DNV warns that limited biofuel supply may hinder the maritime industry's decarbonization efforts, despite their potential to reduce emissions.
35 BIO-UV new water treatment solutions
BIO-UV Group expands its maritime portfolio with advanced water treatment solutions for cruise and ferry ships, including UV disinfection systems for swimming pools, spas, and potable water.
35 CMA CGM use EnviroPac
CMA CGM becomes first customer for Wärtsilä's EnviroPac, a new engine feature that slashes methane emissions by 50% while meeting IMO Tier 3 NOx standards.
7 Leader Briefing
Econowind has appointed Chiel de Leeuw as its chief commercial officer as another wind propulsion player looks to make hay.
32
Ship Description
Brittany Ferries' new Saint-Malo, an E-Flexer ro-pax ferry signals a transformation in the company’s operations.
34
Design for Performance
Royal Wagenborg’s new EasyMax vessel for liquefied CO2 transport, marking a significant step in the development of short-sea shipping for CCS projects.
38 50 Years Ago
The January 1975 edition of The Motor Ship predicted the future of shipping in 1985.
12 2026: An inflection point for wind propulsion
The industry anticipates exponential growth, driven by increased installations, fleet-level ordering, and a growing regulatory push.
14 Onboard carbon capture advances towards commercialisation
Shipping industry explores exhaust gas cleaning systems with integrated carbon capture technology to meet decarbonization targets.
18 Potent icebreaker for Russian artic
Russia's latest nuclear icebreaker, Yakutiya, with 60MW of propulsive power, strengthens the country's Arctic ambitions,
26 Operational demands focus BWT market on future compliance
The BWT market is evolving, with manufacturers focusing on after-sales service and new technologies as they adapt to stricter regulations and operational demands.
& Future Fuels Conference will 17-19 November 2020 in Hamburg, Germany. propulsionconference.com The Motorship’s Propulsion and Future Fuels Conference will take place this year in Hamburg, Germany. Stay in touch at propulsionconference.com
VIEWPOINT
DAVID STEVENSON | Editor dstevenson@motorship.com
Charting the course for 2025
As we kicked off the year, we asked some of the key players in the maritime world questions as to what’s in store for 2025, ranging from key developments in propulsion systems to the evolving regulatory framework. Read their thoughts and insights from page 10 in this issue
Given FuelEU Maritime began in earnest this year, shipowners and operators will be clambering to decarbonise their fleets. Alternative fuels is one option, although with the regulation’s well to wake methodology this makes sourcing truly green fuels more difficult and crucially more expensive. There are a number of measures that can be deployed while we wait for the market dynamics to suit a next generation of fuels though. On page 14, Wendy Lauersen gives us an update on where we are with wind-assisted propulsion and the variety of vessels it’s applicable to looks to be growing exponentially. Everything from cruise ships to bulk carriers and tankers are harnessing the power of the wind.
Another area that can drastically reduce shipping’s carbon footprint but is not reliant on alternative fuels is the use of onboard carbon capture. Former editor of The Motorship Bill Thomson looks at how existing exhaust gas cleaning technologies are being tweaked to remove carbon which can then be sold to other industries such as horticulture. Like many environmentally driven initiatives, costs are often prohibitive so Bill looks at how the makers of onboard carbon capture and storage technology are refining their designs to make them commercially viable. The results are interesting.
The use of scrubbers comes up again in this issue although this time in a more controversial way. This year sees a ban on the use of open loop scrubbers, already in place in many places, being extended to key jurisdictions such as Denmark. We asked the Clean Shipping Alliance for its view on the ban and whether there is any basis for it. The answers are illuminating as is the reference to how exhaust gas cleaning systems (scrubbers) are crucial for the uptake in onboard carbon capture technology. It goes so far as to say that scrubbers are essential for use while we wait for e-fuels to come online.
The pursuit of future fuels is something the entire industry is behind but this issue shows that there are other, viable options available in the interim. One type of propulsion which is etched deep into the public’s consciousness and a tad infamous is of course nuclear. Nuclearpowered shipping has been around for generations although largely seen in military applications. ABS’ Jin Wang writes a heartfelt plea to the maritime world to consider nuclear propulsion away from simply carrying their similarly unstable isotopic relatives in warheads deep under the sea to using it for everyday applications, such as to power an LNG carrier. Public perception seems to be the main issue with this otherwise clean power source and perhaps seafarers are concerned with working close to a nuclear reactor for fear of turning a fluorescent shade of green. But the technology seems sound.
David Tinsley is on hand as always to provide readers of The Motorship with what they really want and that is highly detailed descriptions of very large ships. Read his profile of Britanny Ferries new hybrid vessel, the Saint-Malo on page 38. David also sheds some light on the CMAL-Ferguson debacle surrounding the LNG-fuelled Glen Sannox, a story that featured in the mainstream media at the start of the year.
DNV warns of biofuel supply issues
Biofuels play a critical role in decarbonising the maritime industry, but their growth may be limited by supply, warns DNV.
The classification society’s latest white paper, ‘Biofuels in Shipping’, highlights the growing potential of biofuels like FAME (Fatty Acid Methyl Esters) and HVO (Hydrotreated Vegetable Oil) in reducing greenhouse gas (GHG) emissions. These biofuels offer a significant opportunity for the shipping industry to transition towards cleaner energy sources and meet global climate targets. However, despite their promise, the uptake of biofuels in shipping has been limited.
