-31 tests

LR’s Mark Darley: Plotting a course

WinGD interview:

Andreas Schmid alt fuels

KNCC’s LCO2:

CCS gamechanger

ALSO IN THIS ISSUE: WinGD consultancy | Wärtsilä methanol M32 | Yanmar SCR | Netherlands shipyards

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MARINE TECHNOLOGY

CONTENTS

APRIL 2022

8

4

NEWS 14 Green corridor

Rio Tinto and BHP are members of a consortium planning to establish a green corridor between the Pilbara and China.

21 All-in-one Yanmar SCR

Yanmar is adding a new all-in-one 6AYE-M high-speed diesel and dedicated SCR arrangement to its portfolio.

32 Digital class

Lloyd’s Register is planning to launch a digital twin-based tool, based on a model of systems aboard individual vessels, later this year.

FEATURES

11

REGULARS

8 Regional Report

The Dutch government has awarded major funding allocations to a tranche of national technological research initiatives in 2022, writes David Tinsley

11 Leader Briefing

Mark Darley, Director, Marine & Offshore at Lloyd’s Register offers his perspectives on the rapidly changing market in an exclusive interview.

34 Design for Performance

Online motorship.com 5 Latest news 5 Comment & analysis 5 Industry database 5 Events

Social Media Linkedin Facebook Twitter YouTube

22

12 Russian sanctions bite

Beyond their effects on container and commodity trades, sanctions against Russia are also impacting the actions of OEMs, class and crewing companies.

16 Doubling up on alt fuels

WinGD’s Andreas Schmid provides an update on WinGD’s methanol and ammonia engine research programmes.

22 Retrofit solution

Wärtsilä sees potential for retrofit orders once it launches its methanol-fuelled Wärtsilä 32 engine to market in 2023.

24 Methanol 4-strokes by 2023

MAN Energy Solutions plans to introduce dual-fuel methanol/diesel engines into its portfolio by 2023, while research into ammonia-fuelled 4-strokes continues apace.

27 US project joins oxicat race

ARPA-E has awarded a grant to a MAHLE-led team to develop and commercialise an oxicat exhaust gas aftertreatment solution for large, LNG-fuelled lean-burn engines by 2025.

KNCC’s ambient liquefied CO2 concept holds out the promise of reduced transportation costs for potential offshore CCS schemes.

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The Motorship’s Propulsion and Future Fuels Conference will take place this year in Hamburg, Germany. Stay in touch at propulsionconference.com

APRIL 2022 | 3

NEWS REVIEW

VIEWPOINT

CONSORTIUM PLANS AUSTRALIA-EAST ASIA IRON ORE GREEN CORRIDOR

NICK EDSTROM | Editor nedstrom@motorship.com

During periods of intense technological changes, the interaction between new technologies and old business models is fascinating. However, the barriers to introducing new technologies are not limited to simple cost comparisons against competitor technologies at a similar stage of development. Systemic issues sometimes prevent the wider adoption of viable solutions. The challenge of lowering the cost of medium-term energy storage technologies is becoming a key bottleneck to the wider adoption of renewables in onshore power networks, for example. Onboard carbon capture technology may well face challenges relating to waste disposal. While nuclear propulsion technology is viable, there is still no satisfactory solution to questions about end-of-life demolition and the costs of safely recycling next generation nuclear power solutions. Maersk’s recent adoption of a circular economy approach to its fleet deletions and steel container procurement offers a hint about the likely future direction of travel for ship demolitions. We feature a Design for Performance article on an intriguing new ambient liquefied carbon dioxide transportation technology, developed by Knutsen’s carbon capture and storage focused subsidiary, KNCC. The potential for lowering the cost of offshore CCS by over 20% compared with conventional cryogenic approaches does not guarantee that CCS will be adopted. Similar issues complicate perspectives on the emerging hydrogen market. One of the most interesting announcements at Nor-Shipping was the AiP for Ballard’s larger 1MW PEM fuel cell solution for the maritime sector. The accelerating pace of development of PEM (as well as other fuel cell technologies, such as SOFC) means that fuel cell technology is likely to be less than five years away from competing directly with internal combustion engines as alternative auxiliary power sources for larger vessels. However, outside Norway, there is little immediate prospect of networks of hydrogen bunkering stations being established within that time frame. Unless onboard hydrogen reforming technology advances at the same pace that onboard carbon capture technology is progressing, it appears unlikely that hydrogen-fuelled fuel cells will represent a viable alternative for vessels outside the nascent hydrogen carrier segment before the end of the decade. Mark Darley, Director of Marine & Offshore at LR, notes that an ever-increasing number of countries are announcing national hydrogen strategies in an interview in this issue. The attraction of such policies for energy importers from a macroeconomic perspective are obvious. Why would Japan and Korea opt to remain major energy importers if they could pursue strategies of greater national energy autonomy? But with the exception of Korea and Norway, few national hydrogen strategies have been developed with the maritime sector explicitly in mind. Or, to put it more simply, as one industry expert told me at Nor-Shipping, forecasting the pace of fuel cell adoption is simply forecasting hydrogen bunkering availability. At least in changing times, some chicken and egg-based metaphors remain constant.

4 | APRIL 2022

Source: Port of Qingdao Authority

Tipping points or the next 3 years

A consortium, led by the Global Maritime Forum and consisting of BHP, Rio Tinto, Oldendorff Carriers and Star Bulk Carriers, has signed a letter of intent to assess the development of an iron ore green corridor between Australia and East Asia. Green corridors are specific shipping routes where the economics, infrastructure, and logistics of zero- or near-zero emission shipping are more feasible and rapid deployment can be supported by targeted policy and industry action. Last year, the Getting to Zero Coalition report The Next Wave demonstrated how green corridors can be conceived, prioritised, and designed with a pre-feasibility study for an iron ore route between Australia and East Asia. The study suggested that green ammonia is the likely fuel choice for this corridor based on favourable production conditions, an enabling regulatory environment and willing stakeholders. Green ammonia favoured Taking the study further, the parties in the consortium intend to jointly assess green ammonia supply, bunkering and first mover support mechanisms. Through the work in the consortium and with inputs from the wider supply chain, the partners aim to develop a

8 The pre-feasibility study into an iron ore route between Western Australia and China also intends to assess green ammonia supply, bunkering and first mover support mechanisms

framework as a preparatory step towards real-world implementation of a green iron ore shipping value chain. “Zero-greenhouse gas emission pathways require the creation of a parallel value chain that involves new ways of working, new contractual relationships, and drives the development of decarbonized fuel production and infrastructure. This new iron ore green corridor collaboration is an important step towards enabling zero- or near-zero greenhouse gas emission shipping from both the supply and demand side,” says Johannah Christensen, CEO at Global Maritime Forum. “BHP’s membership of this Green Corridor consortium is testament to the importance we place on targeted exploration and partnerships in identifying pathways to decarbonisation for the maritime sector. As one of the largest bulk charterers in the world, we recognise this opportunity and have announced a number of partnerships across our value chain to seek to accelerate the process,” says Rashpal Bhatti, Vice President of Maritime and Supply Chain Excellence at BHP.

For the latest news and analysis go to www.motorship.com/news

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NEWS REVIEW

The surveys that are applicable are: 5 Postponement, issuance, deletion of Condition of Class 5 Postponement of Class surveys 5 Items of Continuous Survey for Machinery (UR Z18) or Planned Maintenance Scheme (UR Z20, PMS) 5 Occasional survey for change of ship’s name 5 Occasional survey for loss of anchor

BRIEFS PPR to assess EOPs

The IMO Sub-Committee on Pollution Prevention and Response (PPR) considered amendments to MARPOL Annex VI and the NOx Technical Code for permitting the use of multiple engine operational profiles as a means of managing NOx emissions performance at PPR 9 in April 2022. The use of multiple EOPs can be applied to enable the switch between different fuel types on dual fuel engines. Discussions will continue at PPR 10 in April 2023.

6 | APRIL 2022

IACS PUBLISHES UNIFIED REQUIREMENT ON REMOTE CLASSIFICATION SURVEYS

Source: DNV

The International Association of Classification Societies (IACS) has published Unified Requirement UR Z29 to provide uniform guidance and requirements for remote surveys. Unified Requirement UR Z29 has been developed to ensure remote surveys don’t compromise on quality and that they provide the same level of assurance as those performed by a surveyor attending onboard a vessel. Among the principles and minimum requirements contained within UR Z29 is that the eligibility of the remote survey is to be decided based on type and scope of the requested survey and with flag state administration acceptance where statutory survey requirements are also involved. IACS envisages that a balance will be found between remote surveys and physical attendance. Remote surveys are generally to be carried out with internet connection allowing a live streaming visual examination, although, in certain circumstances, an appropriate combination of remote survey methods may be used.

5 Occasional survey for minor machinery or equipment damage 5 Occasional survey for minor hull damage 5 Occasional survey for minor deficiencies/defects not subject to a Condition of Class 5 In-water bottom survey 5 Specified items of a class periodical survey (excluding additional specific items of initial or renewal surveys), including completion of

8 A number of IACS members (such as DNV, pictured) had introduced the option of remote classification surveys for some inspections before the pandemic

remaining items of a part held class periodical survey 5 Non-propelled/un-manned barges/pontoon – annual surveys when no survey of hull compartments is due 5 Minor retrofit/installation/ upgrade of equipment

5 Documentary or data based initial/periodical/renewal/ occasional verifications and surveys. IACS Secretary General, Robert Ashdown, said: “With the development of this UR, IACS Members have once again demonstrated their ability to rapidly harness innovative technology and survey techniques for the benefit of the maritime industry without any reduction in the levels of quality or assurance expected of, and provided by, class surveys.” IACS will also actively participate in the upcoming discussions at IMO on incorporating remote survey requirements into a regulatory framework that supports new technology while strengthening maritime safety and contributing to the protection of the environment. IACS Unified Requirement on Remote Classification Surveys UR Z29 will enter into force for IACS Members on 1 January 2023.

KR and DSME team up on autonomous ship technology Korea Register of Shipping (KR) and DSME have signed a Joint Research Memorandum of Understanding (MoU) for the Development of Self-Operating Vessel Technology. Daewoo Shipbuilding & Marine Engineering (DSME) aims to launch a large autonomous merchant vessel in 2025, and the partners will jointly develop autonomous navigation technology.

A 12.5-metre pilot ship DAN-V has already been built to test technology developed in-house based on the DS4 Smart Ship Platform. The platform brings together data from onboard equipment and systems, providing enhanced operational information to the ship operator. It supports device connectivity and data storage as well as data processing and visualisation.

ABS awarded its ABS CyberSafety product design assessment (PDA) to the DS4 Smart Platform last year. KR will certify the results of the pilot testing by evaluating the digital operation data of the DAN-V and applying classification rules, cybersecurity certification, and risk-based approval in accordance with its Guidelines for Self-Operating Vessels published in 2019.

Kröger to lead VDR

Chinese NH3 bulker

Maersk circularity

Dr Martin Kröger will succeed Ralf Nagel as CEO of the German Shipowners’ Association (VDR) at the end of April 2022. Dr Kröger has been working for the VDR as Managing Director for ten years and has played a key role in the development and advocacy of the VDR’s European and international shipping policies, as well as the competitiveness requirements of Germany as a shipping hub, as well as environmental and climate protection in shipping.

LR has awarded an AiP to DSIC for the first Chinese Newcastlemax bulk carrier concept to be powered by ammonia. DSIC received a concept design AiP from LR for an NH3-powered 23,000 teu container ship in 2019. LR is part of a coalition committed to the development of ammonia-fuelled tankers, the Castor Initiative, which includes the Maritime and Port Authority of Singapore, Yara International, SHI and MAN ES.

In April, Maersk announced it was joining Climate Group SteelZero, committing itself to procuring, specifying or stocking 100% net zero steel by 2050. While Maersk has identified recycled steel from ship demolitions as a viable raw material for steel consumers with net-zero emissions targets, the policy is likely to affect the 20ft shipping container market, which has been dominated by manufacturers using Chinese steel inputs in recent years.

For the latest news and analysis go to www.motorship.com/news

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REGIONAL FOCUS: THE NETHERLANDS

SUSTAINABILITY THE NEW THEME

Credit: Ferus Smit

Against a backcloth of industry pressure for increased governmental support, commensurate with the sector’s national importance as an economic generator and export earner, the turn of the year saw major funding allocations to a tranche of Dutch technological research initiatives, writes David Tinsley

Under the ‘sustainability’ theme, a total of EUR52.9m (US$58.2m) was awarded to three collaborative projects that together constitute the opening chapter in the roll-out of the Netherlands’ Maritime Master Plan. The central aim of the programme is to make the country a global leader in the construction of “clean, smart and safe” ships, building on existing strengths across a broad marine cluster wherein many small companies fight above their weight through a propensity for cooperation. Two of the three recipient schemes seek to accelerate the uptake of methanol and hydrogen while the third addresses emissions from LNG-fuelled vessels. The respective endeavours are entitled Methanol as an Energy Step towards Zero-Emission Dutch Shipping (MENENS), Sustainable Hydrogen Integrated Propulsion Drives (SH2IPDRIVE), and LNG-ZERO. The MENENS consortium comprises 22 partners, led by survey and geodata specialist Fugro, and is tasked with retrofitting six different vessel types to test the viability of methanol fuel systems as a low-carbon alternative to conventional fuels. The project has been approved for a EUR24.3m (US$26.8m) grant towards a total budget of EUR38m ($41.8m). A key aim is to develop clean energy technology offering a high degree of application flexibility, including areas of shipbuilding and design in which Dutch yards and consultancies

8 | APRIL 2022

8 Typical Dutch shipbuilding diet: seventh of 10 short-sea cargo vessels of 6,100dwt from Ferus Smit’s Westerbroek yard for Arklow Shipping

are prominent, such as offshore vessels, dredgers and large motor yachts. Among the intended retrofits is Fugro’s 53m, diesel-electric survey ship Fugro Pioneer. Royal Wagenborg’s participation brings the operating and technical experience of a large fleet owner and manager to bear on the studies. In the context of facilitating the use of alternative fuels by offsetting differentials in dynamic performance through ‘smarter’ power control, Bakker Sliedrecht and RH Marine are responsible for the validation and deployment of distributed DC power networks. The Damen Group, Royal IHC and Thecla Bodewes provide the shipbuilding representation in MENENS, while the pool of engineering and technological know-how includes Wartsila Nederland, Delft University, and the National Organization for Applied Scientific Research(TNO). Hydrogen fuel cell and ICE projects Meanwhile, the shipbuilding industry’ stake in the parallel SH2IPDRIVE project is vested in Royal IHC, Holland Shipyards and Concordia Damen. Drawing together a diverse group of 25 companies and knowledge institutions from across the maritime domain, the SH2IPDRIVE consortium’s remit of developing the use of hydrogen is one of the pillars of the overarching Master Plan. To that end, EUR24.2 (US$26.6m) in public money has been approved towards the project’s overall costs of EUR33.6m (US$37m).

