The Motorship February 2019

FEBRUARY 2019

Vol. 100 Issue 1167

Design for profit:

Holding steady:

Binary cycle power:

INEOS’ ethane play:

Fednav’s Laker programme

Alfa Laval’s Lindmark

Oshima launches references

DSIC’s first VLEC

ALSO IN THIS ISSUE: US newbuilds | Hybrid heavyweights | LPG engines | Moss LH2 concept

Engine design for sustainable global shipping

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CONTENTS

FEBRUARY 2019

8 NEWS 14 Binary cycle energy

6

Oshima Shipyard launched two coal carriers fitted with Kobe Steel’s binary cycle generation unit, which generates electricity from the waste heat emitted by a vessel’s turbocharger unit.

16 SCR-HP reference Mitsui placed the first order for MAN Energy Solutions’ selective catalytic reduction high pressure (SCR-HP) product, in connection with three 87,000 dwt bulker newbuildings for Ocean 21 Holdings.

FEATURES

11

REGULARS

8 Leader briefing Martin Krafft, VP shipping and technical services, Fednav, shares insights from the company’s Laker vessel development collaboration with Oshima Shipyard and other stakeholders.

29 Evac integration Finland-based BWMS producer Evac Group is integrating local service operators, acquiring Transvac Systems, a UK-based distributor, and Virtus, a northwest Germany-based distributor.

33 DSIC VLEC Dalian Shipbuilding Industry Company (DSIC) has delivered the world’s first 85,000m3 very large ethane carrier (VLEC), opening the door for shipments from the US to a Yangtze-based gas cracker.

Online motorship.com 5 Latest news 5 Comment & analysis 5 Industry database 5 Events Weekly E-News Sign up for FREE Motorship.com homepage

Social Media Linkedin Facebook Twitter Google+ YouTube

11 Shipyard report In our annual survey of the state of the newbuilding market in the union, resilient orders in specialist vessel segments are encouraging, but overall merchant vessel orders are sagging.

31 Design for Performance An underwater wing retrofitted to a 12-year old French OPV reduced the ship’s resistance, cutting fuel consumption by around one-fifth, and lifted its top speed by over one knot.

For the latest news and analysis go to www.motorship.com/news101

18

13 Modularity, data and innovation Stevie Knight discusses the challenges of reconciling existing architecture with upcoming data innovations; modular solutions with competing platforms; and scalability and complexity.

17 LPG gains ground Interest in LPG as a fuel grows, drawn by lower emissions and potential future VOC advantages, along with competitive infrastructure requirements compared with other alternative fuels.

18 Fuel for thought Joris van Bussel, the new Shell Marine Global General Manager, sees opportunities to build on Shell Marine’s existing relationships and understanding of its clients’ businesses to extend new services.

22 Heavyweight hybrids Hybrid systems are diversifying, with market opportunities for hybrids emerging in auxiliary gensets, as well as to manage power fluctuations for ethane or LPG dual-fuel vessels, Stevie Knight writes.

26 Reliability in changing times Anders Lindmark, Head of Alfa Laval PureBallast, discusses regulatory change in the US and holding time revision submissions along with the opening of new service centres in the US and Asia.

The Motorship’s Propulsion & Future Fuels Conference will take place on 19-21 November 2019 in Hamburg, Germany.

Stay in touch at propulsionconference.com

FEBRUARY 2019 | 3

NEWS REVIEW

VIEWPOINT

OSHIMA DELIVERS 2nd BINARY CYCLE SHIP

NICK EDSTRÖM ❘ Editor nedstrom@motorship.com

Talkin’ about a revolution Readers of a certain age may remember Alain Delon's character, Tancredi, in The Leopard. I was strongly reminded of his character's most famous line “If we want things to stay as they are, things will have to change" by several public requests for industry-wide collaboration this month.

Bureau Veritas' fuel consultancy Verifuel issued an appeal for greater openness between bunker operators, and the broader marine fuel supply chain and associated service providers ahead of the fuel switchover at the end of 2019, which we will address in more detail in next month's Motorship - while the Global Maritime Forum called for an accelerated response to the IMO's greenhouse gas emission reduction targets by 2030. The latter included demands for net zero emission deep-sea vessels to be commercially available by 2030 but also called for finance to recognise sustainability considerations in its lending criteria.

Interestingly, both Bureau Veritas' subsidiary Verifuel and the Global Maritime Forum suggested that the possibilities for secure data transmission opened by blockchain - as demonstrated most vividly by the NYK/BHP biofuel bunker trial at the port of Rotterdam could also open the way for a cultural shift in the way that market participants share information.

Meanwhile, the significance of the establishment of a Maritime Connectivity Platform Consortium may not become clear for some time: while it will initially limit itself to addressing the IMO's e-navigation initiative goals, it has broader ambitions to establish itself as a digital services framework for the maritime sector.

One common thread running through these announcements is that the potential benefits arising from the sharing of data more widely go far beyond addressing the near-term challenges of the fuel switchover, or improved monitoring of GHG emissions. To a certain extent, the greatest benefits from digitization will not accrue until the industry accepts the need to necessity of sharing fleet data. DNV GL addressed the possibilities of combining real-time ship-mounted sensor data with a digital twin to produce stronger hull condition monitoring services.

However, the underlying question of split incentives for the industry with ship operators providing data without owing a share of services developed on the back of the data - remains. Expect new business models to emerge amid signs that a number of major ship operators are establishing collaborations.

Our issue this month is full of other areas where innovation is required in order for things to stay the same. Our Leader briefing is from Fednav's Martin Krafft, who elaborates on how Fednav has combined market-level, shipping route and vessel-specific forecasts to inform its vessel development programme for its new generation of Lakers, being constructed at Oshima Shipyard in Japan. Martin Krafft notes that the development of longstanding relationships based on trust and a shared commitment to excellence between the shipyard, the operator, and the ship owner has led to superior results. David Tinsley will publish a ship report on Fednav's new vessel in our March issue.

The ballast water segment is another area where ship owners face change for things to stay the same. Alfa Laval's Anders Lindmark provides a detailed overview of the BWMS market for this month, digesting the consequences of the VIDA decision for the BWMS market, as well as the acceptance of the MNPN method for the efficacy of inactivating microorganisms.

4 | FEBRUARY 2019

Oshima Shipbuilding delivered a new coal carrier to shipping and logistics company “K” Line on 1 February 2019. The 91,861 DWT coal carrier, the CORONA YOUTHFUL, is equipped with a binary cycle power generation system unit, an innovative system that generates electricity from the exhaust heat emitted by the ship's main engines.

“K” Line and Kobe Steel plan to will work together on the sea trials of the system over the next three years to verify the durability and performance of the equipment under real operating conditions.

Kobe Steel has been continuing development of the binary cycle power generation system for ships and plans to commercialize it in the future.

The binary cycle power generation system was developed

8 "K" Line and Kobe Steel will assess the performance of the binary cycle power generation system installed in the Corona Youthful under real operating conditions

by a consortium including Kobe Steel, ASAHI SHIPPING and MIURA between 2014 and 2015, drawing on Kobe Steel's previous development of a binary cycle power generation system called Microbinary for land-based applications.

During sea trials in 2016, Kobe Steel confirmed that an engine output of 7,500 kW per hour generated up to 100 kW of electricity. The generated electric power will serve as auxiliary power and will reduce CO2 emissions.

The innovative system has received class approval from ClassNK, Lloyd's Register and DNV GL.

BECKER RUDDERS FOR KNUTSEN SHUTTLE TANKER NEWBUILDS Knutsen NYK Offshore Tankers (KNOT) has specified Becker high-lift full spade rudders for two shuttle tanker newbuilds awarded to Hyundai Heavy Industries in September 2018.

The two 153,000 DWT DP2 shuttle tankers will be built by Hyundai Heavy Industries at its shipyard in South Korea and delivered in 2020.

The two 153k shuttle tanker newbuildings will be fitted with Becker Schilling Rudders, supplied

by Becker Marine Systems. The

high-lift rudder has a specially developed fishtail profile and will be delivered with the KSR full spade (King Support Rudder) option. The Becker Schilling rudder has no wear and tear parts, which also minimises servicing and maintenance costs.

Knutsen has specified Becker high-lift rudders as manoeuvring systems for the majority of its shuttle tanker fleet.

The vessels will operate in Brazil, under a long-term charter with energy major Equinor AS.

For the latest news and analysis go to www.motorship.com/news101

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NEWS REVIEW

Mitsui (MES) has placed the first orders for MAN Energy Solutions' SCR-HP (Selective Catalytic Reduction - High Pressure) product. MES ordered 3 × SCR-HP (cluster 3) units in connection with the building of three 87,000-DWT bulk carriers for Ocean 21 Holdings.

Each bulker will be powered by a single MAN B&W 6S46ME-B8.5 low-speed engine delivering 9,900 kW at 84 rpm, and aspirated by an MAN TCA66 turbocharger. The engines will accordingly meet IMO Tier III emission standards.

Delivery dates for the three SCRHP packages are set respectively for December 2019, and March and May 2020.

Ralph Klaunig, Vice President, MAN Energy Solutions, said: “The MAN SCR-HP is the market's most compact system. Regardless, it's always a challenge - and an important milestone - to land a first reference but we expect MAN SCR-HP sales to push on now as a result of this order. Crucially, we are now the only manufacturer capable of delivering both exhaust-gas after-treatment solutions: high-pressure selective

MITSUI PLACES FIRST ORDERS FOR NEW MAN SCR-HP 8 The SCR-HP reactor at Mitsui's Tamano works

catalytic reduction, and exhaustgas recirculation - including an electrical turbo blower. This allows our two-stroke customers to choose their preferred option as best fits their situation. It is also another step towards a greener future for the shipping industry and global trade as a whole.”

The SCR-HP comes in six frame sizes, covering engines up to 25 MW with one reactor for the entire exhaust stream. Larger engines will require two reactors, which can be arranged in a multi-setup similar to turbochargers. The SCR-

HP system consists of the reactor including mixing unit, urea injection lance, honeycombs and soot blowers - along with a module-based supply system, as well as the reactor's control unit that communicates with the engine-control system.

The SCR-HP system is available for Scheme A and Scheme B classification approval. Scheme A approval includes a certification of the complete system on the engine test bed, SCR and original piping.

The Scheme B approval, which is

well established in MAN Energy Solutions' medium-speed segment, permits MAN Energy Solutions to model the SCR system's performance in Tier III mode based on data in IMO Tier II mode on a test bed. On the parent engine, this mode is certified on board during engine commissioning. This is likely to significantly reduce costs in the engine-approval procedure.

Klaunig continued: “With this engine and turbocharger - both built under license by Mitsui - and the SCR-HP built in-house at our Deggendorf facility, MAN Energy Solutions can rightly call itself a supplier of complete solutions. As an original equipment designer and manufacturer, our product knowledge gives us the greatest competence to develop and finetune solutions to our customers' great benefit.”

WE Tech Solutions has supplied its energy efficient Solution Three Economical Operations (PTO) and Boost Mode (PTI) together with direct drive permanent magnet shaft generator to ESL Shipping's 25,600dwt self-unloader ice-class LNG-fuelled bulk carrier Viiki.

The variable speed permanent magnet shaft generator solution consists of the variable frequency drive WE Drive and the direct drive permanent magnet shaft

generator, which utilises an efficient generator type. The solution significantly decreases the vessel's fuel consumption, operation expenditure and maintenance cost by turning off the Auxiliary generator during sailing. In Power Take Out (PTO) mode, up to 700kW of electrical power is generated with shaft generator driven by the Viiki's two-stroke MAN B&W 5G45ME main engine, which

also drives the main propeller of the vessel.

The ice-classed Handysize vessel is due to operate in the Baltic and the Gulf of Bothnia, which features significant winter sea ice coverage, and forms part of a sulphur emission control area (SECA). WE Tech's Power Take In (PTI) mode is particularly helpful for ice-class vessels, helping the propulsion system adjust to rapid changes in

main engine load that can arise operating in sea ice.

“The Power Take In (PTI) mode can be selected,” Mårten Storbacka, Managing Director of WE Tech said. “This converts auxiliary generator power to propulsion power by employing the direct-drive permanent magnet shaft generator as an electrical motor. In doing so, an added 1250 kW of mechanical power can be harnessed to boost the propulsion system, ensuring effective operation in Ice Class 1A.”