For the latest news and analysis go to www.motorship.com/news

REGIONAL FOCUS: THE NETHERLANDS The core objective is the preparation of reliable, standardised, scalable and cost-effective solutions for zeroemission propulsion and energy systems in hydrogen fuelbased ships. The participants will investigate hydrogen storage and bunkering arrangements, the carriage and use of hydrogen in various forms(compressed hydrogen gas, liquefied hydrogen, liquid organic hydrogen and boron hydride hydrogen carriers) plus fuel cell development. Fuel cell systems with higher power density and longer service life are seen as vital to future applications of the technology. Component and sub-system development will be validated in five concept design representative of ship types closely associated with Dutch shipping, including newbuild and retrofitted inland vessels, coastal/short-sea traders, passenger ferries and special-purpose vessels. LNG-ZERO is an ambitious research project focused on drastically reducing emissions from LNG-powered vessels, thereby contributing to sustainable shipping objectives. The three-pronged strategy entails curbing methane slip, capturing CO2, and using bio-LNG to eliminate all remaining emissions, rendering the entire operating chain free of greenhouse gas emissions. The complete-cycle concept, as originally propounded by TNO, is being taken forward in LNG-ZERO under the coordination of scrubber supplier VDL AEC Maritime. Key areas of study will include ship and barge design, powertrain and aftertreatment research, storage and transfer, supply infrastructure and system integration. The Dutch government subsidy will inject EUR4.4m (US$4.8m) towards the overall project budget of EUR6.1m (US$6.7m). Funding for MENENS, SH2IPDRIVE, and LNG-ZERO has been provided by the state under the aegis of the R&D Mobility(RDM) scheme. Six other project proposals from maritime consortia were turned down, primarily due to budgetary constraints. However, a parallel sponsorship avenue is available through the National Growth Fund, aligned to the Maritime Master Plan and its objectives in the joint development of ‘smart’ and emission-free vessels. The central aim encompasses digital design and robotised production, and the realisation of 50 technology demonstrators by 2030, to comprise 30 Dutch-owned seagoing and inland cargo vessels and 20 government vessels. Affordability of zero-emission shipping is a key goal, interlinked with ensuring that the Dutch maritime cluster emerges as a competitive front runner in the energy transition. Picking innovative winners The Sustainable Shipbuilding Subsidy Scheme(SDS) offers means of supporting investments and projects that marry new technology and new ideas with efficiency and reduced environmental impact. The SDS grants, covering production in shipbuilding, ship conversion and offshore structure construction, provide a way of mitigating risks for shipyards in the development and initial application of innovative solutions. Administered by the Netherlands Enterprise Agency(RVO), the scheme opened twice for applications during 2021, and similar arrangements have been put in place for 2022. This year’s initial tender period ran from 10 January to 8 April, and the second spell of availability will be between 13 June and 4 October. While production continuity is being maintained by shipyards across a wide spread of newbuild construction, conversion, and retrofit business, some of the industry’s leading names have suffered heavy losses and severe financial difficulties in recent times. Competition from eastern and southern Asia is a signal factor, having intensified and extended into new fields.

Some members of the Dutch maritime cluster consider that it is no longer feasible to build hulls in the Netherlands, given the cost differentials with China and elsewhere. Those sources feel that the industry’s future lies in creating added value by concentrating on vessel design, technology, specialised equipment and engineering systems, and placing greater emphasis on the longstanding Dutch practice of subcontracting hull fabrication to low wage cost countries. Others argue that the full shipbuilding capability should be maintained and ensured, as this provides the more solid foundation for industry knowledge, skills, innovation , and product quality. At least one Dutch builder has been forthright in pressing home the argument that innovation flows from first-hand experience in the entire production process. That yard also contended that its newbuilds are designed and constructed in a more efficient manner, and require less maintenance, than ships from low-cost countries. Short-sea market focus A number of shipbuilders have augmented their workloads of cargo vessels for the European short-sea market over the past 12-15 months, consolidating business in a major field of Dutch design and construction expertise. Significantly, the tonnage involved carries a higher value-added factor, as in the adoption of more innovative powering arrangements and in design optimisation that champions advances in long-term efficiency and operating flexibility. A case in point is the series of four 7,000dwt diesel-electric coasters booked by Thecla Bodewes from Vertom Shipping, and another example is the trio of 5,000dwt self-dischargers to be delivered by Royal Bodewes to Norwegian owner Hagland Shipping. Greater value is also being obtained by applying skills and know-how crafted in ship construction to the market for vessel adaptation or upgrading. This strategy is exemplified by Royal Niestern Sander’s conversion of an 83m platform supply ship into a multi-role ‘walk-to-work’, emergency response and rescue vessel at its Delfzijl premises. The project specification features an add-on accommodation module for 40 people, and a motion-compensated gangway to provide direct access for construction, technical and maintenance personnel to offshore units. The contract is the third walk-to-work conversion project secured by the company. After completion in the coming weeks, the vessel will take up her new role in the southern North Sea. While the IHC name is internationally synonymous with dredger construction and dredge technology, the broader Dutch involvement in the sector features a strong push by the Damen Group into the field. The expectation is that dredging will becoming increasingly important worldwide, raising demand for vessels and specialised equipment. The driving forces are rising ocean levels, necessitating coastal and riparian defence programmes, and population growth, spurring land reclamation schemes. The bid for self-sufficiency in dredging services by countries and ports, rather than reliance on large and/or foreign specialist contractors, is also changing the market profile. Hybrid TSHD design Building on its new generation of aggregate cargo dredgers, which harvest offshore sand and gravel for self-discharge at coastal and river terminals, Damen is now developing a hybrid concept of trailing suction hopper dredger. This would use conventional diesel propulsion at sea, switching to full electrical power when sailing upriver, and recharging while offloading. Another strand of the product offering is the CombiMeter

For the latest news and analysis go to www.motorship.com/news

APRIL 2022 | 9

developed by Damen for the first of its MAD (marine aggregate dredger) series. Bucking the industry trend of using radioactive meters to measure material flow and density, the CombiMeter employs electromagnetic flow and electrical resistance tomography. Royal IHC has recently opened a new line in dredger production, through the handover of the first in the Easydredge standardised series of vessels. Built from stock at the Krimpen aan den IJssel yard, the Easydredge 2700 model of ‘trailer’ dredger was commissioned by SEMAR at the port of Veracruz, Mexico. The newbuild will be involved in river channel deepening and flood prevention schemes in the Tabasco region. The concept behind Easydredge is design flexibility and efficiency in dredging operations coupled with a modular, stock building approach conducive to short lead times and quick delivery. Royal Bodewes has lately augmented its orderbook by landing an 87m passenger/ro-ro ferry for Societe de navigation polynesienne (SNP). To be delivered towards the end of 2024, the compact new vessel will supersede a 1980-built ferry on the route linking Tahiti, Huahine, Raiatea, Taha’a and Bora Bora. Meanwhile, the Foxhol yard of bankrupt De Hoop is set for revival. Significant as a case of foreign inward investment in the Dutch industry, the shipyard has been purchased by the Lithuanian fabricator and structural engineer Passer SIDC, in conjunction with a partner. The latter is reported to be a Dutch shipbuilder, although that company has yet to confirm its involvement.

10 | APRIL 2022

photo courtesy of Passer SIDC

REGIONAL FOCUS: THE NETHERLANDS

Located on the Winschoterdiep waterway near Groningen, the Foxhol premises have the capability to construct ships up to 135m x 16m. According to Passer, contracts have already been signed to build four vessels, plus 10 hull blocks for other yards.

8 Former De Hoop yard at Foxhol is being reopened by an international pairing

For the latest news and analysis go to www.motorship.com/news

LEADER BRIEFING

PATHFINDING DURING A TIME OF TRANSITIONS Mark Darley, Director, Marine & Offshore at Lloyd’s Register offers his perspectives on the rapidly changing market in an exclusive interview with The Motorship Precise and pithy, Mark Darley offers a crisp overview of the many different areas of work in which Lloyd’s Register (LR) is engaged, in an interview covering alternative fuels, decarbonisation, digitalisation and even the regulatory environment. Darley brightens at the end when we discuss the challenge of leading a large organisation during a period of unprecedented technological and regulatory change, describing it as “stimulating” with a grin. Early in the interview, Darley struck a more sombre note when he discussed the international regulatory environment. He was struck by the similarities between the current international situation and a ‘Competing Nations’ scenario from a 2013 LR, QinetiQ and University of Strathclyde research report, Global Marine Trends 2030. There were risks of regional regulatory divergence, as different countries pursued their own economic agendas, while from a UK standpoint, there were unresolved questions about how the UK would align itself with the EU’s Fit for 55 and maritime ETS plans. This situation had been exacerbated by recent events in Eastern Europe. “We can see what is happening now in the world geopolitically,” Darley said simply. While Darley expressed sympathy with regional regulators who want to accelerate the process of maritime decarbonisation, he also noted that the emergence of divergent regional schemes was likely to introduce a huge amount of complexity and inefficiency into the industry. How will a tramp vessel operator manage his exposure to different emissions trading schemes in Europe or the UK without setting up teams of people to handle their exposure, he asked. “We would like the IMO to remain the central platform that can bring people together around a Carbon Levy and carbon trading scheme.” Darley also noted that an IMOfunded R&D fund would help fund the applied research required to bring new technological solutions to market by 2030. “This money could also help the wider industry: most of our clients are owner operators of five ships or fewer, and do not have their own research and development capability.” Decarbonisation Turning to decarbonisation, Darley noted that there were two candidate technologies that have received less attention that other alternatives in recent months. Hydrogen has been boosted following the growing number of countries that have released their own national hydrogen strategies since the middle of 2019, such as the UK and India in 2021. While these hydrogen strategies are primarily focused on supply and demand issues, rather than the maritime angle, they are driving conversations about the scale of maritime’s future hydrogen requirements and questions around the transportation of green hydrogen. While LR is fuel agnostic, it is playing a full part in the introduction of hydrogen. “We've already got hydrogenfuelled ships in the water,” Darley said, and have been involved

in larger hydrogen projects, such as the With Orca project that the class society announced just before Nor-Shipping. Darley also notes that customers are beginning to show an increasing interest in civilian nuclear-fuelled propulsion, with the advent of newer technologies such as molten salt technologies. Consumer attitudes rather than technological issues remain the main constraint, although there are signs that scepticism may have softened since the beginning of the year. Returning to alternative fuels, Darley notes that nondisclosure agreements limit detailed discussions of the “two dozen” alternative fuel projects in which LR is involved. However, Lloyd's Register’s Decarbonisation Hub has had significant success in bringing together stakeholders from different segments, and positions in the supply chain since it opened in December 2020. “This experience has helped us

‘‘

We would like the IMO to remain the central platform that can bring people together around a Carbon Levy y and carbon trading scheme me develop our own capability, as we have brought together engineers and experts from inside and outside the maritime sector.” Digitalisation Darley noted that one of the legacies of the Covid-19 pandemic has been an acceleration of data connectivity and data transfer on vessels, more use of sensors, as well as an increased interest in digitalisation services by customers. Digitalisation tools offer advantages for shipowners who want to better understand the operation of their assets – and data analysis services are one of the fastest growing parts of LR’s business. In fact, LR plans to introduce a digital twin-based solution for customers before the end of 2022 (see story on page 32). However, Darley is equally keen to discuss how technological developments are offering advances in ship safety. Recent advances in the economics of wireless battery-less sensor technology means that it is possible to use the motion of the vessel to power fire and smoke detectors. One potential application would be in the improving early smoke detection deep in the stacks of ultra large container vessels.

For the latest news and analysis go to www.motorship.com/news

APRIL 2022 | 11

LEADER: RUSSIA

REALITY BITES: SANCTIONS HIT CLASS, OEMS AND OPERATORS Already disrupting the shipping of container and commodity trades, sanctions against Russia are also having an impact through the actions of OEMs, class and crewing companies

8 Zvezda Shipyard is at the centre of the Russian Federation's LNG carrier construction programme

In an update to its Trade and Development report published on 24 March, UNCTAD says that while Russia will experience a deep recession this year, significant slowdowns in growth are also expected in parts of Western Europe and Central, South and South-East Asia: “The war has put further upward pressure on international prices of energy and primary commodities, stretching household budgets and adding to production costs, while disruptions to trade and the effects of sanctions are likely to have a chilling effect on long-term investment.” UNCTAD predicts a rapidly worsening outlook for the world economy, underpinned by rising food, fuel and fertilizer prices, heightened financial volatility, sustainable development divestment, complex global supply chain reconfigurations and mounting trade costs. For now, though, the shipping industry is focusing on compliance and ensuring the safety of employees and crews. Cummins says that sanctions are making it increasingly difficult to fulfill its supply and order commitments in Russia. “All orders are under evaluation, and we are evaluating our warranty and service capabilities as well,” said Jon Mills, Director – External Communications. On 17 March, the Cummins Board of Directors made the decision to suspend all commercial operations in Russia indefinitely. The company is now taking steps to wind down operations expeditiously. Of primary concern is the safety

12 | APRIL 2022

and wellbeing of those whose lives have been affected. “We strongly condemn the actions of the Russian government, which is putting millions of innocent people at risk and turning millions of Ukrainian citizens into refugees. That concern also extends to our 700 employees and thousands of end-user customers in Russia and the impact on citizens who are not participants in this invasion.” Wärtsilä has suspended all deliveries and sales to Russia and Belarus and will follow the EU sanctions framework. Part of the suspension involves training which has been halted for Russian legal entities. Training can be offered to Russian nationals working for non-Russian legal entities, but not to any residents of Russia. MAN Energy Solutions is fully complying with EU sanctions. All existing contracts and orders connected to Russia are being reviewed on a case-by-case base and may require single license authorization by the competent authorities. A Kongsberg Maritime spokesperson said: "As a large supplier of maritime equipment, the war in Ukraine affects our business when it comes to logistics and sourcing of material. There are also delays in some ongoing project deliveries with our customers due to the current sanctions. The situation is unpredictable, but our global team is working hard to overcome the challenges and support shipbuilders and shipowners the best we can. So far this has been manageable and with limited financial consequences to

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LEADER: RUSSIA KONGSBERG. We have no operations in Ukraine or Belarus. However, we had a small maritime team of about 10 people in Russia. This operation is suspended." A spokesperson for Mitsubishi Heavy Industries said the company is watching developments with concern and heavy hearts. “Our thoughts are with our customers, business partners, and all those affected, and we hope for a peaceful resolution. We are in compliance with relevant international sanctions imposed by the governments in the regions where we operate. We will continue to follow the latest developments closely and will act in accordance with those governments’ guidelines.” Class winds down Russian business Leading class societies are winding down their Russian operations. “We are deeply disturbed by the invasion of Ukraine which is inflicting terrible harm to the citizens of Ukraine and threatening peace across the region,” said Remi Eriksen, president and CEO, DNV Group. “Our top priority is the safety of our people, and we are working to ensure our employees have the support they need. We are reviewing our existing business portfolio with Russian entities and are winding down all related business.” Lloyd’s Register has confirmed that it will disengage from the provision of all services to Russian owned, controlled or managed assets and companies and will be communicating directly with all affected parties. ABS has also taken the decision to withdraw all class services involving Russian vessels, assets and companies. “As a U.S. company, ABS strictly follows both the letter and the spirit of U.S. sanctions’ law. ABS is in the process of communicating with all affected clients and stakeholders to ensure a safe and orderly transition out of ABS Class. ABS is in contact with all employees in the region and working to ensure their safety.” RS responds to IACS move The Russian Maritime Register of Shipping (RS) has responded to what it says is an illegitimate decision adopted by International Association of Classification Societies (IACS) to withdraw its membership of the association, advising: “RS declares that the IACS Council decision as of March 11, 2022 affects in no way either the class status of the RSclassed ships, or validity or terms of the certificates issued by RS in compliance with the authorizations granted by Maritime Administrations (MA). Should any special instructions by MA be given due to the current situation, RS will notify the parties involved in a timely manner. “RS fulfills all obligations to customers as normal and continues to render services aimed at the improvement of standards of safety of life at sea, safety of navigation, safe carriage of goods by sea and in inland waters as well as at environmental pollution prevention.” RS is recognized by 68 flag states, has a network of over 50 offices worldwide and says it has sufficient number of highly qualified surveyors to provide classification and survey services rendered promptly and safely in almost any region. Crewing challenges Henrik Jensen, Managing Director, Danica Crewing Specialists, has not reported any injuries or fatalities among seafarers at home, seafarers’ families, or office staff. However, the company is no longer in contact with some seafaring communities, such as Mariupol, where communications have been cut off. “We have a large office presence in Ukraine with dedicated staff. Our offices are now unmanned, but our amazing staff

are providing our services from their homes, as they did during the pandemic, and even, sometimes, from bomb shelters. They are being supported by our other offices, particularly in Hamburg and Riga. “Should the situation worsen and it becomes impossible for our staff to remain in Ukraine, or communication systems are cut, then we have a contingency plan to fully transfer our Ukrainian operations to our other offices, including our new location in Cyprus. As they did during the Covid-19 pandemic, our staff are supporting our seafarers at sea by helping them to keep in touch with their families at home, as much as is possible.” Needless to say, the situation in Ukraine is causing tremendous stress to Ukrainian seafarers at sea, he says. Danica is working with its shipowners to ensure crew have access to reliable and professional mental support services. “Fortunately, at present we are still able to fulfil our crewing obligations to our customers. Some of our crew are remaining on their vessels beyond their expected relief dates, as they did during the pandemic, while we are also able to supply crew from our global supply chain, including Latvia and Germany, and via our partner companies in the Netherlands and the Philippines. “We are also assisting our Russian seafarers who continue to work on board ships in these difficult circumstances, and we are in constant touch with our shipowners to advise on what to do about their crew remuneration and to update them on global sanctions and their implications. These are difficult times but we are pleased to advise that we have had no serious instances of conflict onboard and our seafarers are working together professionally.”

8 Zvezda is currently constructing the first in a series of next-generation dual-fuel LNG carriers, which will supplement Sovcomflot’s Christophe de Margerie (pictured).

Running foul of sanctions Holland & Knight has issued an alert highlighting developments such as the US Department of Justice’s new task force KleptoCapture, an interagency group dedicated to enforcing sanctions. “As an example of the potential impacts, shipping companies could run afoul of sanctions if they pay a Russian crewmember through a sanctioned bank, make payments for services or supplies rendered at a port or marina to a Russian-controlled vessel or yacht, such as bunkers provided to yachts owned by Russian oligarchs, repairs rendered and the shipyards doing work. Of course, the ever-present risk to a shipowner and operator is if a P&I Club cancels or suspends insurance cover (a ship's so-called "ticket to trade") due to transactions that present an unacceptable sanctions risk or violate respective club rules.”

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APRIL 2022 | 13

REGULATORY

TAKING THE MEASURE OF FUEL OIL ON BOARD SHIP Revision of MARPOL Annex VI requires on board fuel sampling for sulphur content, writes Stamatis Fradelos, VP, Regulatory Affairs, ABS New regulations that entered into force from April 1, 2022 require all newbuildings constructed to Marpol regulations to include dedicated sampling points for the collection of representative samples of the fuel oil in use onboard. The sampling points shall be confirmed at the initial International Air Pollution Prevention (IAPP) survey. For ships with keel laying date before 1 April 2022, the sampling points shall be fitted or designated not later than the first IAPP renewal survey on or after 1 April 2023. The amendments to MARPOL Annex VI introduce definitions for the “Marpol delivered sample” the “on board sample” and the “in-use sample”. The regulation specifies the ‘Marpol delivered sample’ as fuel oil delivered in accordance with regulation 18.8.1 of Annex VI. Resolution MEPC.182(59) provides an agreed method to obtain a representative Marpol delivered sample while the amendments introduce a revised verification procedure for determining whether the fuel oil delivered has met the applicable sulphur limit of Marpol Regulation 14. The results of the test method shall be equal or below the applicable limit % m/m 0.1 or 0.50. “On board sample” means a sample of fuel oil intended to be used or carried for use on board that ship and an agreed method for the purpose of taking representative samples from tanks is provided by MEPC.1/Circ.889. To obtain a sample direct from a tank, consideration should be given to the use of a specialist service provider using the appropriate sampling equipment, such as that given in ISO 3170:2004, and the expertise necessary to obtain the required sample in a safe and competent manner. Sampling may alternatively be undertaken from the sounding pipe of a tank by means of a suitable sampling arrangement. The “in-use sample” refers to fuel that is actually in use on the ship. Sampling points shall be fitted or designated for the purpose of taking representative samples taking into account the guidance in MEPC.1/Circ.864/Rev.1. Shipowners are advised to take the following action in order to prepare for inspections that will verify sampling points have been correctly installed and meet Marpol requirements. The first task is to develop a plan identifying the fuel oil sampling points, where modifications of the fuel oil piping system are intended to be carried out. Then, the proposed modifications of the fuel oil piping system are to be submitted to the class plan approval office for review. The location and arrangement of the fuel oil sampling points are to be in accordance with paragraph 2 of MEPC.1/Circ.864/Rev.1 and must be: 5 easily and safely accessible; 5 take into account different fuel oil grades being used for the fuel oil combustion machinery item; 5 be downstream of the in-use fuel oil service tank; 5 be as close to the fuel oil combustion machinery as safely feasible taking into account the type of fuel oil, flow-rate, temperature, and pressure behind the selected sampling point;

14 | APRIL 2022

5 be clearly marked for easy identification and described in either the piping diagram or other relevant documents; 5 each sampling point should be located in a position shielded from any heated surface or electrical equipment and the shielding device or construction should be sturdy enough to endure leaks, splashes or spray under design pressure of the fuel oil supply line so as to preclude impingement of fuel oil onto such surface or equipment; 5 the sampling arrangement should be provided with suitable drainage to the drain tank or other safe location. Once completed, the number and location of the fuel oil sampling points is to be confirmed by the attending surveyor and will be reflected in the supplement of the new IAPP Certificate issued on completion of the survey. It should be remembered that these requirements are not applicable to a fuel oil service system for a low-flashpoint fuel.

8 Stamatis Fradelos, VP, Regulatory Affairs, ABS

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TWO-STROKE ENGINES

WinGD ALT FUELS RESEARCH PICKS UP MOMENTUM Andreas Schmid, WinGD’s General Manager Future Technologies, discussed progress in developing combustion solutions to use ammonia or methanol as fuel in the engine designer’s dual-fuel engines

8 WinGD was conducting research into injection concepts for low-carbon fuels on its RTX-6 test engine in 2020.

When Klaus Heim, ceo of WinGD, told The Motorship in November 2021 that the Winterthur-based engine designer would bring methanol and ammonia-fuelled engines to market by “2024-2025”, the extremely short timescale was almost as noteworthy as the company’s ambition to develop multiple alternative fuel engine platforms in parallel. Andreas Schmid found time during the recent NorShipping conference to provide an update on the solid pace of WinGD’s engine development projects. Schmid began by offering a high-level description of the research team’s approach to mapping out the introduction of a new fuel, which begin from first principles. “As longtime members of the EU Hercules project, our understanding of alternate fuels goes back nearly two decades. We closely study the combustion properties of various alternate fuels within our labs which provides us with a solid understanding of who these fuels will interface with existing engine technology. We begin by understanding how the fuel burns, and then by identifying what we need to do to ensure that the fuel burns in the way we want it to. This influences the hardware requirements, and then we connect them up to the rest of the ship to make sure that this fits perfectly into each vessel.” Turning to WinGD’s methanol research, Schmid notes that methanol – which is basically one molecule with a few smaller molecules – is “rather clean, compared with fuel oil, which is highly complex and sticky and contains hundreds of different components, each of differing lengths with their own boiling curves”.