Finland’s pilotage law

Nerves of Steel

UK maritime strategy

J-ENG NOLs GAZPROM

Finland is to permit pilotage to be performed remotely in its territorial waters, after an act of parliament modified the Pilotage Act. The law entered effect from 1 February 2019. The policy measure is expected to encourage research into autonomous vessels in the country. Finland is home to a cluster of companies engaged in research into autonomous vessels.

DNV GL, has developed a method of hull condition monitoring which makes use of the ship's 'digital twin', a virtual model prepared during the design phase. Combining wave, position and sensor monitoring, This approach can enhance predictive and preventative maintenance. By combining sensor data with the ship's digital twin to extend the range of accessible details for monitoring, DNV GL ultimately aims to make more meaningful and accurate predictions.

The UK government announced a maritime strategy to maintain the UK’s position as a leading global maritime hub. The strategy included immediate measures to attract investment and encourage research into autonomous vessels in UK waters, as well pioneering the use of virtual and augmented reality technology to build on the UK’s position in seafarer training.

Japan Engine Corporation (J-ENG) hs signed No Objection Letters (NOLs) for five of GAZPROMNEFT’s cylinder oils.

The approved oils for two-stroke engines, operating with fuels ranging <0.5% to> 3% sulphur content. The five approved products are: Gazpromneft Ocean CCL 40, Gazpromneft Ocean CCL 70, Gazpromneft Ocean CCL 100 HSF and Gazpromneft Ocean CCL 17 ULSF.

EFFICIENT SHAFT GENERATOR BOOSTS ICE-CLASS VESSEL

6 | FEBRUARY 2019

For the latest news and analysis go to www.motorship.com/news101

NEWS REVIEW

Rolls-Royce has completed a €57 million redevelopment of its thruster manufacturing plant in Rauma, Finland, consolidating thruster assembly and testing onto a single site.

The €57million investment to upgrade the Rolls-Royce Rauma facility, located in the local Seaside Industry Park, included the complete rebuilding of the site's existing production hall, along with the building of a new, 35metre high hall with 40t, 80t and 200t lift capacities for the manufacturing and testing of thruster units in all size ranges.

Mikael Mäkinen Rolls-Royce, President - Marine, said: “By consolidating and optimising our thruster production processes we are in a better position to facilitate the markets we serve, particularly the offshore sector which we see beginning to emerge from its downturn.”

A renewed welding hall, six factory acceptance test (FAT) rigs, an integrated logistics centre and a main office complex also formed part of the extensive work scope.

The new facility streamlines production and the simultaneous

ROLLS-ROYCE COMPLETES RAUMA AZIMUTH UPGRADE

Fujairah scrubber restrictions The Port of Fujairah in the United Arab Emirates will restrict the use of open-loop scrubbers from 2020 over environmental concerns.

Ships will have to use compliant fuel once the IMO 2020 sulphur cap comes into force.

Corvus wins orders

testing of a wide range of mechanical thrusters, including the US and UUC type azimuthing thrusters and newly launched Elegance pods.

Rolls-Royce Rauma produces a wide range of mechanical azimuth thrusters for use on a wide range of applications including semi-

8 Acceptance test slot at Rauma azimuth production centre

submersible drilling rigs and drillships, tugs and offshore vessels. Rauma also produces thrusters for specialist vessels such as icebreakers and polar research ships.

MOSS AND DNV GL PRESENT LH2 BUNKER Moss Maritime, in cooperation with Equinor, Wilhelmsen and DNV-GL, has developed a design for a Liquefied Hydrogen (LH2) bunker vessel. The vessel design comes at a time when hydrogen is finally developing into a viable solution for the larger market.

The future large scale use of hydrogen in both maritime and land-based industry will require vessels tailored for transportation and bunkering of liquefied hydrogen. The project, sponsored

by Innovation Norway, was launched with the objective to clarify challenges and find solutions for storage and handling of this demanding cargo and fuel on a vessel.

The LH2 bunker vessel has cargo capacity of 9000 m³, with a cargo containment system designed to maximize insulation performance and meet the most stringent safety requirements. The vessel has been developed to provide liquefied hydrogen bunkering services to merchant ships, in addition to open sea transport.

BRIEFS

Havyard Shipyard in Norway is to build five electric ferries for ferry operator Fjord1. The five ferries are expected to be delivered in 2019, with all five to be fully operational on four additional routes in Norway by 1 January 2020. The five latest all-electric ferries are of Havyard 932 design and will be supplied with Corvus Energy lithium ion batterybased energy storage systems (ESS).

LR ZEV Study Lloyd’s Register (LR) released a ‘Zero-Emission Vessels Transition Pathways’ study with University Maritime Advisory Services (UMAS). It suggests that 2020-2030 is the most significant decade for ZEV development and addresses what needs to happen between now and in the next three decades, while considering influencing factors such as cost, operating profile and policy measures.

IMO e-navigation platform 8 Moss Maritime, in cooperation with Equinor, Wilhelmsen and DNV-GL, has developed a design for a Liquefied Hydrogen (LH2) bunker vessel

Moss Maritime noted that it drew on its experience of developing Moss LNG carriers to develop the vessel, adding the transportation costs of liquefied hydrogen at a temperature of -253°C are lower than for pressurized hydrogen gas.

Håkon Lenz, VP Europe and Americas of Wilhelmsen Ship Management, added: “We see hydrogen as a possible fuel for the

For the latest news and analysis go to www.motorship.com/news101

future. The commercial feasibility of such a vessel is depending on the overall hydrogen market development. Once market signals show that there is a need for big scale liquefied hydrogen, we and our partners are ready to take this design to the next level. By initiating and participating in this project we prepare ourselves for meeting the demand of our customers in the years to come, and Wilhelmsen will always seek opportunities in new technology to enable sustainable global trade”.

On 8 February 2019, a Maritime Connectivity Platform Consortium was established, implementing common internet standards to maritime navigation and transportation systems.

While it will initially limit itself to addressing the IMO’s e-navigation initiative goals, it has broader ambitions to establish itself as a digital services framework for the maritime sector.

FEBRUARY 2019 | 7

LEADER BRIEFING

A SHIPPING COMPANY FOR ALL SEASONS: FEDNAV

Credit: David Kaye

Fednav is Canada's largest ocean-going dry bulk shipowning and chartering group.

In its 75 year history, Fednav has weathered many previous market and regulatory changes

Although all shipowners and operators are exposed to the upcoming raft of environmental regulations, such as the IMO's 2020 sulphur cap, ballast water management regulations, or future developments such as EEDI, Fednav is also exposed to the risks and opportunities arising from the Polar Code and the likely growth of market opportunities in the Canadian Arctic.

Fednav's Martin Krafft, Vice-President, Shipowning and Technical Services, explained how Fednav has developed close partnerships with a number of established partners, and how these partnerships are based on a shared commitment to excellence.

As Fednav faces changing market opportunities, enforced higher ship standards, and tighter environmental regulations more broadly, Martin Krafft explained how Fednav is leveraging its strong relationships with partners ranging from ship designers to third-party ship operators to develop technical solutions to the questions confronting Fednav.

This approach can best be understood by examining how Fednav has contributed to the development of its Third Generation Lakers, constructed by Fednav's long-standing Japanese shipyard partner, Oshima Shipbuilding.

A key component of Fednav's portfolio is its fleet of Laker bulk carriers - bulkers optimised for international trade via the St Lawrence Seaway and Great Lakes system. Fednav's fleet of

8 | FEBRUARY 2019

8 Fednav’s Federal Bering is an example of an Oshima-built bulker optimised for international trade via the St Lawrence Seaway and Great Lakes system

Lakes-suitable bulk carriers together with its Arctic shipping division greatly determine Fednav's heritage and thrive for excellence and the company will remain a leader in the conveyance of bulk commodities directly into and from the North American heartland.

The composition of dry bulk supply and demand in the North American heartland is changing: iron ore shipments accounted for some 50.5 million tonnes out of 143 million tonnes of freight carried in 2017, with metallurgical and steam coal accounting for a further 17.3 million tonnes. Structural changes in the steel market are seeing steel mill production capacity drift away from the U.S. Midwest towards the faster growing regional markets in the southern U.S. Martin Krafft noted that Fednav has taken steps to future-proof its business, drawing up an analysis of bulk and break-bulk cargo lifts, including ports, parcelling and cargo specific optimization.

“In cooperation with our clients and stakeholders, we run projections of future cargo flows, development of current trade routes and new market opportunities opening,” Krafft noted.

These insights directly feed into Fednav's vessel development programme. The Canadian company has developed close cooperation with ship designers and component suppliers to make the most of Fednav's unparalleled expertise operating in the Great Lakes.

For the latest news and analysis go to www.motorship.com/news101

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LEADER BRIEFING

“Our ongoing goal is to build the most environmentally efficient vessel while at the same time optimizing the cargo lift for our clients and our earning potential. While that in itself isn't groundbreaking, partnering with other industry leaders, choosing the right technologies and implementing sophisticated processes are essential,” Krafft noted.

“In order to deliver a higher standard, it is necessary to partner with the best,” Krafft said, noting that developing relationships based on a shared commitment to excellence was a common thread running through many of Fednav's relationships.

A DIRECT FEEDBACK LOOP Fednav has developed a close relationship with Oshima Shipyard in Japan, which has become the company's preferred supplier of Lakes-suitable vessels. The shipyard is a great Japanese shipyard that builds highly sophisticated ships, Martin Krafft added.

“We used the outputs from the engineering and economic analysis to determine the optimal hull design and cargo hold layout. For the next generation program, we have looked at principal ship dimension optimization, cargo hold space optimization, analysis of cargo gear for increased commercial and environmental efficiency, and application of sensible hull coatings.”

Fednav prides itself on its direct feedback loop, Martin Krafft noted. The nature of the input has evolved over the years, but Fednav's in-house naval architects, marine engineers, and mariners work closely with our ship manager's newbuilding department and the design team at the shipyard to devise the vessels with our highly specific commercial needs in mind.

One area where ship designers achieved shipbuilding and operating cost efficiencies was by modelling the stiffening effect of transverse bulkheads within one web frame spacing, allowing the designer to lighten the vessel's steel structure.

Fednav's Laker vessels feature flipper fins, propeller boss cap fins, pre-swirl stators and rudder bulbs. The Third Generation Laker vessels have also seen advances in bows and hull forms.

“Together with our partners at the shipyards, we put great emphasis on the optimization of the entire propulsion configuration and the aquadynamics,” Martin Krafft said. Fednav is continuing to identify new areas for optimization for newbuilds and the existing fleet, with recent examples including cleanbilge systems and air seals.

The close interaction has borne fruit, with progressive improvements in fuel efficiency and environment performance.

Martin Krafft proudly noted that the Third Generation of Lakers emit 25% less greenhouse gas emissions compared with similar vessels built less than 15 years ago, while NOx emissions have fallen by over 15% over the same period. The Third Generation Lakers receive best-in-class ratings from shippingefficiency.org.

meet its goal of reducing greenhouse gas emissions by 1% per tonne/mile per annum over a 10-year period.

Fednav's commitment to high environmental standards predates recent regulatory pressures, reflecting the company's commitment to high standards. Taking ballast water treatment systems as an example, Fednav has been testing BWTS units since 2001, well before the regulatory requirements entered into force. Fednav was the first shipping company operating in the Great Lakes to install BWTS systems on newbuilds and to utilize them during every ballasting operation.

While Fednav's recent significant projects to deploy and utilize ballast water treatments systems with Optimarin have been widely reported, the company has also recently undertaken steps to replace inefficient oil-water separator technologies with clean bilge systems and to introduce sterntube air seals to completely avoid oil/water interfaces, although the company has been using biodegradable oil for use at all oil/water interfaces, such as bow thrusters, for many years across its fleet.

Other environmentally sustainable programmes include eliminating plastic bottles on board; LED lights to reduce electrical consumption and thermal energy recovery.

The company has developed a number of policies to prevent waste pollution. These include the installation of dedicated hold cleaning wash water tanks, the retrofitting of grey water tanks for all vessels, the introduction of garbage compactors and food waste deep freezers, and the strict enforcement of a zero-tolerance policy for the illegal disposal of oil at sea.

Vessels owned or employed by Fednav do not use incinerators while in ports, harbours, or estuaries.

These commitments are consistent with the company's values - delivering a product at a higher standard - but are also the minimum requirement for operating in the unspoilt environments of the Canadian Arctic and the Great Lakes-St Lawrence Seaway System.

“Fednav has successfully been operating in the Canadian Arctic for over 60 years, one of the world's most pristine and harshest environments, without any incidents. The company continues to collaborate with environmental NGOs to further protect this most fragile ecosystem and its communities.

Environmental protection isn't just a passing fling to Fednav, it is in our DNA.”

CHALLENGING ENVIRONMENTAL TARGETS However, Fednav has set itself challenging targets, and further technological evolution will be needed for the company to

‘‘

Together with our partners at the shipyards, we put great emphasis on the optimization of the entire propulsion configuration and the aquadynamics 10 | FEBRUARY 2019

8 Martin Krafft noted insights from Fednav’s market and product analysis directly fed into Fednav’s vessel development programme

For the latest news and analysis go to www.motorship.com/news101

SHIPYARD REPORT

US COMMERCIAL NEWBUILD ACTIVITY WANES After a decade and a half of prolific, commercial shipbuilding production arising from the renewal and revitalisation of the 'Jones Act' fleet engaged in domestic trade, injecting muchneeded, environmentally circumspect, efficient capacity into a generally time-served fleet, US yards' merchant vessel workload is now in steep decline.

The investment cycle is drawing to a close, with liner service upgrading largely fulfilled and with the influx of new tanker tonnage, in 2015-2017 particularly, suppressing freight rate development and providing less inducement to further ordering.

VT Halter Marine put down a new marker for the industry last year with the delivery of the world's first LNG-fuelled combination container/ro-ro (con-ro) carrier, the 26,400 dwt El Coqui. Two such vessels, forming the Commitment-class and based on a blueprint developed by Wartsila Ship Design, were booked from the Pascagoula yard in Mississippi for Crowley Maritime's shipping and logistic services linking Jacksonville, Florida, with Puerto Rico.

El Coqui and sistership Taino, which undertook her maiden voyage in January 2019, provide a very high degree of payload flexibility, accommodating the full range of boxes from standard 20ft and 40ft units to 45ft and 53ft wide-body, highcube containers, and up to 300 reefers, for an overall intake corresponding to 2,400 TEU. In the aft section of the hull, the enclosed, ventilated and weather-tight ro-ro garage decks can take approximately 400 cars and multifarious vehicles and wheeled equipment.

The gas-injected, MAN 8S70ME-C8.2-GI main engine produces 26,160kW for a speed of 22 knots. In common with multiple US commercial newbuild projects over recent years, the two-stroke engine is an import, having been manufactured by prolific Japanese licensee Mitsui Engineering & Shipbuilding.

Crowley's new con-ros commanded a per-ship price of US$213.5m. They will be bunkered from a shoreside LNG fuel depot at Jacksonville's Talleyrand Terminal under an agreement with Eagle LNG Partners.

General Dynamics' NASSCO yard at San Diego, California, has been a prime mover in Jones Act fleet revitalisation, having delivered a total 21 product tankers, crude carriers, container vessels and ro-ro trailerships since 2003. Today, naval work predominates in its current orderbook. Commercial shipbuilding activity is expressed in a single contract, whereby two con-ros of approximately 51,000 dwt, booked to Matson Navigation's account, are scheduled for completion in the fourth quarter of 2019 and second quarter of 2020.

As the Kanaloa-class, the Lurline and Matsonia will be of comparatively deep draught (11.5m), providing slots for 3,500TEU containers and aft garaging for 800 vehicles or breakbulk cargo within main dimensions of 265m x 34.8m.

Commanding a total price of US$511m, the 23-knot duo will be fitted with LNG dual-fuel propulsion machinery and will supersede three diesel-powered boxships on scheduled service between Hawaii and the US mainland.

Pasha Hawaii has entrusted Texas shipbuilder Keppel AmFELS with two fully-cellular vessels of 2,525 TEU capacity

Credit: Philly Shipyard

Despite showing their mettle in tanker and boxship construction for a protracted period, US mercantile vessel builders are now facing testing times, writes David Tinsley

for assignment to the Jones Act trade linking the mainland with the Hawaiian archipelago. Each ship's loading permutations will include 500 containers of the 45ft size, and sockets will be provided for up to 400 refrigerated units.

A dual-fuel two-stroke MAN main engine of the 7S80ME-GI Mk9.5 type, equipped with exhaust gas recirculation (EGR) to meet IMO Tier III emission levels, will drive a fixed pitch propeller for a maximum speed of 23 knots. The four-stroke auxiliaries will also be from MAN's dual-fuel portfolio. Pasha Hawaii expects to run the ships fully on LNG from the outset.

The Brownsville yard is scheduled to deliver Pasha's newbuilds in the first and third quarters of 2020, as replacements for older, steam turbine vessels acquired through the 2015 takeover of Horizon Lines' Hawaii trade lane business. Keppel AmFels was established in 1990 as a wholly-owned subsidiary of Keppel Offshore & Marine of Singapore, thereby gaining access to the Jones Act market.

The second of two Aloha-class, LNG dual-fuel containerships for Matson Navigation is, at the time of writing, the sole remaining vessel on order at Philly Shipyard, which has produced 29 Jones Act tankers and boxships since 2003. Handover of Matson's latest 3,600 TEU newbuild is expected during the opening quarter of 2019. She will follow the 2018-commissioned Daniel K. Inouye, the largest cellular boxship ever constructed in the USA, into the owner's service between the western seaboard and Hawaii. Each vessel is priced at US$236m.

The Aloha-class had provided the template for up to four 3,700 TEU boxships figuring in a letter of intent (LOI) signed by the Philadelphia yard with TOTE Maritime's July 2017, calling for deliveries through 2020 and 2021. However, TOTE let its LOI expire on 31 January 2018, and Philly subsequently cancelled the project.

Philly has since been endeavouring to ensure production continuity, but an absence of new business has compelled layoffs on a large scale. Discussions have been under way with an undisclosed, potential buyer for the construction and sale of two 50,000 dwt-class product tankers for operation in the

For the latest news and analysis go to www.motorship.com/news101

8 Philly Shipyard, changing fortunes for a hitherto prolific builder of tankers and boxships

FEBRUARY 2019 | 11

Jones Act trades, with targeted deliveries in the final quarter of 2020 and first quarter of 2021. The vessels would be substantially similar to the series of eight 50,000 dwt tankers previously built by the yard for Crowley and Kinder Morgan. One of the differences in specification is the upgrading of the main engines from IMO Tier II to to Tier III NOx emissions standard.

In the longer-term, the shipbuilder is seeking to diversify beyond its established commercial vessel markets. Options being pursued by the yard address US requirements for a polar icebreaker and a cadet training ship.

The federal budget includes US$300m to support the construction and equipping of a 160-metre vessel that will begin the replacement of the country's ageing fleet of state maritime academy training ships.

The long-mooted scheme sponsored by the US Maritime Administration (MARAD) is a response to a critical shortage of US mariners and the need for a new class of training vessel that reflects the technologies embraced by the latest and forthcoming fleet additions. Given its outfitting intensity and technical sophistication, and the prospect of a succession of such orders over the coming years, the project is of considerable significance to the shipbuilding industry at a time of dwindling orderbooks for large, non-military vessels.

Under a government directive, MARAD is required to entrust the build and project management to an entity other than MARAD. The chosen party, designated the vessel construction manager (VCM), will be tasked to contract with a qualified US shipyard and ensure that commercial best practices are utilised in delivering the initial NSMV on time and on budget. A series of five vessels is contemplated, and it is understood that delivery of the lead ship is sought in time for the 2022 summer sea training programme of the State University of New York (SUNY) Maritime College. The newbuild will replace the Empire State VI, originally commissioned in 1962 as a cargo liner and converted for her present role in 1989.

A diesel power and propulsion system has been nominated, based on four gensets delivering approximately 16,000kW, with two 4,500kW propulsion motors giving a maximum speed of 18 knots. The specification also provides for a retractable, combitype bow thrusters that will act as a manoeuvring, tunnel thrusters in the up position, and as a 1,450 'take-home' propulsion device in the drop-down mode.

The shipbuilding sector is hoping for the materialisation before too long of a contract for a heavy polar icebreaker. The Coast Guard is looking towards construction starting during the 2019 fiscal year, with a view to service entry in 2023.

The operational US polar icebreaking fleet currently consists of just two vessels, dating from 1976 and 2000, respectively, and concerns as to whether the country has adequate capabilities to carry out its responsibilities and ensure a presence in the Arctic and Antarctic have focused policymaker attention on an investment strategy. In March 2018, under an integrated programme, the Coast Guard and Navy released a request for proposals for the advance procurement and detail design for the USCG's heavy polar icebreaker, with options for detail design and construction of up to three such vessels.

Key performance parameters include an ability to break through 2.4m of ice at three knots, and to negotiate ice ridges up to 6.4m. A maximum endurance of 90 days is sought, and high degree of mission flexibility is required.

An inter-governmental agreement has enabled the USCG to test and validate multiple models of polar icebreaker at Canada's National Research Council (NRC) premises in St John's, Newfoundland, applying different hull designs and propulsion configurations. NRC has the wherewithal to model a wide range of conditions, including first-year and multi-year ice, pack and

12 | FEBRUARY 2019

Credit: General Dynamics NASSCO

SHIPYARD REPORT

ridge ice, and glacial ice. The Coast Guard and Navy will conduct additional modelling at the Carderock Division of the Naval Surface Warfare Center in Bethesda, Maryland, work to evaluate icebreaker open-water performance.

Development of a varied fleet to meet the requirements of the offshore windfarm sector is in prospect under plans implemented by Aeolus Energy of Orlando, Florida. The company recently signed an agreement with Ulstein Design & Solutions for the design of a service operations vessel (SOV), as a customised version of the Norwegian firm's 95-metre SX195 type. The newbuild to be contracted will constitute the initial investment in a range of vessels, including cablelayers, accommodation and crew transfer vessels, all of which will be constructed and flagged in the USA under the Jones Act regime.

Italian-owned Fincantieri Bay Shipbuilding at Sturgeon Bay, Wisconsin, has augmented its workload through a contract for the construction of a 35,000 dwt self-unloading bulk cargo barge, to be deployed throughout the Great Lakes region.

Scheduled to be phased into duty in mid 2020 with VanEnkevort Tug & Barge of Escanaba, Michigan, the 225.5mlong newbuild will incorporate a ballast water treatment system engineered for Great Lakes conditions to Environmental Protection Agency (EPA) standards.

VanEnkevort's fleet of self-discharging barges services mining, steel, and construction industries on the Great Lakes. The company has been involved in the conversion and/or ownership of five of the seven ATB units trading within the system.

Meanwhile, VT Halter Marine's Pascagoula yard is building North America's first-ever ATB unit designed for LNG bunkering and supply. The tank barge will provide containment for 4,000m3 of LNG within a hull envelope of 98.8m x 19.5m x 9.9m, and is due to be handed over during the first quarter of 2020.

The barge will be handled in push mode by a 39m tug powered by 3,800kW GE 6L250 medium-speed diesel engines and a Zdrive propulsion system.

The ATB contract was awarded by Q-LNG Transport on the strength of a long-term deal with Shell Trading covering the delivery of LNG bunker fuel to various ports in Florida and the Caribbean.

Conrad Industries' Conrad Orange Shipyard in Texas completed a groundbreaking project in 2018 in support of the US marine industries' uptake of LNG fuel. The 71m LNG bunker barge Clean Jacksonville, fitted with a single GTT Mark III Flex membrane tank of 2,200m3 capacity is the first such US-built vessel. She has been assigned to the bunkering of TOTE Maritime's Marlin-class, LNG dual-fuel containerships engaged in the Jacksonville/San Juan(Puerto Rico) service since delivery in 2015/2016.