16 | APRIL 2022

Diesel cycle concept Schmid confirmed that WinGD had selected a Diesel cycle concept for new or retrofitted methanol engines, although the final choice would be influenced by other considerations, such as the emissions profile. Physical tests are ongoing as an essential step to test some of the combustion concepts identified by the combustion simulations. Combustion research to optimising the combustion of methanol is going to be carried out on the engine designer’s single cylinder engine in Winterthur in 2022. “Some of the research will also help us to improve the combustion itself as a key goal” Schmid said, “we know that these new fuels will come at a high price so optimising the combustion is essential for our customers before methanol can be considered a viable choice”, adding that WinGD would be leveraging its in-house expertise with the spray combustion chamber later in 2022. One of the advantages of conducting the spray chamber combustion tests with methanol in-house is that the test data can be used to validate existing digitalised combustion model data (which is primarily based on 4-stroke combustion data). Validating the commercial data was also likely to support the development work of Schmid’s colleagues who are looking at abatement solutions, and the overall environmental impact of the engine in a digital environment. Most importantly, it would also give an understanding of the engine concept’s expected fuel consumption and other performance parameters. A separate team was assessing the hardware concept that the engine designer intended to select, although a final

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TWO-STROKE ENGINES decision was likely to be influenced by the final choice of combustion concept. Schmid noted that today’s advanced digitalisation technology allowed for parallel progress for advancing the engine development. Some of the development of the methanol engine will occur in parallel, rather than in sequence, as Schmid understands was the case in previous alternative fuel engine developments. “The pace of the industry’s advancement of alternate fuels today is remarkable when you consider how far we’ve come in a relatively short timeframe. It is exciting to be a part of this change and the pace is what we need to achieve the IMO’s GHG targets. In order to accelerate everything, we came up with a plan before we had the serial approach for the developments.” Main test engine Concurrently, WinGD engine designer was about to start engine tests on its main RTX-6 test engine at Winterthur – “our workhorse multi-cylinder test engine,” as Schmid described it. The entire engine will be converted to be capable of operating on methanol during the autumn of 2022. The engine designer planned to start combustion tests on its main RTX-6 test engine at Winterthur by Q1 2023. Turning to other aspects of the new fuel development, Schmid expressed cautious confidence that methanol would not pose significant challenges from a tribological perspective. “I would say, if we burn it the right way, we don't expect to see many problems with the methanol.” However, the engine designer was conducting its own research into the area, as most of the operational data for vessels operating on methanol was produced by vessels powered by 4-stroke engines. Commercial and licensee considerations One advantage of this development approach was that commercial, engine builder and ship-owner considerations were also directly considered by the project development team. “This allows the project team to consider the pros and cons of different approaches, including the economics of different solutions, ease of manufacture, and so on. And then we identify customer, builder and supplier requirements.” Similar considerations applied to discussions with individual customer. Schmid gave the example of fuel supply as a key constraint on customer specifications. “We have some customers who would like to order vessels without aftertreatment, on the understanding that they will operate on methanol most of the time. While this is exactly what the customer wants, we can see that it is not what he needs,” Schmid said. “As the customer is not one of the major operators who will be able to secure significant volumes of methanol over the coming years, it is likely that they will have to operate on compliant fuels over the coming years. Therefore, we will probably go with an SCR or an EGR system, depending upon the individual customer’s needs and operational profile, and how often the vessel operates outside Tier III, etc. maintaining as much flexibility for our customers as possible.” Potential methanol engine targets Schmid noted the initial focus of the development programme would be on the engine sizes closest to its 52bore development engine in Winterthur, which would be the first engine to be added to the engine programme. “As soon as we know the concepts, we will look into how we can upscale to prepare. Shortly after 52, we will add the 62 and the 72. We will then look to add methanol versions of the 92 and 82 engines after the smaller engines are handed over.”

8 Andreas Schmid

Ammonia development cycle Turning to the second of the alternative fuels under development, Andreas Schmid noted that a number of similar research steps were being carried out for ammonia as a fuel. WinGD has identified four different combustion concepts for its ammonia engine, including both Diesel cycle and Otto cycle concepts. The next step would be for the engine designer to shortlist two of the potential combustion concepts, with the intention of conducting combustion tests on the company’s single cylinder engine by Q3 2023. In tandem, WinGD was developing its own ammonia combustion datasets. Unlike methanol, where commercial combustion model suppliers could draw on the operational data from 4-stroke engines, there is little data available for ammonia. Here, WinGD was leveraging existing relationships In the field of primary research, working with academic partners, such as the Universite d’Orleans in France, and the ETH in Switzerland. The Universite d’Orleans was the first academic institution to publish ammonia combustion data in the last 40 years. One particular focus for ammonia combustion research was how to minimise emissions of nitrous oxide, which as The Motorship has previously reported, is a highly potent GHG. In passing, Schmid noted that while significant advances had been made in the accuracy of combustion models in recent years, the complexity of reproducing highly complex chemical processes meant that models were less accurate in estimating emissions. Future Fuels Laboratory Schmid notes that research into analysis of the combustion characteristics of ammonia have already begun in Winterthur. The engine designer is considering installing a second spray combustion chamber in its new dedicated low flashpoint fuels research laboratory in Winterthur, but is conducting research into ammonia in parallel with methanol at the moment. Ammonia challenges Schmid concluded by identifying a number of challenges for the development of an ammonia engine. The fuel itself has corrosive properties, and is also reactive to certain nonferrous metals, which has implications for materials selection. Schmid also noted that the development of the system was likely to require slightly larger changes to the fuel injection system as well as changes to the turbocharger setup. “There are also likely to be practical issues around the collection of scrape down samples from engines that have been running on ammonia.”

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APRIL 2022 | 17

TWO-STROKE ENGINES

VIBRATION SENSOR EXTENDS SCOPE OF ENGINE ANALYSIS IMES, the cylinder pressure sensors and combustion control and monitoring systems specialist, has upgraded the vibration sensor on its EPM-XPplus engine analyser tool to broaden the range of parameters that the system can monitor The existing EPM-XPplus tool allows engineers to detect potential problems by taking regular measurements during engine operations. The company noted that, without using the vibration sensor, the engineer can readily identify deviations by comparing results with indicator diagrams for the mean indicated pressure (MIP), the peak pressure (Pmax) or compression pressure (Pcomp). However, other potential issues are harder to identify simply by comparison with indicator diagrams. IMES gives the examples of high-pressure fuel system failures where existing cylinder pressure indicator systems do not help to analyse the exact point of fuel injection. Similarly, it is challenging to precisely determine valve movements when faults with the inlet valve or exhaust valve controls occur. By attaching the vibration sensor to the injector magnetically, the sensor records the point of lifting and landing of the injector needle as well as the beginning and ending of the fuel supply by the injection pump. The vibration sensor can be attached via a magnetic holder to the injector or pump, while the device’s measurement data will be processed by the EPMXPplus visualisation software. IMES notes that customers have achieved very good results by analysing the vibration diagrams in parallel with the indicator diagrams. The vibration sensor as part of the engine analyser EPMXPplus extends the range of advanced diagnostic options available to engineers: 5 Phases of lifting and landing of the injector needle 5 Beginning and ending of the circulation of the heated heavy fuel in the fuel system 5 Phases of beginning of fuel supply and of shutdown of the high-pressure pump

5 Phases of closing and (in some cases) of opening of the gas distribution valves The vibration monitoring approach also fulfils the requirements of the marine classification societies regarding non-destructive testing as there is no need for mechanical intervention on the engine during the installation of the vibration sensor.

8 The EPM-XPplus with vibration sensor

J-ENG sees rising demand for UEC42LSH orders The UEC42LSH engine is attracting significant commercial interest in Japan and the Chinese market, according to Japan Engine Corporation (J-ENG). J-ENG’s newest engine, which was launched in 2019 as a successor to J-ENG’s low-speed UEC45LSE design, has attracted attention from shipowners in East Asia. The first vessel to be powered by the UEC42LSH engines entered service in March 2022, following the delivery of the first engine unit in June 2021. J-ENG has received a strong influx of new engine orders, driven by demand from the Handysize bulk carrier segment. In all, the engine builder has received orders for 30 orders, following on from the series order for six engines placed in 2020.

18 | APRIL 2022

The UEC42LSH engine was designed with one eye on the requirements of Handysize bulk carriers and small-sized chemical tankers, which led to the engine builder optimising the overall space requirements for the engine. However, the engine builder has also reported that a Chinese licensee, Guangzhou Diesel Engine Factory Co., Ltd. (GDF), has also received a significant number of orders since agreeing a license agreement with J-ENG in March 2022. GDF has already received orders for 20 units for various UEC42LSH and UEC50LSH Eco type engines, which are destined for vessels for Chinese coastal trades. J-ENG noted that it now has three UE Engine licensees in China, including the

existing China Shipbuilding Industry Corporation Diesel Engine Co., Ltd. (CSE) and Zhejiang Yungpu Heavy Machinery Co., Ltd. (YHM). The engine builder identified the new high efficiency and brake mean effective pressure (BMEP) of the engine as key selling points, along with the engine’s competitive fuel efficiency. In Tier 2 operation, the UEC42LSH can achieve a fuel consumption rate of 164 g/ kWh at maximum rating. The overall space requirements for the engine have been reduced, while the engine’s fuel efficiency at slower operating speeds has been improved. J-ENG hopes to further improve the engine’s fuel economy by fine-tuning the engine platform in response to feedback from the engine’s operational performance.

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PORTSTRATEGY INSIGHT FOR PORT EXECUTIVES

THRUSTERS & PROPULSORS

BRUNVOLL ADDS REMOTE CBM TO PORTFOLIO OF SOLUTIONS Norway-based propulsion specialist Brunvoll has introduced a condition-based monitoring solution, BruCon Condition Monitoring, into its product portfolio The solution offers remote access to the condition of Brunvoll’s propulsion units and maneouvring thrusters via a web dashboard. The solution itself was developed as part of a partially government-funded research project, FAST, which brought together compressor supplier Sperre Air Power AS, ship owner Altera Infrastructure and research partner SINTEF AS in 2019. The project was intended to develop and implement a system where machine learning algorithms could be used to support condition monitoring and various types of condition/ predictive maintenance systems. The systems would supply actionable information that could contribute to decision making both onshore and offshore. The project needed to develop solutions to a number of technical barriers, including the development of sensor data collection and compression solutions that could integrate sensor data from other suppliers’ systems aboard the vessel. The project also addressed the need to develop secure data transmission protocols to ensure the security of data transmission from vessel to shore. At the same time, the project was focused on the development of artificial intelligence and machine learning tools that could analyse the datasets to identify opportunities to optimise the maintenance and operations of the assets. Following the successful conclusion of the project, Brunvoll has created a data framework that allows live data from its equipment installed on vessels to be fed back to the Brunvoll data centre. Brunvoll can process the sensor and control

system data, and integrate analytical insights produced by its machine learning algorithms, to produce condition indicators supplied via a customer portal and dashboard. The system detects specific events and also monitors operational characteristics that have significance from an optimised maintenance and operations perspective. This dashboard may also be integrated with the vessel’s planned maintenance system. In addition to the digital online services, Brunvoll is serving the clients through an Operations Centre at the Brunvoll Head Office staffed by Brunvoll specialists.

8 Brunvoll Conditioning Monitoring System

Castoldi adds larger jet to portfolio Castoldi is extending its product portfolio, introducing a larger version of its waterjet for the high-speed ferry, crew transfer vessel and offshore patrol vessel segments. The new addition Castoldi’s portfolio, the Turbodrive 600 H.C.T., is designed for engines with power ranges from 500 kW up to 1,900 kW (2,700 HP). The waterjet is the first of its size to be equipped with an integrated gearbox (heavy duty certified) with up to 13 gear ratios available, matched to a multi-disc hydraulic clutch. “We are proud to bring our expertise and product quality to the commercial marine sector through this launch,” said Giacomo Castoldi, owner, Castoldi. Castoldi is an established supplier of waterjet propulsion solutions to the passenger and naval markets. The Italian waterjet supplier will be able to meet the requirements of high speed passenger vessels and interceptors following the

20 | APRIL 2022

launch of its larger capacity model. del. The waterjet retains Castoldi’s innovative ClearDuct unclogging system (synchronizing operations of the impeller rotation reversing and the intake grid opening) and the integration with the interceptors. The steering and reversing actuators have been designed to manage the high forces involved with two hydraulic cylinders controlling the movement of the bucket. This allows rapid and efficient crash-stops and one cylinder dedicated to the steering nozzle for greater dynamic efficiency. The launch follows shortly after Castoldi announced one of the largest orders in its recent history, for a series of local ferries that will be built at the Maldives Shipyard of UAE shipyard Gulf Craft. The contract will see the Italian supplier supply over 164 Turbodrive 400 H.C. waterjets to the

Maldives Shipyard in connection with an order for 82 Gulf Craft Touring 51 ferries. The ferries will be operated by Maldives Transport and Contracting Company (MTCC). The first four vessels were officially handed over by Gulf Craft to MTCC in January 2022. They are currently undergoing route and schedule testing before ferry services officially begin. Gulf Craft is now developing a new production facility dedicated to the manufacturing of vessels for use in the Indian Ocean which will see its operations and production capacity double within 16 months.

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THRUSTERS & PROPULSORS

STEERPROP INKS EXTENDED CBM CONTRACT WITH STEERPROP Steerprop has signed a five-year contract with Siem Offshore regarding the propulsion monitoring service Steerprop Care Premium for three of the Norway-based offshore vessel company’s platform supply ships Steerprop Care is designed to enhance the availability of a vessel by continuously monitoring the health of the main propulsion system, revealing any changes in the behavior that could indicate upcoming maintenance needs. Steerprop Care is designed to enhance the availability of a vessel by continuously monitoring the health of the main propulsion system, revealing any changes in the behavior that could indicate upcoming maintenance needs. “Machine learning guides our experts in predictive maintenance to focus on the right measurements at the right time, revealing consequential changes in the behavior of the propulsion system,” says Jarkko Sirrola, PDM Manager at Steerprop. “With these insights, our team can work more efficiently, and we are able to provide information on equipment condition so well in advance that our customer can plan the upcoming maintenance as efficiently as possible.” The contract with Siem Offshore demonstrated the marine industry’s increasing interest in streamlining the maintenance processes through online monitoring services, Sirrola said. “The new level of predictive maintenance will ultimately lead to an enhanced availability of the vessel, increased safety and optimized maintenance based on the real requirements of the propulsion system”, he said. “This also makes it possible to lengthen the overhaul intervals, to optimise the spare part consumption, and to avoid unplanned maintenance.” Siem Offshore’s contract covers the three 5,500 dwt platform supply vessels Siem Pride, Siem Symphony, and Siem Thiima, which are equipped with Steerprop’s propulsion

units. The ships operate in Norwegian and Australian waters and the contract runs initially for five years. Aaron Barbetti, Maritime Manager at Siem Offshore in Australia, said that Steerprop Care Premium appears to be the best and most efficient way to continuously monitor the state of the propulsion systems. Steerprop offers segmented services ranging from a simple propulsion system condition monitoring service for the crew through to online services, Steerprop Care Plus and Premium, which offer more advanced predictive maintenance capabilities, and remote assistance.