While much of the shipbuilding industry is occupied with naval and agency work, boosted by a clutch of new contracts sealed towards the end of 2018, large commercial vessel business hinges on revived demand for capacity in the domestic traffic.

8 Raising efficiency in US coastwise trades, the NASSCObuilt 50,000dwt Palmetto State was the last in a series of eight ECO-class tankers

For the latest news and analysis go to www.motorship.com/news101

TWO-STROKE ENGINES

GREAT EXPECTATIONS... OR MORE TANGLES THAN SPAGHETTI? There's a rising demand... but Stevie Knight asks, how do we overcome the challenges of tying together existing technologies with data-centric innovation?

8 "A few years ago you had a couple of thousand different inputs on cruise ships that had to be controlled - now it's tens of thousands."

Marcus Högblom

“There is firstly an exponential increase in processing power of devices, secondly an exponential increase in communications speed between devices and third, an exponential increase in data storage capacity - so there are big expectations,” says Stefan Goranov of Winterthur Gas & Diesel (WinGD).

His colleague, Wolfgang Östreicher outlines the issues further: “Traditionally, we deliver a very reliable system that allows you to run a low-speed two-stroke engine, 24/7 over an 8,000nm route with full redundancy. But today, we see more and more requests for digital connectivity, data processing... and there's more to come.”

There are inevitable issues around the practical aspect of tying together various demands, especially since these are not always natural bedfellows. “One of our biggest challenges is to balance scalability and complexity,” says Östreicher. As Goranov adds: “Our issue is, how do we keep the solution simple... and make it future-proof at the same time?”

This is an issue because right now, the industry is seeing waves of innovation washing in on every side. As Espen Kværnstuen of Kongsberg notes, “engineering is moving very, very fast”, Östreicher agrees and explains: “We all have to be prepared to plug in new technologies”.

Part of the answer comes down to sufficient CPU power and modern interfaces. But there's also a fundamental question about how to arrange the architecture, which Goranov says means breaking the extended structure up into smaller selfcontained chunks and interfacing them with other pieces.

Of course, modularity appeals to the platform manufacturers who make a habit of piecing together a range of customisable solutions. As Kongsberg's Thomas Kristiansen explains “the idea behind our established Autochief system is that it can either be a stand-alone package or used with other control units such as LNG fuel-tank monitoring, engine pressure monitoring and shaft rotation”.

Kværnstuen describes this as “using a common backbone”

with adaptors that other, real-time systems from various suppliers can hang their wares. Östreicher adds that for the engine manufacturers, a modular approach has the advantage of allowing various processing elements to be developed and assessed, tested in combination within a larger collection of units, again on a 'virtual' ship and then on the real thing. For Kongsberg, “it gives more possibilities as the suppliers can develop their products independently,” says Kværnstuen.

However, this in itself raises a few more challenges: “Often, different vendors have their own solutions, while at the same time, the owner wants a common system.” This is where Östreicher, Goranov and Kværnstuen might end up on different sides of the table: “Everyone wants to retain as great a scope

For the latest news and analysis go to www.motorship.com/news101

8 There's a need to protect the inner sanctum of the engine control area

FEBRUARY 2019 | 13

TWO-STROKE ENGINES

‘‘

Image: Scankab Cables

as possible, but that's not easy. For example, we want to integrate the generators but understandably the manufacturer wants to keep control of them - after all, platform specialists like us can't answer every request as efficiently as they can.”

He adds the disparity in approach comes right down to the language the machinery speaks: “There's always a need to find a communication protocol that fits everyone, but there are a lot of them, and every vendor has their preferences. As a result, there's a lot of interfacing going on... but someone has to adapt and also bear the cost of that adaption.”

There's a further issue. “So many of those technologies now trending are not that mature,” says Goranov, at least in comparison with more traditional solutions.

As Kværnstuen points out, no matter what's onboard “you need to shield safety critical elements like machinery, ballast control and power management... as without them, the vessel is dead in the water”.

Here, the gatekeepers come into their own - and they do exactly what it says on the tin (as well as in the movies). For example, WinGD's dedicated Gateway Unit sits between the internal and external communications, protecting the inner sanctum of the engine control area. “It provides universal connectivity and sufficient computing power and resources to acquire, buffer and pre-process fast sampled signals from the control system,” says Goranov. It works in concert with a higherlevel system - WiDE - that can sense and provide early warnings for anomalies and failures, suggesting appropriate corrective actions says Östreicher.

It can get even trickier when dealing with any overarching platform, especially as companies like Kongsberg and ABB are facing raised demands for overall integration: this entails multiple layers and sub-layers which are both linked by buses and gateway units, right down to the sensor level. However, there's a tension between connectivity and efficacy.

8 "We see more and more requests for digital connectivity, data processing... and there's more to come." Wolfgang Östreicher, WinGD

14 | FEBRUARY 2019

Image: WinGD

Everyone wants to retain as great a scope as possible, but that's not easy. For example, we want to integrate the generators but understandably the manufacturer wants to keep control of them - after all, platform specialists like us can't answer every request as efficiently as they can

Marcus Högblom of ABB explains that footprint, inefficiency and build costs also rise hand-in-hand with complexity. Trying to mesh too many of the various communication protocols, fieldbuses and sensors won't allow for the requisite segmentation that underpins modularity.

More, as Kværnstuen points out that at least at present “these connections are mostly wired... and there's a great deal of cabling - kilometres in fact - on a modern vessel”. He adds: “While some industrial wireless protocols are coming, it's not widely used on vessels - a steel hull isn't the best environment for wireless anyway, the sensors need power anyway - and for safety-critical systems, it's just not robust enough yet.”

So, on both the physical as well as the system level, integrating new elements into an existing system always demands a conservative, stratified approach along with “a clear hierarchy to the logic” says Östreicher. Högblom puts it more colourfully: “Do it badly and you end up with a real dog's breakfast.”

CRUISE While similar challenges are repeated across the industry, some segments have seen the issues soar.

“A few years ago you had a couple of thousand different inputs on cruise ships that had to be controlled - now it's tens of thousands,” says Högblom. “The automation covers everything from propulsion to aircon, and today it's like running a small city.”

Still, ABB's Ability 800xA has a head start: “We've already supplied around 12,000 of these platforms, from urban power plants to steel mills,” he says. On a pragmatic note, since it has

8 "Our issue is, how do we keep the solution simple... and make it future-proof at the same time?"

Stefan Goranov, WinGD

For the latest news and analysis go to www.motorship.com/news101

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TWO-STROKE ENGINES

‘‘

If you take the rpm from the main engine, the measurements from the fuel pump, the turbocharger and the scavenge pressure, you can still make a good estimation of the shaft power BETTER TOGETHER The present reality for most vessels is that “the diversity of equipment makers, data sources and a lack of standardisation” make it difficult to see, let alone evaluate what's going on says METIS CEO, Mike Konstantinidis. It's a task not made any easier by the sensor feed, which can be distinctly patchy.

However, it is possible to get the numerous readings to work with, instead of against each other.

The data streams are compared, so that a misfired GPS signal, for example, is seen in the context of the whole picture, allowing anomalies to be ironed out.

Likewise, these new systems can make better use of existing information: calculating trim by subtracting the draft gauge measurements fore and aft doesn't usually work as the time stamp doesn't match, “but this changes if you can cleverly interpolate synchronised data”, he explains.

It can also be used to fill in the gaps. Take a simple, but fairly central case - the torque meter that returns the shaft power information: “The sceptical will often point out that these are unreliable, often uncalibrated or just busted,” he says. Despite this, he explains: “If you take the rpm from the main engine, the measurements from the fuel pump, the turbocharger and the scavenge pressure, you can still make a good estimation of the shaft power.”

Still, this last attribute is best supported, not by algorithms, but by a specialised branch of AI - machine learning.

Importantly, rather than founder on complexity, it thrives on

16 | FEBRUARY 2019

Image: METIS

its roots in these other industries “the owners know the systems will be supported for a long time, an advantage for cruise ships which usually have a lifetime of 25 years plus”, he points out.

It's just as well that these platforms are the result of crosssector development. The cruise industry is becoming heir to green technologies that by and large didn't originate in the maritime world - and what's more, these are being coupled together in novel ways: “We are running fast into very mixed systems,” says Högblom. “Now there are fuel cells, energy storage systems, Flettner rotors and all sorts coming onboard.”

The new demands are not likely to ease in the foreseeable future. “All the different interests are trying to create their own pathway, and new technologies are constantly coming in but that's not being matched by older systems exiting; after all, previous generations of ships are still working well on existing protocols, so there's no benefit to them in upgrading,” says Kværnstuen.

Högblom adds: “From the automation point of view one key challenge is to tackle the increasing data flow for ship operators, which underlines the importance of user-centric designs for efficient vessel operations.

Kværnstuen concludes: “As a result, we will probably see more and more complexity in future... and of course, we are only seeing the start: we are looking at autonomous ships now and that will require even more automation.”

8 Metis' Wireless Intelligent Collectors, or WICs form an onboard network able to connect any instrument, digital or analogue

it. “The larger and more varied the amount of data feeding these machine learning systems absorb, the more accurate become the results,” explains Konstantinidis. “It differs from the usual mathematical approach because it is not built by formulas and parameters on an existing base... but is constructed by using the data itself.”

ON EDGE? Even though many believe that we are looking at a rising number of analytic bolt-ons located in the cloud, unfiltered data is just too big, too messy, and far too expensive to transmit via satellite. As Goranov says: “Connectivity per se is not the main challenge; securely and efficiently transmitting good quality operational data is more demanding.”

Edge computing could be the practical answer for those detailed, analytic processes that don't need to be carried out onboard.

Mike Konstantinidis outlines the strategy: “Edge computing means doing the filtering, processing, synchronisation and generally getting rid of the garbage while the information is still onboard. That means delivering compressed and packed data through the satellite connection.”

So, exactly how much room does this kind of thing take up both real and in cyberspace?

Konstantinidis explains METIS' Wireless Intelligent Collectors, or WICs “are small enough to fit into the palm of your hand”. But, they pack a lot in, forming an onboard network able to connect any instrument, digital or analogue. “It's pretty straightforward: you put one on the bridge, one on the main engine, one by the flow meters and probably one in the cargo hold,” he says, adding that “even the most complicated of ships didn't take more than a couple of days to fit, and that was while sailing”.

Finally, Konstantinidis says that once the data's been cleaned up “it's enormously small - so small in fact that the customers don't even notice the workload on the telephone bill”.

For the latest news and analysis go to www.motorship.com/news101

TWO-STROKE ENGINES

Shipowner interest in using LPG as a marine fuel is picking up, both for LPG carriers and for other vessels, with engine manufacturer MAN Energy Solutions confirming receipt of a seventh order for its ME-LGIP engine.

Jiangnan Shipyard has ordered an LPGburning MAN B&W 6G60ME-LGIP engine in connection with an 86,000-m3 VLGC (Very Large Gas Carrier) newbuilding for Tianjin Southwest Maritime (TSM), the Chinese shipping company.

Bjarne Foldager - Senior Vice President, Head of Two-Stroke Business at MAN Energy Solutions - said: “With 2020 and the new IMO emissions fast approaching, interest in using LPG as a fuel - within and outside of the LPG carrier segment - is growing due to its sulphurfree character, widespread availability, price competitivity, and ease of bunkering. At MAN Energy Solutions, we feel that the introduction of the ME-LGIP is proving timely.”

MAN Energy Solutions won its first orders for the new engine in 2018 when Hanjin Heavy Industries announced that it would construct 2 × VLGCs (Very Large Gas Carriers) in their Philippines Facilities for Exmar, the Belgian integrated gas-shipping company.

The 86,000 m3 newbuildings will each be powered by an individual MAN B&W 6G60MELGIP Mk9.5 engine.

The company's first retrofit orders arrived in September 2018 when Oslo-listed BW LPG order the retrofitting of four MAN B&W 6G60ME-C9.2 HFO-burning engines to 6G60ME-C9.5-LGIP LPG-propelled dual-fuel

Credit: TSM

SHIPOWNER INTEREST IN LPG-BURNING ENGINES MOUNTS

engines. The order includes options for further retrofits in the future with work expected to begin during 2020.

Foldager added: “In gas mode, the ME-LGIP engine operates on just 3% pilot oil and down to 10% load. Ultimately, we expect the engine to operate without the need for pilot oil."

8 The Tianjin Southwest Maritime (TSM) has ordered an LPG-burning MAN B&W 6G60ME-LGIP engine for a VLGC newbuilding. The image depicts 'Gaz Imperial', another gas carrier from the TSM fleet

we view the ME-LGIP as also ideally suited to the propulsion of shuttle tankers and very large crude carriers.”

The Motorship previously reported that a 2016 study by DNV GL and MAN Energy Solutions found LPG could be the most financially viable sulphur compliant fuel for a long-range tanker sailing in a post-2020 global regime, with LPG comparing favourably with LNG owing to lower upfront investment requirements.

LPG's future as a viable fuel for general marine transportation looks promising as it will not require as large an investment in infrastructure - such as bunkering facilities - in contrast to other, gaseous fuels. As a widespread energy source, availability is high and LPG is easier to store and handle, compared with cryogenic gaseous fuels.

LPG AS FUEL The ME-LGIP engine is also performing strongly in terms of environmental performance, with reported reductions of up to 18% in CO2 and circa 90% in particulate matter when running on LPG, compared with HFO. The ME-LGIP is also well positioned to meet future environmental regulatory changes.

Foldager noted: “The ME-LGIP can also burn liquid volatile organic compounds, a deliberate move on our part since the IMO will inevitably turn its focus towards the reduction of volatile organic compounds in the future. Accordingly,

Japan Engine Corporation (J-ENG) has provided a test demonstration of its new MGO-fuelled UEC50LSJ-EGR engine for the media.

The two-stroke engine is designed for mono-fuel operation using either marine gas oil (MGO) or marine diesel oil (MDO).

J-Eng notes the engine benefits from lower fuel consumption compared with conventional engines, and will have lower operating costs, despite prevailing price differentials between MGO and HFO. The lower fuel consumption will also improve the engine's EEDI performance.

The company is hoping to achieve fuel consumption savings of 7-8%, a company representative told the Motorship. J-Eng is currently carrying out performance optimization and reliability verification tests on the test engine.

Credit: Japan Engine Corporation

J-Eng tests MGO-fuelled UEC50LSJ

8 Japan Engine Corporation (J-ENG) has provided a test demonstration of its first UEC50LSJ-EGR engine for the media

The use of MGO will eliminate the need to pre-heat fuel while MGO offers improved cleanliness, which will further reduce costs, both during operation and while at anchor.

The UEC50LSJ engine complies fully with NOx, SOx, and EEDI environmental

For the latest news and analysis go to www.motorship.com/news101

requirements. The engine uses J-Eng's Low Pressure EGR System (LP-EGR) developed to comply with International Maritime Organisation NOx Tier III regulations.

J-Eng notes that there are several advantages to using MGO or MDO fuels to meet the 2020 sulphur cap, compared with other less established solutions. MGO or MDO fuels are stable and already used in the market. The UEC-LSJ engine offers a safe and reliable solution to ship owners interested in using MGO and/or MDO. J-Eng is exploring the possibility of collaborating with Onomichi Shipyard to install the engine in a vessel, although the engine is still undergoing development. The mono-fuelled UEC50LSJ engine variant has already attracted interest from European and Asian based shipowners, a company representative told The Motorship.

FEBRUARY 2019 | 17

LUBRICATION

BROADER PERSPECTIVE FROM SHELL MARINE’S NEW MAN AT THE TOP New Global General Manager Joris van Brussel is raising Shell Marine's customer-focused approach to marine lubricants development, delivery and technical services to a higher level

8 Shell Marine is holding advanced trials of a new BN40 oil specifically for the VLSFO fuels of 0.5% sulphur content

In a career with Shell, Mr van Brussel has gained experience across the group's fuels, lubricants and renewables businesses worldwide, transferring into Shell Marine from Shell Retail International. His focus is on delivering solutions that build lasting relationships and drawing on Shell Marine's strengths as a trusted partner to keep or create repeat business.

“In Shell Marine, I have a great team of people who are very passionate about what they do: they are part of Shell but they are also part of the marine community. We are the lubricants business but, of course, Shell as a group is an owner, a ship manager, a charterer, a fuel oil and an LNG supplier, so we look at things from a number of angles. We make our customers' challenges our own because we 'get' our customers' businesses.”

The new General Manager joins at a time of growth for Shell Marine, which in 2018 has expanded its distribution network in Spain, Chile and New Zealand. Shell has also opened new blending plants with marine lubricants production in Singapore and Indonesia within the last few years.

“Shell Marine operates across 710 ports and in 61 countries, which means we're set up to offer the lubrication solutions and act as a partner for ship owners whatever their fuel choice,” he says. “Maintaining strong relationships and listening to our customers helps us to get our proposition across to the customer globally and locally to provide what they need. We listen in order to understand and help them.

Shipowners today face pressures from regulations, new engine technology, new fuels and efficiency challenges, calling for flexibility and agility from their supply partners.

“We take a holistic approach to customer conversations, and in doing so we have developed an integrated offer to include technical and advisory services, as well as product specification,

18 | FEBRUARY 2019

logistics and pricing,” comments van Brussel. In addition to providing optimal volumes/port liftings recommendations, Shell Marine can offer the entire lubrication management for a vessel, combining stock levels and demand planning for specific operating profiles.

“Initially, we brought our integrated offer to market under the 'MILES' brand,” says van Brussel, “but I believe that we are only at the starting point of demonstrating what Shell Marine can achieve as a trusted partner for integrated solutions. We will draw on shipping's traditional preference to build on relationships that are more than simply transactional, but also on the opportunities that will come from digitalisation, including analytics, smarter algorithms and machine learning.” van Brussel is thinking specifically of new opportunities to leverage 'Accuport', a predictive procurement solution from Shell Marine that has so far been deployed on board 500 vessels. Developed for transparency, Accuport monitors lubricant consumption and offers advice to optimise decisionmaking and timeliness when it comes to delivery.

“Digitalisation is transforming the way that we and our customers work and interact. At Shell Marine, our approach is to identify problems that our customers face and see how technology can be used best to solve them. Accuport helps to take the burden away from crew and management so that products will be ready to load as they are needed. What sets us apart from others on digitalisation at the moment is that we're actually doing things, rather than simply talking about it.”

Nevertheless, van Brussel is fully aware that shipping's most pressing issue remains the industry's readiness for the International Maritime Organization's 2020 fuel sulphur cap.

With some 80% of world marine fuels supplied as blends by

For the latest news and analysis go to www.motorship.com/news101

LUBRICATION

parties other than the oil majors, variable quality from different sources threatens to become a hot topic; owners will be seeking even more security when it comes to the cylinder oils, lubricant monitoring and technical services that maintain their engines in good condition.

“We already offer a comprehensive portfolio of cylinder oils ranging from BN25 to BN140, developed to optimize two-stroke engine performance whatever the fuel choice that owners make post 2020, but we are taking the opportunity to refresh across the board”, he says.

Shell Marine is in the advanced stages of trialling a new BN40 oil specifically for the VLSFO fuels of 0.5% sulphur content that will dominate the market. Despite a recent commitment to fuel sulphur abatement technology by some high-profile owners, the company believes only 2500-3000 scrubbers will be in operation by 2020.

“We have the Marine & Power Innovation Centre in Hamburg, whose engineering expertise, four test engines and fuel storage capabilities represent a unique facility for marine lubricant testing. However, we've also invested in 1.5 years of new field trials in the Shell Alexia portfolio, including testing a new BN40 oil to run ships on fuel with 0.5% sulphur content.” van Brussel said that, while the fuels market mix was still evolving, LNG had already secured a position as a marine fuel that was requiring widespread distribution.

“Managing the evolving product portfolio of Shell Alexia grades for 2 stroke engines and the new generation Shell Argina and Shell Gadinia four stroke engine oils will be key in the run up to January 1 2020 and beyond'' he said. The new four

8 Joris van Brussel wants Shell Marine to seize the opportunities that will come from digitalisation, including analytics, smarter algorithms and machine learning

stroke oils have been optimised to deal with the faster viscosity increase and BN depletion experienced by oils in modern medium speed engines.

In the future, the marine fuel market will feature greater diversity, and van Brussel also sees the need for Shell Marine to continue with its energetic program of technical services development.

It makes good sense for owners to support the transition to compliant fuels by deploying services such as Shell LubeAnalyst and Shell LubeMonitor to verify the performance of their engine oils continuously, he says.

“Shell has a clear vision into 2020. We will be prepared, and we can help ship owners and charterers to make a successful transition through the 2020 sulphur cap deadline.”

For the latest news and analysis go to www.motorship.com/news101

FEBRUARY 2019 | 19

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HYBRID PROPULSION

THE BIG, WORKHORSE HYBRIDS ARE COMING Take the latest Offshore Heavy Transport (OHT) vessel. This a truly hefty piece of work, scaled for the latest wind deployments: at 216m long and 56m across, Ulstein's customised Alfa Lift design crosses a semi-submersible with a foundation installation/heavy lift vessel, with a main deck able to carry 10 large jackets weighing 1,500t or 11 XL monopiles of 2,000t apiece and a similar number of matching transition pieces plus associated equipment on the foredeck.

It's a neat idea: ducking beneath the surface, it gains increased stability with motion further minimised by the water dampening effect, widening the weather window to allow yearround operation.

Importantly, it has also dispensed with the need for jacking up or mooring in order to gain time savings and deepwater capability.

Operations are therefore underpinned by dynamic positioning, and this is where the energy storage solution comes into play explains Ulstein Design & Solutions BV's OHT project manager and lead naval architect Dolf Manschot.

Firstly, it can stand in for the spinning reserve, enabling one of the engines to be switched off as, given a failure, the batteries take over while another starts up and gets into its stride.

Secondly, DP operation on a vessel this large entails a significant electrical draw. So, while peak shaving is more usually associated with transits, here it's to be used to lift the top off the demand from all seven thrusters that keep the vessel on the spot during installations.

But the energy storage will have an even wider remit on the second of Ulstein Design's big hybrids that's expected to be contracted this year. This will be the 185.4m long Jumbo heavy lift crane vessel, Stella Synergy, which is to have 22MW of installed power onboard (including DF/LNG engines).

Although the fine details are not yet available it's clear that there are a lot of onboard consumers that could be looking for a peak-demand feed from the energy storage system: first of all, it's also a DP2 vessel, but the onboard kit also includes a 2,500t main crane, a 400t active heave compensated subsea crane and a 22m-diameter carousel hold. Therefore as Ulstein's MD Edwin van Leeuwen confirms, “the peak shaving [capability] on the Jumbo vessel will be used for DP and lifting operations”.

However, fully diesel-electric systems like these cope with very varied demands - and sizing is even trickier: “You have quite a wide power range to cover - and you need to determine when to use the battery and what it's needed for, in advance,” says Manschot.

In fact, dig in a little, and even peak-shaving and spinning reserve requirements point in slightly different directions, says Susanne Lehner of MAN ES. “With peak shaving, you are generally looking at smaller, shallow cyclesand higher power, but when it comes to spinning reserve, you need deep cycling at full power to buffer the engine start-up for several minutes,” she explains.

It's a balancing act. On the one hand, peak shaving can flicker in and out, catching any extra demand and if the sizing is done carefully, it might be possible to install a relatively small battery, sized for quick-access power density. On the other, spinning

22 | FEBRUARY 2019

Image: Ulstein Design & Solutions BV

Any doubts that times have changed should be resolved by a look at the big commercial hybrids currently shaping up, writes Stevie Knight. And no, for once we are not talking about cruise ships

reserve redundancy (sized for overall energy capacity) mostly just sits there, waiting to respond to a drop-out.

Moreover, any guess on how much of the time a ship will need to use this redundant capacity is really just that... a guess.

So, what exactly are the parameters for scaling the backup?

That's a trickier call than it initially appears. It's technically possible to undersize this element (tempting because you can cycle the batteries for a short time at a higher C-rate than the stamp on the case), but it should be noted that any use will impact the cells' lifetime. Even slightly deeper discharge cycles than initially dimensioned, will affect the cells' state of health.

Still, cover all the targets, and you're popping up costs.