8 Siem Offshore has signed a five-yearlong monitoring contract with for its three PSVs that are equipped with Steerprop’s propulsion system

Yanmar Rolls-Out Engine/SCR Package Japanese four-stroke manufacturer Yanmar is to augment its marine lineup with a package solution integrating main engine and selective catalytic reduction(SCR) technology. Although in-house development has seen SCR systems sold for some time as a separate product range alongside the engine portfolio, the new all-in-one offering features a 6AYE-M high-speed diesel and dedicated SCR arrangement. The six-cylinder, IMO Tier III NOx-compliant installation will cover ratings from 555kW to 749kW. According to Yanmar, the unified technical approach has yielded a clutch of benefits, including design compatibility, optimised emissions control, and operational effectiveness. The ready-to-install, factory-tested solution combining engine and SCR plant

offers, for its target market, a favourable balance between power concentration and performance, while minimising emissions and providing optimal trade-off between exhaust temperature, pressure loss and durability, with integrated control and monitoring. Acknowledging the limitations on space availability in engine rooms, and differences in machinery room layouts, the company has created two SCR options, namely end-in end-out(EIEO) and side-in end-out(SIEO), to afford more design flexibility. Overall height is consistent for the two variants, but length and width differ in both cases. The 6AYE-M engine is a water-cooled, direct injection four-stroke of 155mm bore and 180mm stroke. In an IMO Tier III set-up, specific fuel consumption at the continuous 555kW/1,840rpm rating is in the order of

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203g/kWh. At the 749kW/2,000 ‘S’ rating, the fuel burn is around 208g/kWh in the Tier III combination. An early reference will be provided by the 24m newbuild under construction in Finland for Geological Survey of Norway(NGU). Also distinguished by a hybrid drive, the multipurpose research/training vessel has been specified with two Yanmar 6AYEM-GTWS common-rail engines incorporating SCR units. Distinct drivelines will render full redundancy. IMO Tier III standard was a prerequisite of the project, and environmental expectations also determined the nomination of hybrid powering arrangements, offering scope for all-battery operation at low vessel speeds within a range of operating modes. Sea trials and delivery from the Kewatec yard at Porvoo are scheduled during the fourth quarter of 2022.

APRIL 2022 | 21

EMISSIONS ABATEMENT

METHANOL CONVERSIONS POSSIBLE FOR ALL W32 ENGINES Adding dual-fuel capability to existing engines will be easy, Wärtsilä says More than 2,000 Wärtsilä 32 engines are already in service, across a wide spectrum of ship types, and all of them could be converted to run on methanol, according to Toni Stojcevski, the engine designer’s general manager, sales. It is now seven years since Stena Germanica’s Wärtsilä ZA40S engines were converted to use methanol, and next year the technology will be available for Wärtsilä 32 engines, followed by Wärtsilä 20 units in 2024 and Wärtsilä 46F/FDF installations in 2025, he told attendees of a Wärtsilä webinar to launch the methanol version of the Wärtsilä 32 in late March. To meet IMO’s target of reducing shipping’s total GHG emissions by 50% compared to 2008 levels by 2050, newbuildings will eventually have to be zero-carbon vessels, “but unfortunately, that technology is not available today”, he said. Until then, “the best way to lower CO2 emissions is to convert to alternative fuels such as methanol”. In fact, “getting the engine to run on methanol is the easy part”, he said. “The biggest challenge is finding space for fuel.” Because it has a lower energy density than MGO, the volume of methanol needed is about 2.5 times that required for MGO. When the space taken up by cofferdams is considered – which is required for both fuels – the total tank space increases by a factor of about 1.6, he explained. Fortunately, because methanol is a liquid at normal temperatures and pressures, double bottom tanks or void spaces could be repurposed to store fuel, he said. On the engine itself, Stojcevski listed the main components that need changing: 5 Cylinder heads: For methanol fuel, the cylinder heads have to accommodate a larger injector that delivers methanol, diesel and sealing oil, which prevents any methanol leakage in the injector escaping into the engineroom. 5 Piping: Additional piping is required to supply methanol to the common rail, along with a return line. Further pipes

8 Van Oord’s wind installation vessel will be the first to be fitted with methanol-fuelled Wärtsilä 32 engines

deliver the sealing oil and control oil, which operates the electro-hydraulic fuel injection system. 5 Automation system: A new automation system is needed to suit the dual fuels and electronic injection timing. It would be replaced with Wärtsilä’s Unified Controls (UNIC) system, which handles start/stop management, engine safety, fuel management, speed/load control, charge air, cooling and combustion. Stojcevski also discussed the implications of the dual fuel arrangement, saying that in the event that the methanol supply fails, because the same pump and injector delivers both fuels, the diesel supply would increase and the engine would continue running without interruption. At 85% load, about 8% of the fuel energy is delivered by the pilot diesel oil but because the same injector must be capable of delivering sufficient diesel for full output, “the limitation is not that the methanol needs the 8% in order to combust, but that we cannot technically inject less fuel”, Stojcevski said. “It is a very robust and reliable system.”

Why choose methanol? Van Oord explains why methanol is right for its new jack-up. Details have emerged about the thinking behind Van Oord’s decision to place the first newbuild order for a methanol-fuelled Wärtsilä 32 engine, reported by The Motorship on 25 January. Five of the engines will provide propulsion power for a jack-up offshore wind installation vessel on order at China’s Yantai CIMC Raffles shipyard and the engines will be delivered early next year. Speaking during a Wärtsilä webinar in late March, Van Oord’s innovation manager Job Voormolen said that its choice of methanol rather than LNG was because “the uncertainty of last-minute changes is common practice” in the marine contracting world.

22 | APRIL 2022

LNG is not ideal for that way of working because it is cryogenic and once it has been bunkered, “you want to make sure that you consume enough to keep the tank pressure down”. This complicates operational planning, so “we decided that this was not the way for us”, he said. Methanol, on the other hand, is liquid at ambient temperature so it does not create those constraints, making it “the straight path to net zero”, he said. This matches its corporate strategy, which is to achieve net zero emissions from its fleet in 2050, “and our fleet is responsible for 95% of our carbon footprint”, which can only be achieved by improving energy efficiency and by using renewable energy, he said.

Its decision was also based on feedback from its key customers along with its expectations of the impact of legislation from IMO and the EU on its business and future fleet. Taking all that into account, “we feel that the use of methanol for this particular type of jack-up vessel would be an ideal combination”. That still left another important decision: whether to operate the vessel on methanol from delivery or design it as ‘methanol-ready’ and plan for a mid-life upgrade. However, visits to the methanol-fuelled and Wärtsilä-engined ferry Stena Germanica to understand its operation and maintenance, coupled with a review of the complexity of a midlife upgrade, “made us push for a full methanol vessel, including sea trials from the start”, Voormolen said.

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EMISSIONS ABATEMENT

FUTURE FUELS FOR 4-STROKES MAN ES turns its attention to small-bore engines on its journey to new fuels For ship propulsion, “dual-fuel has come to stay” in all vessel segments, according to Thomas Hansen, head of two-stroke promotion and customer support at MAN Energy Solutions. “And that gives a general need for auxiliary power also to be delivered by dual fuel.” He was speaking in one of the engine designer’s ‘ExpertTalks’ webinars on 30 March and highlighted 2021 as “a fantastic year for ship contracting” with 32% of their total installed power specified for dual-fuel, which he expects to climb to 75% this year. Significantly, however, most of this power share – 23%, rising to 70% this year – is for ships that cannot use their cargo as fuel, such as container ships, products and crude tankers, dry bulk and general cargo vessels. This, he said, is “the big game changer”. To be ready for the impact this will have on its four-stroke business, MAN Energy Solutions is “looking into all the different fuel types and analysing which may be most interesting for gensets”, he said. But already, the company has set out a possible timeline for offering four-stroke fuel options. Hakon Juel Hansen, its promotion manager and business developer for small bore four-stroke gensets, said that at present its engines can use biofuel – such as Hydrotreated Vegetable Oil – synthetic fuel oils and methane. Next year, dual fuel methanol/diesel engines will be available followed in about 2025 by hydrogen/diesel options. In the longer term, ammonia/diesel versions will be launched (see box). Simple and reliable Five “crucial priorities” form the heart of its strategy for auxiliary engines, he said. They must: 5 Provide a secure electricity supply; 5 Have excellent dynamics (load-step performance); 5 Be reliable and simple; 5 Provide good combustion performance; and 5 Have good consumption figures. Mr Hansen said that providing a secure electricity supply – “we don’t want to see a black ship at 0200” – called for reliability and thus simplicity, so “our control platform for these dual fuel engines is not a sophisticated computer [or] common rail system”. Instead, “we have chosen a very straightforward, reliable, simple conventional control strategy and engine design.” As for genset dynamics, MAN Energy Solutions’ specialist

for small bore four stroke engines Klaus Petersen referred to its experience of its 28/32 DF and 23/30 DF engines, which have been on the market since 2014. Conventional dieselonly gensets could achieve 33% load steps, he said, which is also possible with its dual-fuel versions. When increasing power, from zero to 20% load is in diesel mode, with incremental 20% load steps up to 100%, something that he said competing engines could not achieve. “It is possible to switch between gas and diesel modes even under full engine load” and the engine can run at 110% load in both diesel and gas modes, his presentation noted. But combustion using future fuels in a dual-fuel four stroke engine is very different from in a conventional diesel engine, Mr Hansen said. Because of parameters such as different viscosities and a lack of ‘hidden lubrication’ compared with conventional fuel, engine modifications are required. Additional and larger injectors may be needed, for example, because of the fuels lower energy densities, and new sealing materials may be required, because “these new fuels can be very aggressive towards the material”, especially methanol and ammonia. Engine control electronics will also need upgrading to suit new combustion parameters, he said. When it comes to consumption, Hansen emphasised his main priority, saying that although consumption is good, “it’s not best in class, but we have prioritised security of the onboard electrical power supply”.

8 MAN Energy Solutions already has experience of dual-fuel fourstroke operation, such as with the 28/32 DF genset

Future fuel options MAN Energy Solutions already has “decades of experience” with biofuels and only minor modifications are needed for an engine to use it, its promotion manager and business developer for small bore four-stroke gensets Hakon Juel Hansen said. Meanwhile, “very successful” full scale trials are being conducted with methanol fuel on a MAN L21-31 test engine in MAN Energy Solutions’ facilities in Frederikshavn, Denmark, where different combustion cycles are being evaluated. “We are moving

24 | APRIL 2022

very fast forward with the methanol version of our engines”, Hansen said, and “current findings show that only limited design changes are needed”. Hydrogen and ammonia, however present bigger challenges, not least because four-stroke engines run typically 10 times faster than two-stroke engines. Hydrogen is more likely to be used to produce synthetic natural gas, green methanol and green ammonia than to used as fuel on large merchant vessels, he said,

“so hydrogen-fuelled MAN four-stroke gensets are not immediately planned”. Although ammonia is considered a prominent future fuel for large engines, its potential for four-stroke small-bore engines running at a higher speed “are being investigated”, he said. In particular MAN Energy Solutions is one of four companies and the University of Munich taking part in the three-year ‘AmmoniaMot’ project, which started in December 2020 with support from Germany’s Federal Ministry of Economics and Technology.

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EMISSIONS ABATEMENT

WinGD HIKES X-DF2.0 FUEL EFFICIENCY PERFORMANCE Winterthur-based engine designer WinGD confirmed at Nor-Shipping in Lillestrom that fuel savings achieved with its X-DF2.0 engine technology have surpassed initial expectations Optimised engine settings on WinGD’s X-DF2.0 secondgeneration dual-fuel engine platform have achieved fuel savings of up to 8% in gas mode and up to 6% in diesel mode during recent tests conducted upon a 92-bore engine at CMD (CSSC-MES Diesel Co) in Shanghai, China. The announcement represents a 5 percentage point reduction in fuel consumption in gas mode, compared with the 3% efficiencies that the engine designer previously supported. The Motorship notes that this is likely to reflect the engine designer’s successful operation of the engine at higher compression ratios in gas mode, which contributed to the improvement in fuel efficiency. Otto cycle engines need to carefully maintain a lean airfuel mix to ensure it remains within an ‘operational window’, as too rich a mix can cause it to self-ignite before pilot fuel injection, (‘knocking’) while too lean a mix can cause combustion instability (‘misfiring’). By adding carbon dioxide to the air-fuel mix, the reactivity of the cylinder charge is reduced, and the combustion speed is lowered. The Motorship has previously reported that effectively widens the operating window for Otto Cycle engines by pushing the ‘rich limit’. This would allow the engine designer to optimise the engine for lower emissions. Volkmar Galke, Global Sales Director at WinGD told The Motorship that, following the Technology Confirmation Test, further research was being carried out into the expected savings for smaller sized engines in the engine designer’s portfolio. An announcement of the results from the trial on a smaller bore engine are expected later in Q2 2022, Galke said, but initial results suggest that the technology will demonstrate broadly similar fuel efficiency savings across the engine designer’s portfolio. Galke noted that the increased fuel efficiencies were likely to alter the economics of specifying the solution, although payback periods were expected to be driven by underlying fuel consumption, and would be shorter for larger vessels, such as containerships. “The improved fuel efficiencies, in addition to the methane slip reduction, make the solution look increasingly compelling for customers,” Galke added. The iCER solution reduces methane slip by up to 50% compared with first generation X-DF engines and also enables Tier III NOX compliance in liquid fuel mode without the need of

8 Volkmar Galke, WinGD’s Global Director of Sales

additional Selective Catalytic Reduction (SCR) NOx reduction technology. Having first discussed the iCER technology with The Motorship in 2019 at Gastech in Houston, Galke was pleased to confirm that the first references of the X-DF2.0 are due to enter into operation in 2023 onboard two newbuild dual-fuel pure car and truck carriers (PCTC). In all, more than 60 engines with iCER solutions have been ordered. WinGD has been heavily focused on extending the technical possibilities of the iCER solution in recent months. In November 2021, Dominik Schneiter, WinGD’s VP of Research and Development, exclusively revealed at The Motorship’s Propulsion and Future Fuels conference in Copenhagen that had successfully lowered methane slip emissions from an Otto Cycle engine below 1g/kWh in gas mode. The technical milestone, which was achieved during a concept trial of an iCER solution for multi-turbocharger applications, represented “a record low for any lean-burning engine”, Schneiter said at the time.

iCER technology The iCER technology itself consists of the extraction of part of the exhaust stream after the turbocharger. Part of the exhaust stream is discharged via a pack pressure valve, while the remainder is pre-cooled in an optional economiser, before being circulated through

26 | APRIL 2022

a Cascade Exhaust Gas Cooler (CEC). The water from the spray cooling system drains into a circulation system, while bleed off water can be discharged directly without treatment. By recirculating a fraction of the exhaust stream, this not only reduces the

reactivity of gas/air-mixture by replacing oxygen in suction air with carbon dioxide but also improves thermodynamic behaviour of the X-DF engines in terms of brake specific gas consumption, firing pressure fluctuations and emissions.