Despite this, a very approximate, rule-of-thumb guide comes from Lehner's colleague, Carina Kern who says, when pressed, “start by considering scaling the spinning reserve to equal one of the engines you are replacing”.

8 Offshore Heavy Transport (OHT) is a customised Ulstein design able to carry huge monopiles to site... and it's a hybrid

BULK AND CONTAINER SHIPS While it can be argued that sophisticated, diesel-electric vessels are the natural inheritors of battery systems, it has a far broader appeal. It can also take the load off onboard auxiliary gensets for bulk carriers and containerships.

MAN ES is presently studying the business case for hybridisation of these workhorses. This may not always apply to the super-bloated VLCCs ploughing the Far East trades, “but it should be interesting to feeder-sized vessels that stop off in port every day or a couple of times a week”, explains Kern.

In contrast to the steady transits handled by capable twostroke engines, harbour operation gives the onboard power a far bumpier ride. To start with, Kern points out that “during thruster manoeuvring there's a higher risk from a single genset failure so normally you'd want at least two auxiliaries running”.

Moreover, the ship's cranes can drive considerable fluctuations in the power requirement. While it's possible to alternate loads with a smart system says Kern, this can slow down operations. As a result, cargo ships generally tend to keep a pair of gensets on the go even at berth.

Interestingly, the potential customer base was spotted early.

A DNV project back in 2014 focused on the auxiliary engines of a 50,000dwt open-hatch carrier owned by Grieg Star - though

For the latest news and analysis go to www.motorship.com/news101

at the time of the original research fuel prices were so high that it seemed like a no-brainer.

Despite the dramatically changed economics, a more recent bulker study by MAN ES has revisited the idea. This investigates the potential for supporting four 30.5t onboard cranes with batteries: as each of them draws up to 228kW, peak demand could sporadically reach a hefty 900kW. It all adds up to good reason to install an energy storage system believes Kern, as that will allow the ship to cater for the various requirements while only running a single auxiliary. More, there's also the potential for recouping energy from the lowering motion.

However, the focus is slightly different now. Lehner points out that the load profile can be remarkably fast-changing “resulting in very steep load ramps and engines switching on and off quickly”.

That, she explains, has implications for the lifetime of the entire power installation: this kind of treatment stresses both rotating machinery and associated components. Therefore covering the ramp rates and fluctuations, she says, “is not a matter of fuel saving alone, you can reduce the maintenance burden substantially across the whole system”.

For container vessels, there's also the wild card - the reefers.

If a ship is kitted out for a sizeable reefer population, “the auxiliary gensets will be over-dimensioned for everything else”, says Kern. It's a fairly sizeable demand, she explains: “Since you are typically looking at around 7kW per reefer, slots for 300 of them means over 2MW onboard.”

However, reefer patterns can be wildly erratic: depending on trading season or routes not all the slots may be filled and on top of this, there's the environment: “Voyages in tropical conditions are going to need more refrigeration than, say, those in Northern Europe,” adds Kern.

‘‘

With peak shaving, you are generally looking at smaller, shallow cycles and higher power, but when it comes to spinning reserve, you need deep cycling at full power to buffer the engine start-up for several minutes Environmental legislation is starting to reshape what's available at the pump - the impact of the oncoming 2020 sulphur fuel cap has been widely reported, but there are other emissions regulations on the way. What's less obvious is the potential for energy storage systems to assist in the transition.

For example, Van Leeuwen notes that “bi-fuel gas engines can - under some circumstances - have the tendency to fall back to MGO/MDO given rapidly varying loads”.

However, as Lehner explains, some new fuels could exacerbate these existing issues. Ships utilising gases such as LPG and ethane are just coming into the market, but the further we look into novel fuel types, the more the combustion characteristics vary and this heightens the potential for a missed step when the demand on the engine changes particularly fast.

As she points out, a battery bank might be useful in supporting the transient loads.

FORWARD PLANNING Is it critical to have the energy storage element nailed to the last detail before committing to a hybrid construction? The answer seems to be yes... and no.

Image: MAN ES

HYBRID PROPULSION

8 Hybrids lend flexibility to a variety of operations

On the one hand, Lehner says there are “numerous parameters to achieving the right combination of battery capacity and engine size”, the basis for any successful analysis reaching far beyond the normal requirement. It means delving far into the operating profile, “not just the individual time spent on each activity, but also the most likely accompanying weather and environmental conditions”, she explains.

But once you have that outline, perhaps there are reasons to delay. Firstly, vessel construction contract lengths are usually in the order of a couple of years, and that's a long time in the world of battery development, so as Manschot says, “basically, you make the choice of battery as late as possible in the process in order to take advantage of the most recent developments”.

Secondly, it's possible to plan for a certain amount of wiggle room: “If you are trialling a few batteries onboard as a starting point but you believe the operation could eventually benefit from a larger installation, it's possible to design-in that option,” says Manschot.

“Although if you are aiming at raising capacity, you still have to make a guess on how much might be required in future, as the equipment, converters, connection points - in fact, all the associated electrical equipment - has to be either sized to handle it... or made modular so everything can be swapped over.”

This entails balancing cost and efficiency against the ability to move the goal-posts. “That's the puzzle that needs to be solved,” says Van Leeuwen. “We want the vessel to be ready for the future, incorporate the latest battery technology, but we also want to make the system as efficient as possible.”

REGENERATION While having batteries onboard will often yield important advantages, such as noise reduction and redundancy, it's not a case of 'one-size-fits-all': for example peak shaving demands a very different set of characteristics to power regeneration from large cranes.

So, while other heavy installation ships might still make a different choice, the OHT vessel won't be recouping lifting energy. There's the matter of finding a crane manufacturer willing to supply the regeneration option on a crane with enough capacity: in the case of the OHT ship this came to 3,000t.

But most importantly, Van Leeuwen points out that you might end up paying dearly for what you get back. “Realistically, crane ships don't lower stuff very often with the main block, so you need to be careful there: though you might want to take back some of the energy, actually sizing the batteries for that particular reason means you have to ask realistically, how cost efficient is it?”

For the latest news and analysis go to www.motorship.com/news101

FEBRUARY 2019 | 23

HYBRID PROPULSION

SCHOTTEL: NEW MECHANICAL HYBRID SOLUTION FOR THRUSTERS Schottel, the German-based propulsion specialist has developed a mechanical hybrid solution for thrusters, improving engine loading and optimising utilisation during light operation

For short operation times when full propulsion power is needed, the connection between the two thrusters is disengaged and each main engine is engaged to each thruster.

In fire-fighting mode, the main engine is used to drive the pump through its front power take-off The SYDRIVE-M solution allows the mechanical connection to be changed when full power is required. For short operation times when full propulsion power is needed, the connection between the two thrusters is disengaged and each main

Credit: Schottel

Schottel has submitted a patent application to cover its new mechanical hybrid solution. The solution, which draws on Schottel's Y-Hybrid thruster technology, mechanically connects two azimuth thrusters with one of the main engines on workboats and tugs during periods of light operation.

Conventional hybrid propulsion systems are normally configured with two independent power sources per propeller, typically a main engine and a smaller electric engine, to manage the periods of time spent with low engine loads.

engine is engaged to each thruster. In fire-fighting mode, the main engine is used to drive the pump through its front power take-off.

Allowing one of the main engines to be idled during light operation, which accounts for 90% of workboat activity, reduces operational hours for each of the main engines. In addition, each main engine benefits from better loading during light operation compared with current operation.

Schottel's solution eliminates the need for additional electronic components or an additional gear box.

8 Schottel SYDRIVE-M in light operation mode

Rolls-Royce and UK-based yacht manufacturer Sunseeker International will present the first yacht fitted with an MTU series production hybrid propulsion system in 2020.

The new Sunseeker yacht will have an integrated MTU hybrid propulsion system.

The system comprises two 12-cylinder MTU Series 2000 diesel engines, on-board generators, electric propulsion modules, transmission system, batteries, control and monitoring systems.

The yacht will allow users to choose between six different operating modes, enable all power sources to be used as required. Sunseeker and MTU will present the new hybrid propulsion system at Boot Düsseldorf in January 2019.

Knut Müller, Head of Marine and Government Business at MTU, said: “The combination of diesel engines and electric motors, in addition to batteries and their variable areas of application, offer yacht owners significant benefits.”

24 | FEBRUARY 2019

8 The system comprises two 12-cylinder MTU Series 2000 diesel engines (each delivering around 1,432 kW/1,947 hp)

Credit: MTU

MTU to provide hybrid propulsion for production yacht

For the latest news and analysis go to www.motorship.com/news101

Hilton Hotel, Stamford, CT, USA Tuesday-Thursday, 2-4 April 2019

The largest shipping event in North America www.cmashipping2019.com

BALLAST WATER MANAGEMENT

ALFA LAVAL TO APPLY TO LOWER USCG HOLDING TIME Anders Lindmark, Head of Alfa Laval PureBallast, was upbeat about the market outlook when The Motorship interviewed him in January 2019 Orders in hand compared with the previous year make 2019 look promising for PureBallast.. The focus of the interview was on the regulatory environment, coming in the wake of President Trump's decision to approve VIDA. One of the advantages of the 15 years that Alfa Laval has spent developing its PureBallast UV (ultraviolet) ballast water management system was that the company had developed a deep understanding of the specific requirements of ballast water filtration systems, and of the requirements of meeting regulatory standards.

“We were an early entrant to the market, and sold our first units before there was any regulatory requirement to install ballast water management systems,” Anders Lindmark said.

Lindmark welcomes the rigour of the USCG Type Approval process and the IMO's revised G8 process. The company received its initial IMO certification in 2007 and has subsequently received its US Coastguard and IMO revised G8 approvals for its PureBallast system.

“Our company's goal remains to provide high quality ballast water management equipment to the market, to help our customers to fulfil the demands of regulation.”

‘‘

We have been preparing for the increase in orders in 2019 since last year. Our ambition is to be quick to provide systems to meet customer requirements HOLDING TIME APPLICATION Lindmark noted that Alfa Laval was currently addressing its USCG Type Approval holding time, which at 72 hours [for saline, brackish and freshwater] has been longer than competitor BWMS systems.

“We finalised our testing in October in order to submit an application to eliminate the holding time limitation”, Lindmark said. The testing and the analysis was conducted in conjunction with DNV GL and was completed in December. The company is in the process of submitting an application to update the holding time.

The removal of the holding time restriction will increase the system's competitiveness in the North American market, and the Great Lakes and St Lawrence Seaway network in particular.

As a leading supplier of UV BWMS systems in the marketplace, shipyards around the world are familiar with the requirements of retrofitting Alfa Laval's PureBallast system. Just as importantly, Alfa Laval has the manufacturing capacity and the resources to fulfil its customers orders rapidly.

“We have been preparing for the increase in orders in 2019 since last year. Our ambition is to be quick to provide systems to meet customer requirements”, Anders Lindmark said.

26 | FEBRUARY 2019

AFTER-SALES AND TRAINING Alfa Laval can offer its customers a broad range of services, ranging from after-sales through to crew training. Alfa Laval already offered crew training at its headquarters in Stockholm, but plans to open three further training programmes in Houston, Manila and Mumbai to create a network close to its customers.

These programmes are in addition to Alfa Laval's existing virtual training and on board training services.

“A lack of training is unlikely to be accepted as a mitigating factor for non-compliance by the marine authorities,” Anders Lindmark said. Although the system itself is designed to be user-friendly, the crew members also need to understand why and when the system should be used.

The introduction of system design limitations (SDLs), as well as the requirement to record them, for systems installed after 28 October 2020 will increase workload requirement for ship crews.

USCG VIDA One area where regulatory reform may actually reduce the administrative burden on BWMS manufacturers is the recent VIDA reform in the US. Although the process of overhauling the existing USCG Type Approval process could take anywhere between two and four years, the new system is likely to accept the is the most probable number dilution-culture method, or MPN method, alongside the existing CMFDA/FDA vital stain method, which measures esterase (cellular enzyme) activity.

“We welcome VIDA”, Anders Lindmark said, noting that this would have a major impact on UV treatment systems in North America. The CMFDA method had previously disadvantaged UV systems compared with electro-chemical or heat treatment-based processes.