For the latest news and analysis go to www.motorship.com/news

EMISSIONS ABATEMENT

US DRIVE TO CUT METHANE EMISSIONS

Source: MAHLE Powertrain

Engineering services company MAHLE Powertrain has secured US Government funding for a technological research initiative to reduce methane emissions

State agency Advanced Research Projects-Energy (ARPA-E) has awarded a US$3.2m grant to a MAHLE-led team to develop an exhaust gas aftertreatment solution for large, LNG-fuelled lean-burn engines used in power generation, marine propulsion and industrial applications. The scheme forms part of a three-year, US$35m national endeavour entitled ‘Reducing Emissions of Methane Every Day of the Year’ (REMEDY). While the programme is referenced to a broad industrial swath, encompassing the oil, gas and coal sectors, the growing uptake of LNG-fuelled power in US shipping is pertinent to REMEDY’s drive to curb methane slip. The research undertaking is a further expression of rising international concern over the deleterious effect of methane release into the atmosphere, reckoned to be 25 times more potent as a greenhouse gas than CO2. With main technical centres in the UK and Germany, MAHLE Powertrain’s participation in the US-sponsored project is through the company’s Plymouth, Michigan-based operation, which has a particular track record in R&D work for the US automotive industry. It is partnered in REMEDY by the Buffalo-located State University of New York (SUNY) and the Oak Ridge National Laboratory (ORNL) in Tennessee. The collaborators are tasked with devising a catalytic system to oxidise methane in the exhaust gas of lean-burn, natural gas engines, and to implement the results by 2025. MAHLE also plans to tackle the associated issue of NOx emissions.

8 MAHLE Powertrain is participating in a project to devise a catalytic system to oxidise methane in the exhaust gas of lean-burn, natural gas engines, and to implement the results by 2025

Lean-burn gas engines, widely used in the USA to generate electricity, drive compressors, and increasingly to re-power and power ships, were designed to minimise emissions of nitrogen oxides (NOx) and carbon monoxide (CO), which have been regulated for many years. However, such engines may produce relatively high methane emissions. Addressing the USA and its industrial make-up, REMEDY is focused on three specific, and difficult to abate sources of methane emissions. Besides LNG-fired engines, an estimated 300,000 flares throughout the country, required for providing safe operations in oil and gas facilities, are collectively a significant contributor to methane release. Although most are designed to achieve a 98% methane reduction, ARPA-E’s goal is to increase performance to 99.5%, which would realise a 75% cut in emissions. Another source is coal mine ventilation air methane exhaust from approximately 250 underground mines. Among the stipulations laid down for the raft of projects covered by REMEDY, systems must incorporate technology that are effective at lean and ultra-lean methane concentrations, integrated with measurement sensors and ensuring consistent operation. In other areas of the programme, a team fronted by INNIO’s Waukesha Gas Engines is aiming to develop a new line of pistons fabricated using friction welding and designed to reduce the space for methane to ‘slip’ past the engine’s combustion zone.

For the latest news and analysis go to www.motorship.com/news

APRIL 2022 | 27

EMISSIONS ABATEMENT

PROJECT AIMS TO GET THE MEASURE OF METHANE ESCAPE

Credit: ICCT

A joint project has been launched to measure methane emissions from vessels fuelled by LNG. In addition to continuous onboard monitoring techniques, the endeavour will use drones and helicopters

28 | APRIL 2022

IMO and EU as part of the drive to mitigate shipping’s climate and air quality impacts. The Motorship notes that the European Maritime Safety Agency (EMSA) already deploying drones and satellite imagery to monitor sulphur emissions from vessels. The rationale for FUMES is methane’s global warming potential, 30 times stronger than CO2 over a 100-year period but said to be 82.5 times greater within the first 20 years. Although LNG currently represents only about 3% of total fuel consumption by the global fleet, methane emissions have grown steeply in recent years. The issue of methane slip, the release into the atmosphere of unburned methane from ships’ engines, is of particular concern, notwithstanding the advances already made and the continuing technological efforts under way by engine designers to curb such emissions. 8 EMSA awarded a follow-on EUR16.5 million contract to Schiebel for its drones for ship emission monitoring and general maritime surveillance for EU member states in April 2021

Credit: EMSA

Data will be obtained under actual and varied operating conditions, encompassing not only methane slip from ships’ machinery, but also fugitive emissions from fuel tanks and cargo tanks. The initiative is led by the Washington-based International Council on Clean Transportation (ICCT), partnered by the Danish technology company Explicit and the Netherlands Organization for Applied Scientific Research (TNO). Entitled ‘Fugitive Methane Emissions from Ships’ (FUMES), the project will build what is promised as the industry’s most comprehensive dataset so far by way of four main spheres of investigation. The onboard campaign will measure emissions from two ships, the aim being one powered by a four-stroke, lowpressure dual-fuel engine and one equipped with a twostroke, high-pressure dual-fuel engine, and using a combination of in-stack (funnel) and drone-mounted sensors. The separate drone plume campaign, to be conducted over the 2022 summer period, will log methane emanating from LNG-fuelled ships as they enter or depart major ports such as Rotterdam, Antwerp and Barcelona. The drone fugitive campaign will collect and quantify total fugitive methane emissions from LNG-fuelled vessels under different in-port operations, including berthing, anchoring, and LNG cargo handling. It is anticipated that measurements will be carried out in Rotterdam during the summer months. The fourth work element, the helicopter campaign, will assess methane emissions from ships with LNG-fuelled machinery in Danish waters throughout 2022. Findings will be collated and drafted in a peer-reviewed white paper for publication and general release next year. It is expected that the results, included estimated methane and also NOx emission factors by engine type for the ships involved, will help inform ongoing policy deliberations by the

8 Project partner Explicit will contribute to the campaign by measuring emissions from vessels from the air

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DIGITALISATION

StormGEO LOOKS BEYOND CII TO BROADER FOCUS Dr. Thilo Dückert, Vice President of Fleet Performance Management at StormGEO discusses their new CII solution, and discusses future product development plans Route optimisation and fleet performance specialist StormGEO has a tradition of innovating in the development of digitalisation tools since its establishment. Dr. Thilo Dückert explained how StormGEO was continuing to innovate following its acquisition by Alfa Laval in 2021, and had recently launched a new Carbon Intensity Indicator (CII) Dashboard. The Motorship covered the company’s launch of its s-Suite product in 2020, when it integrated the company’s existing ship routing services, its voyage planning and route optimisation and its fleet optimisation software into one modular service. The CII tool calculates attained and required CII ratings, and the deviation between the two, for a selected period using necessary vessel factors. The tool, which is offered as a service within StormGEO’s s-Insight to subscribers, provides CII data across multiple assets in a fleet in an accessible format, while StormGEO offers consultancy services for ship operators who would like to improve the carbon intensity rankings of individual vessels. “This is the main topic at the moment for the shipping industry, at least this year,” Dr. Dückert said, “which represents an excellent opportunity for us, as we have been looking squarely at these issues as our main business for the last 10 years.” One particularly interesting feature of the dashboard is a predictive function, which allows shipowners to anticipate how a vessel’s CII rating may evolve over the coming years. This likely to be particularly attractive for ship operators who are trying to understand the position of their vessels in the future, and to stay ahead of new CII rules. A final decision on the review of the CII rules that will come into force from 2026 has yet to be taken, The Motorship notes. StormGEO’s existing s-Suite services include the provision of advice around weather routing, “which is actually to find the optimum route for a ship while minimising fuel consumption”, as well as performance management tools to optimise the technical operations of the ship. StormGEO plans to extend the scope of the tool by integrating a voyage efficiency indicator to evaluate how efficient a voyage is compared to a benchmark. This will offer a more sophisticated way of looking at vessel or fleet-level CII ratings. Further developments Dr. Dückert becomes animated as he discusses wider opportunities within the digitalisation space. One particular area of interest is advancing the processing of data collected from sensors installed on different shipboard systems aboard a vessel. “One area that is becoming more and more interesting is the analysis of data from sensors from automated data onboard.” At present, there is a lot of data being captured from a variety of onboard systems, ranging from the separation plant, the boilers or the scrubbers which has until recently been evaluated at comparatively long intervals onshore. “One area of research is to try to bring together all this

30 | APRIL 2022

8 Dr. Thilo Dückert, Vice President of Fleet Performance Management at StormGEO

equipment data in our performance management analytics system… so that you can look at a much more complete picture of the vessel.” The advantages of evaluating these systems, which collectively are relatively large energy consumers onboard, holistically, rather than as individual systems, go beyond the introduction of some wider performance measurement criteria. “We should also be able to connect the system so that you can not only look at the boiler consumption, but also at the condition of the boiler, and its maintenance profile. This might also reveal other issues with the boiler, which makes the energy consumption too high.” Dr Dückert noted that StormGEO was currently conducting internal trials on the integrated framework, validating live data from selected systems with other data held by the company, and analysing it in the company’s performance management system. StormGEO is also evaluating a number of other development opportunities. One opportunity might be to introduce greater automation into the company’s existing automated routing service. “By increasing the degree of automation, we could improve the service’s efficiency, and also potentially streamline the service delivery to the customer.” A related development might be to offer increased coverage of the beginning or end of voyages in the company’s performance management software. “We are also planning to look at the parts of the voyage within a port or while waiting and manoeuvering which accounts for a significant proportion of a vessel’s consumption.”

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TRIALS OF LR DIGITAL TWIN TOOL UNDERWAY Mark Darley, Director Marine & Offshore at Lloyd’s Register (LR) told The Motorship that the class society is planning to bring a machine learning based tool based on a digital twin model of systems aboard individual vessels to market later this year “Trials of the technology are currently underway,” Darley confirmed in an exclusive interview at Nor-Shipping, adding that the solution was likely to be launched before the end of the year. The digital twin-based solution has been developed by LR drawing on its experience with digital twin solutions in the aviation and offshore and gas sectors, Darley confirmed. LR has been carrying out research into digital twin solutions for a number of years, and sees particular areas where the class society can add value for shipowners. Unlike current digital twin solutions, which typically are not updated with conversion or repair work after the launch of a vessel, the new LR solution is intended to act as a central repository of component and system level data. Darley compared the situation with the current highly distributed process of maintaining records on equipment. “The records of inspections of pieces of equipment, carried out by superintendents, managers, surveyors… are maintained across so many spreadsheets, so many pieces of paper at the moment. Just by maintaining this digital representation of your ship would have a value when you come to S&P activity.” The platform will then be able to incorporate data supplied

from assets around the ship. “By building out that digital repository picture with in-service notes and surveys, layered on top of the ship component information that LR gathered from our involvement with the shipyard during construction, will allow us to offer insights”. One of the immediate focuses will be on the application of machine learning analytics to the data, Darley added. “This will let us start to break down failure periodicity”, opening up the door to advances in predictive maintenance. Darley cited experience in other industries where predictive maintenance was more widely used. There were also specific advantages to a change in approach for some systems. “We know that there are certain systems that perform better when they aren’t physically opened up repeatedly over time.” Longer term, the introduction of digital twin based solutions is expected to contribute to a wider debate around reforms to the current periodic survey and maintenance cycles, which are based on traditional five-year cycles. “From a class perspective, it's about working with data providers and the IMO to build the case, so that we can start to move away from five-year survey cycles,” Darley concluded.