Further regulatory changes ahead could represent a step towards a possible harmonisation between the USCG and IMO standards, although the larger challenge for the IMO and the USCG will be how to measure compliance, including compliance with discharge requirements.

8 PureBallast reactor family2 shadow

8 Anders Lindmark

For the latest news and analysis go to www.motorship.com/news101

7 th

EDIT ION

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Jeremy Nixon Chief Executive Officer, Ocean Network Express (ONE)

Liv Hovem Chief Exective Officer DNV GL - Oil & Gas

Søren Toft Member of the Executive Board and Chief Operating Officer, A.P. Møller – Mærsk A/S

Neil McGregor Group President & Chief Executive Officer Sembcorp Industries

George Procopiou Chairman Dynacom Tankers Management

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BALLAST WATER MANAGEMENT

OPTIMARIN REPORTS RECORD EARLY ORDER SURGE Ballast water treatment (BWT) specialist Optimarin revealed today that 2019 is set to be a record year, with the orderbook currently five times the size it was at this point in 2018 CEO Tore Andersen says he expects revenues to double yearon-year. This will surpass the company's achievements in 2018, when it sold more than 100 systems and set a new revenue record.

With the most recent orders taken into account, Optimarin has now sold close to 700 of its Ballast Water Treatment Systems. Of these, more than 500 are installed and operational, of which approximately 250 are retrofits.

Stand out agreements in 2018 included signing a 36 system fleet deal with Ardmore, being selected for the USCG's newbuild Offshore Patrol Cutter programme, extending its relationship with Saga Shipholding, securing new installations with Royal Caribbean, and moving into the aquaculture segment with a contract for DESS Aquaculture newbuild wellboats.

‘‘

This is an overnight success that's been 25 years in the making . . . I've been asked how have we managed to suddenly boost sales in this way. But that 'sudden' surge is the result of many years of dedication, investment and total focus on BWT 2019 has already seen a host of new contracts signed, encouraging Andersen to aim for a 100% year-on-year sales increase for 2019.

“This is an overnight success that's been 25 years in the making,” he says. “I've been asked how have we managed to suddenly boost sales in this way. But that 'sudden' surge is the

result of many years of dedication, investment and total focus on BWT. We have patiently developed the market's most reliable, simple and effective UV technology - a technology that is tried and tested like no other, with no major overhauls or iterations in the last ten years. That means we, and our customers, have complete trust in it, knowing the system inside out. It is easy to use, easy to operate and easy to rely on."

Alongside its full IMO and USCG compliance, Optimarin has certification from a comprehensive range of classification organizations, including ABS, BV, DNV-GL, LR & MLIT Japan.

Current customers include Royal Caribbean International, Fednav, GulfMark, Hapag Lloyd, Matson Navigation, McDermott, the Danish Navy, MOL, Seatruck, Technip, and the Royal Netherlands Navy, amongst others.

8 Optimarin’s UV ballast water treatment system

Finland-based Evac Group, a provider of integrated waste systems, acquired Transvac Systems, a UK business specializing in the distribution and servicing of wastewater treatment systems in January.

It is hoped that the acquisition will allow Evac the opportunity to market its cleantech systems to the Royal Navy, with which Transvac has a long track record as a supplier. Transvac was previously a distributor of Evac's products. Transvac has also completed a number of projects for the offshore oil industry.

The company also has gained substantial

28 | FEBRUARY 2019

experience in sales of ballast water treatment systems for the retrofit and newbuild markets in the UK and have been actively involved as a stakeholder in recent projects for the Royal Navy and Royal Fleet Auxiliary.

On 7 February, Evac Group announced that it was acquiring Virtus, a northwest Germany based business which also specialized in the servicing of wastewater treatment systems. Virtus also had a previous business relationship with Evac and was familiar with Evac’s products. Virtus also has strong existing relationships in the important ports of Hamburg, Bremen and Bremerhaven.

Credit: Evac

Evac integrates wastewater product distributors

8 Evac’s Evolution ballast water management system

For the latest news and analysis go to www.motorship.com/news101

BALLAST WATER MANAGEMENT

8 A BIO-SEA skid-mounted B03-450 ballast water management system

Credit: BIO-UV

In a presentation at the company's headquarters, BIO-UV chairman Benoit Gillmann identified sales to vessels with lower ballasting flow requirements, such as OSV and PSV vessels, megayachts, cruise vessels, RoRo and RoPax vessels and naval logistical vessel as the key to achieving this share of the global market.

BIO-UV has sold 134 units of its UV-C and filtration BWMS system, BIO-SEA, with the majority of its sales going to lower flow vessels, which Gillmann describes as the company's “core market”. While BIO-UV has developed close relationships with a number of Frenchspeaking customers, including container operator CMA-CGM, Louis Dreyfus Armateurs, as well as the auxiliary vessels for the French Navy, around half of its sales have gone to customers outside France, including A.P MollerMaersk and auxiliary vessels for the Dutch and German navies.

BIO-UV has a track record in the cruise ship segment, and recently agreed a contract with international cruise operator MSC to fit 300m3/hour BIO-SEA units to six Meraviglia and World Class cruise ships to be constructed at the Chantiers de l'Atlantique's St Nazaire shipyard.

Gillmann expected UV BWMS providers to account for over 50 percent of the global BWMS market by 2024. BIO-UV expects the UV share of the market to reach USD15 billion, equally divided between BWMS manufacturers and the retrofitting costs for shipyards.

Vessels with larger flow requirements, such as tankers and bulk carriers, are likely to have a preference for other methods of meeting IMO and USCG requirements, as the energy requirements for electro-chlorination remain more competitive for such vessels compared with UV solutions.

A number of developments are likely to change the economics in the future, including developments in LED UV treatments, but these remain are unlikely to affect the market significantly before the window for the retrofitting of BWMS systems to existing vessels closes in 2024.

Gillmann speculated that UV treatments may be required as a separate step for other types of BWMS, noting that other methods struggle to deactivate cryptosporidium and giardia, while treatments that do not include a second pass through a UV system ignore the so-called repair phenomenon inside the ballast tank. However, Gillmann noted that shipowner fatigue with evolving regulatory standards was a factor in the backlog of orders in the market and called for a period of regulatory calm in order to give shipowners certainty.

“Shipowners need to understand that no “silver bullet” solutions are going to reach the market before 2024 - standing still isn't going to be an option. In fact, given the fact that we have 10,000 vessels chasing retrofitting berths at 250 odd yards, and that each retrofit requires ship design availability in addition to the yard, and

BIO-UV TARGETS LOWER FLOW SEGMENTS FOR GROWTH Montpellier-based French ballast water management system (BWMS) manufacturer BIO-UV plans to gain a 5 percent share of global ultraviolet (UV) BWMS sales by 2024, by concentrating on sales to lower flow segments of the market the BWMS suppliers have their own supply chains, delays are likely to be all but inevitable for late adopters,” Gillmann said.

BIO-UV has its own relationships with a number of shipyards, including a close relationship with Damen, and several shipyards in Asia, such as Keppel Singmarine. It remains open to establishing a deeper strategic relationship with a partner to improve its access to shipyards in the Mediterranean, the Arabian Gulf or further east, which it identifies as its target markets for growth.

The company was founded in 2010 and originally specialised in the manufacture of ultraviolet light water treatment equipment. It remains France's leading supplier in a number of water purification niches, and the BWMS segment accounts for less than half of the group's sales.

The company entered the BWMS market in 2010, and it has received USCG Type Approval and IMO G8 approval for its UV-C and filtration based BWMS system, BIO-SEA. Currently BIO-Sea has a 0-hour holding time for fresh

water, 24 hours for saltwater, and 72 hours for brackish water at full flow, although it plans to apply to remove its USCG holding times before Q4 2019.

The system features a parallel feed to the lamp, which is set within 1.8m long titanium tubes. The tube diameter means that two 22kW lamps can accommodate a full flow of 300 m3/hour at a similar energy consumption as other market-leading models. The vessels are designed to be resistant to vibration, minimising the shock effect on lamps and extending the lamps' operational lifetimes. The lamps are not physically cleaned by a wiper, reducing the risk of scratching, and similarly reducing opex. One feature of the system is the integral backwash filter, which eliminates the risk of blocking when pressure differences are inadequate.

8 Benoit Gillmann, chairman of BIO-UV, expected UV BWMS providers to account for over 50 percent of the global BWMS market by 2024

For the latest news and analysis go to www.motorship.com/news101

FEBRUARY 2019 | 29

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DESIGN FOR PERFORMANCE

UNDERWATER WING LIFTS FRENCH OPV FUEL EFFICIENCY

Credit: CMN shipyard

An underwater wing retrofitted to a 12-year-old French OPV reduced the ship's resistance, cutting fuel consumption by around one-fifth, and lifted its top speed by over one knot

The patented Hull Vane, an underwater wing which reduces the ship's resistance, was fitted to the French Coastguard's OPV Thémis at CMN Shipyard in Cherbourg, France, in summer 2018. Sea trials on 13 June 2018 showed a reduction in fuel consumption of 18% at 12 knots, 27% at 15 knots and 22% at 20 knots compared with the OPV's benchmark sea trials, which were conducted in January in exactly the same conditions. The top speed increased from 19.7 knots to 21 knots.

Yves Rouillé, Senior Naval architect at CMN, said: “We initially conducted a study with Hull Vane® on one of our series, the CL52 Vigilante, which is representative of many OPVs we have built over the years. Using Computational Fluid Dynamics (CFD), we identified excellent savings potential over the entire speed range.”

Pascal Brantonne, technical superintendent of the Affaires Maritimes noted: “We were very impressed with the fact that CMN, twelve years after delivery, still put so much effort in optimising the ship they built. An important part of the decision was that the Hull Vane® also improves the ship motions in waves, as we frequently sail in rough seas. This will certainly be appreciated by the crew.”

The device was specifically optimised by Hull Vane BV for the Thémis. Bruno Bouckaert, sales director of Hull Vane BV, said: “The Hull Vane® is basically a patented application of a hydrofoil on ships where you wouldn't expect one: steel and aluminium vessels which operate in the area between full displacement and

8 The French Coastguard’s OPV Thémis

planing mode, what we call fast displacement vessels. It works by creating a lift force from the upward flow at the stern. This lift force is angled forward and therefore not only lifts the vessel, but also pushes it forward. The Hull Vane® also reduces the stern wave, which is a form of energy loss, which we try to minimise.”

The Hull Vane for Thémis is the eleventh unit built, but it's the first one retrofitted on an Offshore Patrol Vessel, a ship type which Hull Vane BV expects to become one of their major markets. About a dozen studies and model tests have indicated similar savings percentages on patrol vessels, ranging from 25 metres to 108 metres. Thémis has a top speed of 21 knots, but most of the time she sails around 12 knots to save fuel.

The effect of the Hull Vane® on the wake behind the vessel can be clearly seen in the images alongside, which show the wake before retrofit on the left, and after retrofit on the right.

Taking into account the operational profile of the vessel, the annual savings amount to 20% of the fuel consumption, along with similar reductions in emissions of CO2, particulate matter, NOx and SOx. Pascal Brantonne: “We aim at reducing the greenhouse gas emissions of our fleet. The easiest way is to sail less or slower, but we already do so. If we would do it more, we would need more ships to carry out the same tasks. The challenge now is to find technical solutions which significantly reduce our emissions, and the Hull Vane® is certainly one of them.

Moreover, it's one that pays for itself by reducing our fuel costs.”

8 Wave profile at 15 knots without Hull Vane® (left) and with Hull Vane® (right)

For the latest news and analysis go to www.motorship.com/news101

FEBRUARY 2019 | 31

SHIP DESCRIPTION

TSUNEISHI AUGMENTS PROVEN BULKER RANGE

Credit: Tsuneishi Shipbuilding

Building on its record developing and producing bulker designs, Tsuneishi Shipbuilding delivered its first upgraded post-Panamax type from Zhoushan, writes David Tinsley

The 99,990dwt AGTR Ambition, launched in November from Tsuneishi's Zhoushan yard in Zhejiang province, denotes the extension of the TESS (Tsuneishi economical standard ship) portfolio. Designated as the TESS999, it combines increased deadweight with an advance in operational efficiency relative to the preceding TESS98 bulker class, hitherto the largest model in the series.

Continual product refinement in the most populous categories of deepsea mercantile vessels is one of the enduring strengths of Japanese shipbuilding groups, providing design added value for owners and charterers at competitive newbuild cost. Tsuneishi's Chinese production facilities, which complement its yards in Japan and the Philippines, give added edge to price competitiveness in the bulker category.

With main dimensions of 240m length, 39m breadth and 20.05m depth, the TESS999 retains the length and air draught of the TESS98 so as to confer the same degree of trading versatility through port accessibility, while being one metre beamier so as to ensure that draught is not penalised by the increased load capacity. Although the increase in absolute deadweight from the TESS98 is about 2,000t, Tsuneishi states that the capacity gain is some 4,000t at equivalent draughts.

The TESS98 was developed in 2008 as a post-Panamax bulker, whose width was nearly 7m greater than the maximum for transit through the Panama Canal prior to the expansion of the waterway with new, larger locks. At the time, the postPanamax bulkers were generally around 90,000dwt and 230-235m in length. The TESS98 offered the market new possibilities and versatility at 98,000dwt, on a length of 240m.

In developing the succeeding TESS999, Tsuneishi's design team analysed route and ship operating data for TESS98 bulkers,

32 | FEBRUARY 2019

8 Tsuneishi Zhoushan in China is readying the first of a new standardised variant of the largest TESS bulker design series

so as to further refine the concept, marrying this with a combination of energy-saving technologies and ensuring compliance with the latest environmental edicts. It has kept faith with MAN two-stroke, low-speed propulsion technology, whereby the main engine specified for AGTR Ambition is a model from the electronically-controlled G-series. Furthermore, Tsuneishi has incorporated proven and proprietary hydrodynamically-efficient elements, in the shape of the MT-FAST aft hull appendage and TOP-GR propeller. The cumulative effect of the engineering and design measures addressing energy savings is claimed to be in the order of 6% relative to the earlier TESS post-Panamax type.

The MT-FAST device consists of multiple fins attached to the hull immediately forward of the propeller. Developed by Tsuneishi in partnership with the Monohakobi Technology Institute, the arrangement adjusts the water flow to the propeller, recovering energy that would otherwise be lost in the rotational flow generated by the propeller. TOP-GR is also the outcome of an in-house initiative, resulting in a low-vibration, energy saving propeller with optimised blade number, diameter, aerofoil shape and blade geometric distribution.

According to shipbroking and research group Clarksons, Tsuneishi accounts for the greatest share of 65,000-99,999dwt bulkers constructed worldwide from 2008 onwards. While the shipbuilder maintains a diversified output, including Kamsarmax bulkers and other types of tonnage, the TESS series is Tsuneishi's most popular product line.

Since the introduction of the 40,000dwt TESS40 design in 1984, the programme has been continually expanded, and includes TESS35, 38, 45, 52, 58 and 64 sizes as well as the 98 and new 999 offerings. AGTR Ambition is registered under Panamanian flag to the account of Agritrans Shipping Company.

For the latest news and analysis go to www.motorship.com/news101

SHIP DESCRIPTION

CHINA BUILDS CAPACITY FOR ETHANE IMPORTS

PRINCIPAL PARTICULARS: JS Ineos Marlin Length overall 231.6m Length bp 225.5m Breadth, maximum 36.6m Depth 22.0m Draught, design 12.0m Deadweight c.50,000t Cargo capacity c.85,000m3 Cargo tanks 4 Min. design temperature -104˚C Main engine MAN 6G60ME-GIE Speed 16 knots Class DNV GL Each tank combines three cylinders into a single unit. By improving space utilisation in the holds, the Tri-lobe solution achieves 20% more loading capacity than a conventional, bilobe tank within the same hull dimensions. The smaller of the four tanks is of cylindrical type. Manufacture was undertaken in China by Jiangsu Watts Offshore & Engineering (WOE), a joint venture of Watts Gallop and Jaccar Holdings.

The arrangements confer a multi-gas carrying capability encompassing encompassing ethane, ethylene, propane, butylene, butane, vinyl chloride monomer (VCM), propylene oxide, propylene, butadiene, isopropylamine, propane/butane mixtures, and ammonia, and enable two different liquefied gases to be transported simultaneously. In the interests of expeditious turnarounds, the vessel is equipped with eight deepwell cargo pumps of nominal 500m3/h outturn capacity,

plus two booster pumps of similar performance. JS Ineos Marlin is powered by an MAN gas-injected, ME-GI two-stroke in its ethane-capable GIE version. The 6G60ME-C9.5 GIE dual-fuel engine is supplied with high-pressure gas by a proprietary pump vaporiser unit (PVU). Ethane fuel is derived from cargo vaporisation (“boil-off”) during the vessel's regular operation, and is stored in two deck-mounted cylindrical tanks. Ethane displays an emissions profile similar to that of methane, and contains negligible sulphur and lower CO2 compared to conventional liquid fuels.

The possibility to fall back on heavy fuel oil (HFO) confers a high degree of operational flexibility, and IMO Tier III NOx compliance is assured by virtue of MAN's exhaust gas recirculation (EGR) system.

Extracted from natural gas, ethane serves predominantly as a petrochemical feedstock for the production of ethylene, used as a basic component in the manufacture of many chemicals and plastics. The US shale gas revolution has created plentiful supplies of low-cost ethane.

INEOS was the first company to initiate intercontinental seaborne transportation of ethane, when the 27,500m3 JS Ineos Intrepid loaded a shipment from the Philadelphia area to Norway in March 2016.

The industry has already seen the advent of the VLEC, comparable in size to today's very large gas carrier (VLGC), and a hybrid of LNG and LPG carrier types. The first VLEC was the 228-metre, 87,000m3 Ethane Crystal, handed over by Samsung Heavy Industries in 2016 as the lead ship in a series booked by Indian conglomerate Reliance Industries and managed from Singapore by MOL Tankship Management Asia.

The Ethane Crystal class is based on membrane cargo tank technology developed by Gaz Transport & Technigaz (GTT), the pre-eminent player in LNG containment systems

For the latest news and analysis go to www.motorship.com/news101

8 Dalian-built very large ethane carrier (VLEC) for US-China shipments

8 Tri-lobe cargo tanks for the 87,500m3 multi-gas/ ethane carrier Photo courtesy of JHW Engineering

Constructed by Dalian Shipbuilding Industry Company(DSIC), the 232-metre JS Ineos Marlin is the first of a Chinese-financed pair vested with the capability to transport a range of liquefied gases at temperatures down to the minus 104˚C necessary to maintain ethane in a liquid state.

The vessels have added technical significance by way of the incorporation of high capacity, Tri-lobe independent cargo tanks, and for the use of MAN dual-fuel, two-stroke propulsion machinery capable of burning ethane.

Categorised as VLECs (very large ethane carriers), the newbuilds were contracted on the strength of a long-term contract signed in 2017 by the London-headquartered, multinational chemical company INEOS with Singapore-based SP Chemicals for the supply of US shale gas-derived ethane.

Cargoes will be delivered to SP's new gas cracker at Taixing, on the Yangtze River in Jiangsu province.

The Luxembourg-based Jaccar Group was entrusted with management of the newbuild project, while Evergas of Denmark is responsible for operation and commercial management of the ships. Vessel and gas plant design was undertaken by the German company HB Hunte Engineering.

JS Ineos Marlin embodies four cargo tanks, the three largest of which each offer a volume of around 23,000m3 and employ the Type C, Tri-lobe design developed by JHW Engineering & Contracting in cooperation with the Hartmann Group of Germany.

Photo courtesy of JHW Engineering

A new chapter in the seaborne ethane market opened following the January handover of an 85,000m3-capacity liquefied gas carrier for shipments from the USA to China, David Tinsley writes

FEBRUARY 2019 | 33

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COMING UP

FEBRUARY 2018

Vol. 99 Issue 1156

Taking charge:

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APRIL News review, Leader Briefing, Ship Description, Design for Performance, Regional Focus – Greece, Two-Stroke Engines, Thrusters and Propulsors, Emissions Abatement, 50 Years Ago

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36 | FEBRUARY 2019

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50 YEARS AGO

AUTOMATION CUTS MANNING LEVELS The international magazine for senior marine engineers EDITORIAL & CONTENT Editor: Nick Edström editor@motorship.com News Reporter: Rebecca Jeffrey rjeffrey@mercatormedia.com Correspondents Please contact our correspondents at editor@motorship.com Bill Thomson, David Tinsley, Tom Todd, Stevie Knight

Automation was the controversial topic in The Motor Ship, February 1969. The editorial lead article called for ‘common sense’.

The subject was no longer seen as a mystique – most ships being built then included some form of automation, although it was admitted that the automated ship, in the sense that it could cast off, navigate and avoid collisions did not exist. In fact it has taken those 50 years to get to a point where a few ships are indeed capable of operating with such a degree of autonomy.

The problem seemed to be that the installations thus far were expensive, complex and left something to be desired in terms of reliability. The promised reduction in manning levels, and thus savings in crew costs, had simply resulted in higher payments to repair establishments ashore.

Nevertheless, it had to be accepted that automation was seen as the way forward. A standardised approach was seen to be required, rather than the custom-built solutions that had been on offer. The equipment had to be made to marine standards, rather than industrial. And automation needed to be treated as a branch of contemporary marine engineering, rather than as a ‘black art’.

Elsewhere, the state of the marine engine world came under the microscope. The first ‘super large bore’ engines – i.e. cylinder bore of 93cm and above - were entering service. B&W had picked up most orders, followed by Sulzer and Fiat. Power output seemed modest by today’s standards, the most powerful engine

8 Duke of Holland – designed for cross-Channel heavy trailer freight

on order being a Mitsubishi-Sulzer 9RND105 rated at 36,000bhp, destined to propel one of the new generation of large, fast container ships. MAN, however, had an even more powerful engine on the drawing board; the KSV105, which would develop over 5,000bhp per cylinder. Doxford’s latest opposed piston designs, though, were said to be capable of matching the superlarge bore conventional engines in terms of power per cylinder, and offered advantages in weight and size.

Medium speed engines were considered to offer advantages of flexibility, reliability and compactness in multi-engine installations, which were seen as the way forward for the ever-larger ship types. Fairbanks Morse in the US had produced opposed-piston engines rated at over 1000bhp per cylinder, a specific output likely to be matched by a conventional design from MAN. Gas turbines were still not being discounted, while for the highest power requirements nuclear was seen as a viable option.

Despite the growing bulk of deep-sea ships, the main ship descriptions were given over to smaller vessels. Trailer-borne cargoes were seen as increasing in importance on short-sea routes, and a specialised ro-ro, the Duke of Holland, had been built in the Netherlands for such traffic, to operate between Scheveningen and Great Yarmouth. The route was dubbed ‘Norfolk Line’ – which would later develop into container as well as more diverse ro-ro operations – and specialised in transporting horticultural produce though the new ship was equipped for other cargoes, including livestock transport. The ship was designed primarily to carry heavy road trailers, 10m long and weighing up to 36 tons, loaded via stern ramps. The modest size of 75m length overall and 1050 dwt was selected to take advantage of Dutch regulations allowing sub-75m ships to operate with reduced manning levels, in the case of the Duke of Holland the full complement was 12, although she could operate with fewer. Rather than a full automation system, the unmanned engine room was equipped with a comprehensive alarm system.

Main propulsion was a MWM engine rated 2,400bhp at 500 rpm, driving a Lips CP propeller via a L&S gearbox.

Production Ian Swain, David Blake, Gary Betteridge production@mercatormedia.com SALES & MARKETING t +44 1329 825335 f +44 1329 550192 Brand Manager James Murdoch: jmurdoch@motorship.com Regional Representatives Lucy Clifford (Americas) lclifford@mercatormedia.com Marketing marketing@mercatormedia.com EXECUTIVE Chief Executive: Andrew Webster awebster@mercatormedia.com TMS magazine is published monthly by Mercator Media Limited Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK t +44 1329 825335 f +44 1329 550192 info@mercatormedia.com www.mercatormedia.com

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8 Fiat’s super large bore diesel on the test bed

38 | FEBRUARY 2019

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