MAN ES digital chief expects digitalisation roll-out to accelerate Gregory Puckett, Head of Group Digital at MAN Energy Solutions tells The Motorship he expects further enhancement of realtime monitoring solutions and “predictive services” to reach the market “within 12 to 18 months”. Puckett noted that MAN ES intends to continue to focus on developing digitised solutions around predictive services. One of the advantages of the recent deal to select Amazon Web Services as MAN ES’ preferred cloud provider was that it would provide the foundation for advanced analytics, machine learning, and Internet of Things (IoT) capabilities for MAN’s CEON platform. “To give you a concrete example, we have recently introduced a Health Score Algorithm in our Industrials segment. It is an AI based anomaly detection algorithm, which monitors incoming data 24/7 and therefore provides a holistic machine train supervision. The Health Score allows to check the train status at a glance and guides the domain expert to the critical component via different hierarchy levels:

32 | APRIL 2022

train, sub-asset, sub-component, sensor. The deal with AWS is likely to help MAN ES accelerate the roll out of the solution to the maritime segment “within the next 12 months”, simply by shortening the development cycle of the machine learning models. The Motorship notes that identifying upcoming replacement component requirements with long lead times is also likely to create opportunities for PrimeServ to minimise downtime by scheduling maintenance around operational requirements. A second area of development included extending the scope of MAN ES’ existing digital services. In addition to its monitoring and advisory service (PrimeServ Assist) MAN ES can offer data services for customers who prefer to integrate raw, or enriched MAN data feeds into their own systems. “And finally, MAN-ES digital, engineering and automation teams rapidly developing Edge-based services on board a vessel,” Puckett adds. The initial focus is on using AWS services like GreenGrass or IoT Core to provide insights – or “Advice on Vessel”

– around engine performance monitoring and operational optimisation. However, the range of MAN ES’ digital offerings is set to expand, meeting increasing customer demand for solutions around their emissions footprint. Decarbonisation was one of the key focuses of MAN ES’ recent MoU with DNV, Puckett added, along with digitalisation. digita t lisation. ta

For the latest news and analysis go to www.motorship.com/news

DIGITALISATION

WinGD EYES BROADER DIGITAL CONSULTANCY OPPORTUNITIES Stefan Goranov, WinGD General Manager, Sustainability Solutions explains to The Motorship in an exclusive interview how the engine designer plans to leverage its modelling expertise Since we last spoke in person, WinGD’s hybridisation programme has continued to advance, Stefan Goranov begins. The first reference for WinGD’s battery-hybrid solution, the first PCTC in a series for NYK Line, will be delivered from the shipyard in December. “The components have been successfully shipped and our inhouse development work is on track”. Commercial confidentiality prevents Goranov from discussing the order book, but “we have been selected for a number of other projects.” Goranov is equally upbeat about WinGD’s recent collaborations: The Motorship reported on a highly intriguing joint development project with NYK’s research institute, the Monohakobi Technology Institute Co., Ltd (MTI) and ABS in December 2021. The project aims to bring together MTI’s integrated model of hull hydrodynamics and propeller with energy system components models from WinGD. Goranov expanded on the digital twin project’s implications. “This is an important step for us, because on a long term, what we are aiming for is dynamic performance optimisations.” In other words, WinGD is aiming to offer individually-tailored control strategies, adapting them to cargo capacity utilisation, particularly for container vessels with reefer containers, speed demand, as well as improving the overall efficiency of the ship as an integrated system. Goranov stressed that the two-year research project was key to gaining a better understanding of the vessel’s hydrodynamics. “It is important that we can see how the energy system is reacting on changing hull and propeller characteristics, such as ageing and fouling.” The research project will also incorporate data from real vessels, provided by NYK, as the project aims to gain a deeper understanding of the vessel’s real-world seakeeping performance in different conditions. This will contribute to the definition of a set of control strategies to keep the system efficiency as high as possible. In fact, Goranov expects the integrated digital twin model to be able to benchmark actual operational performance with the theoretically most efficient mode of operation at a time. “We will be able to collect the operational data from a vessel, analyse it through the digital twin, which will suggest where we can see the delta between the reference and actual operation. Then, actions that can improve the performance will be suggested.” At the moment, WinGD is accumulating operational data in order to refine its algorithms, but Goranov expects the service will be commercially launched within the next couple of years. The expected launch of WinGD’s as yet unnamed vessel efficiency optimisation solution draws on the company’s unparalleled understanding of the actual machinery on the vessel itself – there are only two of us with this degree of insight, Goranov says laughing – as well as the company’s holistic view of the vessel. The holistic view of the vessel was originally developed as part of the battery-hybrid research programme that Goranov

spearheaded in 2019. The model itself has been used to suggest alternatives to customers who approached WinGD for advice before finalising the specifications of a newbuilding with a shipyard. The insights go beyond identifying plausible values for energy efficiency improvements, and their costs, and look ahead to the regulatory picture, and Carbon Intensity Indicator values. “So we have restructured the organisation slightly to establish a sustainability solutions unit, which I’m leading,” Goranov says. “Every project will be configured to the specific requirements of individual customers.” This consultancy type approach will not be restricted to larger customers – “they already know about the value of our services” – but rather opened up to smaller and medium sized customers, many of whom do not have their own inhouse teams of analysts, and are likely to be asking themselves which way they should go to keep their vessels economically viable and profitable. Looking ahead, WinGD is now exploring how to introduce thermal aspects into the full-system simulation platform. The original hybridisation platform required the model to identify an optimal point from a system-wide perspective, taking into account the main engine, auxiliary engines and other energy converters and consumers, but extending the scope of the platform would “allow us to quantify the benefits and the trade-offs behind the thermal characteristics of the system.” However, implementing such thermal management strategies would require changes to the network control “and that will require solving more complex optimisation problem,” Goranov says. One of the current research objectives is the evaluation of the benefits that Model Predictive Control brings relative to the “conventional” rule based. If proven beneficial, our control software can be updated on new builds and vessel in service.

For the latest news and analysis go to www.motorship.com/news

8 Stefan Goranov, WinGD General Manager, Sustainability Solutions

APRIL 2022 | 33

DESIGN FOR PERFORMANCE

UPCOMING TRIALS TO VALIDATE KNCC AMBIENT LCO2 SYSTEM Knutsen NYK Carbon Carriers (KNCC) is accelerating the development of its proprietary ambient liquefied carbon dioxide (CO2) transportation technology after it received an AiP at Nor-Shipping KNCC’s ambient liquefied CO2 concept received an Approval in Principle from DNV at Nor-Shipping in April 2022. The proprietary solution permits the transportation of liquefied CO2 at high (35-45 bar) pressures, and at an ambient temperature of 0-10 degrees C. The ambient liquefied CO2 concept offers an elegant solution to the challenge of transporting liquefied CO2 without requiring the development of cryogenic containment systems. Testing is expected to begin once a new lab in Norway is completed in Q3 2022, Per Lothe, Director of Knutsen NYK Carbon Carriers told The Motorship. The company plans to obtain results from CO2 testing by the second or third quarter of 2023. This will demonstrate the applicability of the technology that KNCC has developed as part of its PCO2 concept. By transporting the gas in a liquid phase under ambient conditions, the technology eliminates the cost of cooling the gas to a cryogenic level and reduces the weight of the storage tank required aboard the carrier. This in turn is expected to permit the construction of larger-sized carriers of up to 80,000 cbm in the future. The solution envisages the transportation of bundles of vertically stacked small diameter cylinders based on pipeline fabrication design principles, rather than larger cylindrical tanks. The use of small diameter cylinders mitigates the risk of pressure variations within the tubes, ensures operations avoid dry ice formation, and eliminates sloshing effects of LCO2 in part or fully loaded condition. It is no coincidence that the solution resembles some compressed natural gas (CNG) transportation concepts, as it draws upon a proprietary Knutsen PNG design from the early 2000s. The Motorship notes that liquid CO2 has a higher density than other liquefied gases, with a density of 800 to 900 kg/m3, compared with 500 kg/m3 for gases such as LNG or LPG. Previous cryogenic Type C tank solutions approved by DNV (see The Motorship, December 2019) employed 19 bar with a cryogenic temperature of -30 degrees C. Regulatory Environment When DNV began to consider the proposed vessel design, it soon became clear that the ambient LCO2 solution was technically feasible, but there were some challenges to ensure that it was permissible under the existing regulatory framework, Johan Tutturen, vice-president, special projects – gas at DNV told The Motorship. Unlike some other liquefied gaseous cargos, LCO2 is already included in regulations covering gas cargos. The IMO’s MSC amended the IGC Code to include liquefied CO2 in the code in 2006. “The existing rules for the transportation of compressed natural gas did not envisage the transportation of a liquid in a gas containment system, which is the basis of KNCC’s ambient CO2 transportation concept,” Tutturen added. A particular focus was on approving the containment system as existing high-pressure LCO2 solutions based on conventional tank design have a number of limitations.

34 | APRIL 2022

“We finally came up with a hybrid solution combining the best of two worlds,” Tutturen said, which meant we could accept the ambient CO2 system based on existing IGC and CNG rules. The international regulatory environment governing international shipments of CO2 has evolved. “Limitations on the transportation of CO2 between the UK and Norway have been lifted,” Tutturen said, “but if we need to transport, for instance, CO2 from Australia to Norway, then I think the governments need to agree on some terms and conditions.” The Motorship notes that an amendment to article 6 of the London Protocol was passed in 2009 to permit international shipments of carbon dioxide, but it has not yet been ratified by two-thirds of contracting parties. However, a resolution to permit international exports of carbon dioxide under certain circumstances was passed by parties to the London Convention in October 2019.

8 Knut ØrbeckNilssen, DNV Maritime CEO, presented the AiP to Trygve Seglem, owner of Knutsen and Vice Chair of KNCC, President and Chief Executive Officer of NYK Group Europe Ltd., Svein Steimler, Managing Executive Officer of NYK Line and Chair of KNCC, Anders Lepsøe, CEO of KNCC, and Per Lothe, the Technical Advisor in KNCC

Economics of the concept The concept also offers potential advantages during the offshore injection phase, where the liquefied CO2 will be injected at the wellhead, Lothe added. The concept is intended to maintain a uniform product across the LCO2 transportation chain, reducing variations in pressure, temperature and state between capture and injection. Cumulatively, the refinements are expected to result in “double-digit percentage savings” in the cost of offshore carbon liquefaction and transportation, compared with competing cryogenic strategies. Minimising costs for the offshore carbon capture and storage (CCS) sector is particularly important as the economic viability of the emerging market will depend upon costs remaining below a potential carbon levy.

For the latest news and analysis go to www.motorship.com/news

SHIP DESCRIPTION

ORDER BOOST FOR REVAMPED SHORT-SEA TRADER Re-designed in 2019 after around 60 examples had been produced over a 20-year period, Damen Shipyards’ Combi Freighter 3850 class of short-sea cargo vessel is attracting new business, writes David Tinsley The latest tranche of contracts emanates from Germany, and construction has been assigned to one of the Dutch group’s Chinese affiliates. Notwithstanding Damen’s increasing output of higher added-value and one-off vessel types, the CF3850 applies and reaffirms its trademark policy of standardisation and speculative building in a number of fields, making for ‘off-theshelf’ availability. Design tuning to serial production, coupled with ordering for stock so as to enable quick deliveries to clients, uphold global competitiveness in target markets. Having commissioned two of the 3,850dwt multipurpose carriers into its fleet at short notice last year, Blue Fin Shipping of Buxtehude has ordered an additional four newbuilds of the design. Two are scheduled to be handed over during the fourth quarter of 2022, with the next pair to follow in the 2023 third quarter. Blue Fin’s Unitas-H and Solitas-H, completed by Damen Shipyards Yichang’s premises on the Yangtze River in January and August 2021, respectively, were the first of the revamped CF3850 design to enter service. Both are engaged in intraEuropean freight exchange, transporting a variety of cargoes such as steel, wood pulp, grain, and fertiliser in bulk or big bags, while offering the capability for other bulk commodities and also heavy, long and indivisible items of freight. Having been obtainable from stock at Yichang, by virtue of the ‘on-spec’ build policy, Unitas-H was delivered within six weeks of order signing. Throughout the course of the positioning voyage to Europe, which included taking on a cargo in Malaysia for discharge at Rotterdam, the owner and Damen monitored fuel consumption, speed and weather conditions. Analysis of the data confirmed the new design iteration’s improved fuel efficiency relative to the older ships of the series, the results having been considered especially significant in the light of sustained speed keeping achieved in the face of head winds and seas while fully loaded. This performance led to Blue Fin’s immediate contracting of the second ship, Solitas-H, and subsequently influenced the commitment to four more vessels, which will be named Baltic Fin, Bothnia Fin, Bering Fin and Biscay Fin. Blue Fin is a new joint venture of the established Buxtehude firm Reederei Hinsch and several entrepreneurs, aimed at gaining a competitive edge in coastal and short-sea shipping by focusing on economic and environmental standard. A feature of the new CF3850 generation is a power installation incorporating selective catalytic reduction(SCR) technology, still uncommon as yet in the sector. As a result of the optimisation of the aftship hull lines, and consequentially reduced resistance, the revised design has enabled use of a lower power propulsion installation, and one which runs on marine gas oil(MGO) as opposed to heavy fuel oil (HFO). For the latest series from China, the main engine has been sourced in the Low Countries, testament to the enduring competitiveness of Ghent manufacturer ABC Engines in the

medium-speed stakes. The nominated model is a sixcylinder example of the DZC design, giving a modest output of 1,104kW at a crankshaft speed of 800rpm, driving a 2.6m fixed-pitch propeller through a Reintjes reduction gear. The power saving attained with the reworked CF3850 is apparent when compared with vessels of the type completed a decade ago, in which the main engine was an MaK 8M20C, rated for 1,520kW at 1,000rpm. The new arrangements meet the requirement to ensure a fully laden speed of 10 knots, as befits the transportation of the low-margin bulk commodities in intra-European trade. Furthermore, the 6DZC is Tier III-compliant, by incorporating a proprietary SCR solution. The engine is well proven and adjudged as ‘value for money’, noted for reliability and comparative design simplicity. It offers a relatively high engine displacement, low brake mean effective pressure, mechanical fuel injection, and increasing torque curve at decreasing engine speed. The single hold accounts for 62.5m of the hull’s 85m length between perpendiculars, and for 10.1m of the 12.5m beam, accessed through pontoon covers on high coamings. Some 186,000ft3 of electrically-ventilated, enclosed volume is provided for bulk goods, forestry and steel products and project cargoes. Flexibility in cargo carrying arrangements is afforded by means of two portable grain bulkheads, offering multiple stow positions, and which can be adapted to form four tweendeck panels to create upper cargo compartments. The tweendeck is placed at approximately half-height in each end of the hold, and has a loading capacity of 2.5t/m2, while the tank top can bear 15t/m2. Container fittings and lashing eyes for weatherdeck-borne cargo add to the design’s versatility. Damen Shipyards Yichang was founded in 1998 by Damen Shipyards Gorinchem, the fountainhead of the organisation’s cargo vessel portfolio, and Yichang Shipyard. The Chinese facility can undertake contracts relating to any design in the Combi Freighter family, the largest being a 14,000dwt type, plus a broad range of other assignments.

For the latest news and analysis go to www.motorship.com/news

8 Solitas-H was delivered from stock last August by Damen Shipyards Yichang

APRIL 2022 | 35

SHIP DESCRIPTION

HYBRID ENTRANT TO NORWEGIAN COASTAL RUN A new chapter in the evolution of Norway’s Coastal Express(Hurtigruten) service is unfolding through the delivery of the first of a series of purpose-designed, hybrid LNG/battery-powered vessels for a competitor to the long-established operator on the route, writes David Tinsley Drawing extensively on Norwegian equipment and technology, the Turkish-built, 124m Havila Capella marries environmentally-considerate engineering and ship design with optimisation to the unique requirements for ensuring year-round, multi-port calls along the country’s weatherbeaten, fjord-indented seaboard. Provision for use of alternatives to hydrocarbon fuel underscores the longterm thinking behind the investment. The Coastal Express network, encompassing 34 ports of call northbound and 33 southbound, stretching between Bergen and Kirkenes, near the Russian border, has long been maintained by Hurtigruten AS on the basis of governmentaccorded operating concessions of fixed duration. Services into the smaller northern points in the itinerary are state-subsidised. The latest contract renewal, planning for which was initiated in 2016, heralded a change of policy, dispensing with the Hurtigruten monopoly in favour of a two-company operation. While Hurtigruten AS retained two contracts, one entailing four ships and one involving three ships, with the Norwegian authorities stipulating capacity and environmental criteria, a third contract necessitating four vessels was entrusted to the new contender Havila Kystruten. The concessions span the period 2021-2030. Based at Fosnavaag in More og Romsdal County, Havila Kystruten had been formed by entrepreneur Per Saevik with the specific aim of gaining a share in the historic Coastal Express operation, now officially known as the Kystruten Bergen-Kirkenes. The route constitutes an important part of the domestic transportation infrastructure for passengers and freight, although the past number of years have seen the line play an increasingly important role as part of the country’s leisure sector, conveying round-trip cruise passengers. So as to meet its obligations, Havila Kystruten assigned two newbuilds in 2018 to Spanish shipbuilder Hijos de J. Barreras and the second pair to Tersan Shipyard in Turkey, with the expectation of having all tonnage in service by the outset of 2021. The programme was subsequently hit by financial problems at the Vigo yard, which led to Havila transferring the Barreras orders to Tersan. Subsequent progress on the four-ship series suffered from problems wrought by the Covid pandemic, while the technically innovative nature of the propulsion system is also understood to have strained the build schedule. In the event, Havila Capella was handed over in November 2021, and made her debut the following month under the banner of Havila Voyages. Second-of-class Havila Castor is being readied for phasing into the schedule from Bergen on May 10. Third and fourth ships, Havila Polaris and Havila Pollux, are expected to be commissioned during the second half of 2022. As low a carbon footprint as practical was stipulated in the contract, against the backcloth of the operational requirements imposed by intended duty maintaining year-round service along the western and northern extent of the Norwegian

36 | APRIL 2022

seaboard. Havyard’s HAV Group subsidiaries HAV Design, HAV Hydrogen, Norwegian Electric Systems(NES) and Norwegian Greentech contributed to the creation of what is claimed to be the “greenest” vessel working the Norwegian coast. The hull and equipment have been customised to weather, wind and wave conditions along the route, and NES was responsible for the hybrid gas-electric propulsion solution, including delivery and integration of one of the world’s largest shipboard battery packs, plus ‘smart’ control systems. The nomination of a hybrid electric drive system using battery plant and LNG-fuelled engines satisfied the manoeuvrability, power flexibility and redundancy criteria for the service profile. The resulting energy efficiency and environmental credentials are said to have exceeded the criteria stipulated by the Norwegian authorities in the route operating tender qualifications. Furthermore, the propulsion system has been prepared for future retrofitting of hydrogen and fuel cell technology. A scenario is foreseen wherein the ship will eventually sail on certain sections of the route completely emission-free under hydrogen power. The adoption of Bergen gas-burning prime movers and a high concentration of battery power, plus recourse to the hydropower-fed landside electrical grid where available when alongside, in combination with efficiencies flowing from electric propulsion and a refined hull form, promise cuts of nearly 30% in CO2 emissions. LNG fuelling also infers 90% lower NOx and a circa 96% reduction in SOx and particles. With the gradual blending of biogas, as permitted by the medium-speed Bergen machinery adopted, CO2 will be progressively reduced further, potentially by up to 80% in the short-term. The 6,100MWh battery pack was manufactured by Corvus Energy, and incorporates proprietary, patented single-cell thermal isolation exceeding class requirements. The energy storage system(ESS), one of the largest at sea, allows up to four

8 New competiton for Hurtigruten AS: Turkish-built Havila Capella is tailored to an initial 10-year operating concession

For the latest news and analysis go to www.motorship.com/news

SHIP DESCRIPTION hours of quiet, emissions-free navigation and renders peak shaving during the coastwise passage, smoothing engine loads. Given the line’s vital cruise business element, the aircooled ESS, plus the possibility to draw on shore power when berthed, is of particular value to operational scope in waters subject to the most stringent emission rules, notably Geirangerfjord and Naeroyfjord, the designated World Heritage fjords of south western Norway. The genset engines are from the C26:33 series, produced at the Hordvikneset factory near Bergen, and comprise two nine-cylinder models and a pair of six-cylinder units, yielding a maximum, total output of 7,756kW. The C-type is a compact, lean-burn gas engine operating on the Otto cycle with mixture compression and an external ignition source. A rich gas-air mix in a pre-combustion chamber is ignited to form a strong ignition source for the very lean mixture in the cylinder, giving knock-free combustion, increasing cylinder power efficiently and with reduced emissions. A feature of the design is variable turbocharger geometry, conferring optimal response across the load range. The medium-speed gas engines are also attributed with cleaner internals over time, lessening maintenance costs relative to similarly-rated diesel engines. Twin-tank LNG fuel containment is located aft on Deck 2. Bunkering is effected in Bergen from a dedicated LNG tanker. Power is fed to two, azimuthing thrusters of electric Azipull type, from the Kongsberg Maritime portfolio. The AZP-PM design chosen has an L-drive configuration using essentially the same underwater unit as the conventional Azipull, but with a vertical shaft permanent magnet(PM) motor integrated into the new upper section, maintaining high efficiency over a wide speed range. An upper gearbox is eliminated and space requirements in the thruster room are reduced because the propulsor is compact, the PM motor lying within the diameter of the mounting flange. PM technology is also used in the pair of TT2000 tunnel thrusters, combining space saving with lower noise and vibration and rapid response performance, and vital to the exacting, independent manoeuvring necessary at multiple small and restricted berths. Surplus heat from the ship’s exhaust and cooling water is recovered and re-used through the Ulmatec Pyro Waste Energy Management System for heating purposes in accommodation spaces and elsewhere. A strongpoint of the PRINCIPAL PARTICULARS - Havila Capella Length overall 124.1m Length bp 115.2m Breadth 22.0m Depth 8.2m Draught, scantling 5.2m Gross tonnage 15,519t Deadweight 5,427t Passenger capacity 640 Propulsion system LNG dual-fuel/battery-electric Main genset engines 2 x Bergen C26:33L9 + 2 x Bergen C26:33L6 Genset engine power, total 7,756kW Battery power 6,100kWh Speed, service 15kts Class DNV Class notations 1A Passenger Ship, BIS, Battery(Power), BWM(T), Clean(Design), COMF(V-2), E0, Gas-fuelled, NAUT(AW), Recyclable Flag Norway

technology is its maximisation of onboard consumers using recovered energy and balancing of the energy distribution. Basic dimensions for the Havila generation were set by the terminal, channel and bridge parameters that govern the existing Coastal Express fleet as regards length, draught and air-draught. While length overall was accordingly kept to 124m, the beam has been taken out slightly compared to existing vessels on the coastal route, for a breadth of 22m. Achieving the capacity goals and realising the extent of facilities within the dimensional block has made for a relatively compact form. The mix of two- and four-berth cabins and suites amounts to accommodation for 468 passengers, and the interior architecture and layout developed by the Danish studio Steen Friis Design applies contemporary Scandinavian style. A key consideration in the arrangements has been to facilitate observation of the passing scene in all its natural splendour, enhancing the travel experience. Furnishings and decorative elements have been largely sourced in Norway. Given the provision for 172 port-to-port travellers, as well as the mainly tourist complement in cabins, the vessel is certificated for a total of 640 passengers. The ship has a limited freight carrying function in line with the role of the Coastal Express fleet in providing year-round service to isolated communities where winter conditions can hamper road access. The cargo space at Deck 3 level can stow 190 pallets and several cars, handled through a hydraulically-operated door on the port side. Havila Kystruten leases the Norwegian-flag Havila Capella from GTLK Asia of Hong Kong, owned by the State Leasing Company(GTLK) of Salekhard, Russia, and similar arrangements were entered into for the other ships in the series. GTLK was named among the Russian companies covered by the EU’s extended sanctions list on April 8, a move that now calls for new financing to be put in place. A few days after the EU dictate, associated issues relating to the ship’s insurance caused the cancellation of Havila Capella’s Bergen-Kirkenes-Bergen round-trip.

For the latest news and analysis go to www.motorship.com/news

8 The Kystruten Bergen-Kirkenes operation entails 34 ports of call along the Norwegian coast

APRIL 2022 | 37

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50 YEARS AGO

GAS CARGOES TO THE FORE April 1972 sees our look back over what was happening in the shipbuilding and marine engineering industry half a century ago turn to another volume of The Motor Ship issues. Opening this new book shows not just what has changed over the years, but equally it demonstrates what was novel then, and is still fresh today. One area which was very different in April 1972 was the British government’s help for national shipbuilding – then, The Motor Ship indulged in a lot of flag-waving for the domestic industry. To cushion the yards’ losses, a grant aid package calculated at around £50 million had been promised over a three-year period. However, reality was creeping in; our predecessors noted that despite previous aid packages the UK yards’ market share was declining sharply, and that subsidies from one national government would be met by counter-measures elsewhere. The main ship description in April 1972 concerned an LPG/ammonia carrier. With current interest in alternative low flashpoint fuels, this type of gas carrier vessel is currently being built in significant numbers. But even then it was believed there were 25 LPG carriers on the global order book, the latest delivery being Gazana, a 178m long 29,600m3 capacity ship for P&O bulk shipping division. Built at Cammell Laird in Birkenhead, the ship was designed to carry LPG or ammonia, refrigerated to -51 deg C, in four insulated tanks, constructed from low temperature carbon steel. Engine development had not then reached the stage where vapours from cargo gases could be used as fuel, so the B&W 8K74EF main engine, built at Kincaid in Greenock and rated 15,000 bhp at 124 rpm, was fuelled by HFO. Boil off gases were dealt with by an onboard

The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edstrom editor@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight, Wendy Laursen Production David Blake, Paul Dunnington production@mercatormedia.com SALES & MARKETING 8 The 29,600m3 LPG/ammonia carrier Gazana under construction, showing the gas tanks in the hold

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reliquefaction plant and returned to the tanks. Safety was a prime consideration in the design, with a dry powder fire extinguishing system covering the decks. As well as being equipped for unmanned machinery operation, all of the vessel’s fire and safety equipment could be operated remotely, direct from a specially-constructed emergency room. Still on the gas carrier theme, an article in the April 1972 issue dealt with safety aspects of LNG carriers since 1959, when the Methane Pioneer first entered service. Naturally, the most important aspect was cargo tank design; two types were employed – selfsupporting and membrane. Earlier tanks used a balsa-based plywood with insulating material between inner and outer layers, but more recent developments had seen PVC and other synthetic materials introduced. However, it was noted that due to the fire risk, materials such as polystyrene were unsuitable. Although LNG carriers had displayed a good safety record in the first 12 years, it was thought important to consider the results of collision damage that could result in cargo leakage – LNG mixed with sea water being particularly hazardous. Finally, one novel ship design which never really too off – the LASH (lighter aboard ship), which was regarded as having great potential for increasing efficiency, avoiding the need for transhipment of cargoes between seagoing and inland water transport systems. The first European-built example, the 43,000 dwt Bilderdyk, had recently entered service for the Dutch Combi Line, a Holland America/Hapag Lloyd joint venture. The vessel could carry 83 laden barges, which were loaded and unloaded via the ship’s 510t gantry crane, then towed to their onward destinations. The barges, each 18.7m long and of 375dwt capacity, had been built in Ireland. They were carried in the ship’s holds, or two tiers on deck, secured with wedges, with locking arrangements at each corner. Bilderdyk was powered by a 26,100 bhp Sulzer 9RND90 main engine, with four 470kW ABC auxiliary gensets.

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8 LASH ship Bilderdyk’s gantry crane arrangement

40 | APRIL 2022

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