In 2023, the maritime sector consumed just 0.7 million tonnes of liquid biofuels, representing a modest 0.6% of global biofuel supply and 0.3% of the shipping industry’s total energy use. While these figures indicate limited adoption, biofuels remain a viable option for compliance with international maritime regulations such as the Carbon Intensity Indicator (CII), the European Union Emissions Trading System (EU ETS), and FuelEU Maritime. These frameworks aim to drive the shipping industry towards lower emissions and greater sustainability.
DNV warns that the growth of biofuels in shipping is constrained by the availability of sustainable biomass. “Biofuels present a promising decarbonisation option for shipowners, and it’s encouraging to see steady growth in the number of bunkering ports offering biofuels in recent years,” said Knut Ørbeck-Nilssen, Chief Executive, Maritime at DNV.
“However, the long-term future of the maritime biofuel market hinges on the availability of sustainable biomass at an affordable level, as well as competition with other sectors. Shipowners should, therefore, aim to explore energy efficiency measures and alternative fuels as part of their wider decarbonisation strategies.”
The white paper also underscores the importance of ensuring biofuels meet stringent sustainability and GHG reduction standards, supported by certifications such as the proof of sustainability. Additionally, the safe introduction of biofuels in shipping operations requires addressing key technical and operational considerations to mitigate risks.
Surveys and interviews conducted by DNV reveal that over 60 ports globally have engaged in biofuel bunkering operations since 2015. Singapore and Rotterdam stand out as major hubs, supplying about half of all biofuels to the maritime sector in 2023. These ports have become pivotal in advancing the adoption of biofuels.
The majority of biofuel consumption in shipping occurs through fuel blends. These blends combine established biofuels like FAME and HVO with conventional oil-based fuels.
The white paper provides a detailed overview of the main considerations for using these ‘drop-in fuels,’ including verifying quality, ensuring compatibility with existing ship systems, and managing performance. By addressing these factors, the maritime industry can unlock the potential of biofuels while navigating the challenges posed by limited supply and competition from other sectors.
■ Knut Ørbeck-Nilssen, CEO of Maritime DNV
BIO-UV new water treatment solutions
BIO-UV Group has expanded its portfolio with advanced water treatment solutions for the maritime industry.
Focused on the cruise and ferry markets, BIO-UV Group has adapted its BIO-SEA ballast water treatment system to develop a new range of marine UV reactors designed for disinfecting swimming pools, hot tubs, spas and potable water onboard vessels.
BIO-UV Group has adapted its UV CF TS reactor to treat recreational waters on board ships
“Warm pools, spas and hot tubs are particularly attractive to waterborne pathogens like the Legionella bacteria, and the Cryptosporidium parasite, both of which can be very harmful to human health, but the oftenoverlooked problem is chloramine, a by-product of the chlorine typically used to
Biofilm study
disinfect the water,” said Simon Marshall, BIO-UV Group’s deputy managing director.
“This is a major concern for cruise lines,” he added.
UV disinfection, unlike chlorine-based methods, eliminates by-products like trihalomethanes and chloramines, which can irritate the skin, eyes and respiratory system.
BIO-UV Group’s NSF 50 Cryptosporidium-certified UV CF-TS reactors use mediumpressure UV-C light to disinfect all recreational water on board ships.
“The reactors are specifically designed to disinfect recreational fresh and seawater, killing a minimum of 99.99% of all microorganisms, a kill rate far beyond the efficacy of chlorine,” said BIO-UV Group’s solutions director Maxime Dedeurwaerder.
“The technology also reduces chlorine levels by 75%, resulting
MOL JERA deal
in a better bathing experience, reduces water renewal times, reduces water heating and dehumidification costs, and limits corrosion.”
Additionally, the company has adapted its land-based UV technology for marine use, ensuring safe potable water by eradicating harmful microorganisms in drinking, cooking and bathing water.
“Access to clean drinking, cooking and recreational waters is vital for passengers and crews onboard and it must be free of any impurities before consumption,” said Dedeurwaerder.
“While there are stringent regulations in place to ensure that a ship’s fresh and sea water supplies are of the highest standard the most cost-effective way of achieving and maintaining water quality is with UV technology.”
Scienco/FAST BWTS
CMA CGM use EnviroPac
CMA CGM has become the first customer to benefit from reduced methane emissions using Wärtsilä’s new EnviroPac marine engine feature.
Wärtsilä said its new EnviroPac feature for the 34DF marine engine dramatically reduces methane emissions while meeting IMO Tier 3 NOx standards without compromising power output.
“We are working hard to minimise the environmental footprint throughout our fleet, and this latest technology from Wärtsilä provides strong support to these efforts,” said Xavier Leclercq, vice president of newbuilding at CMA CGM.
The EnviroPac feature slashes methane emissions by 50% compared to the standard Wärtsilä 34DF engine, supporting global efforts to cut greenhouse gas emissions from marine engines.
The EnviroPac feature, designed for both new builds and retrofits of Wärtsilä 34DF engines, aligns with EU regulations like the Emissions Trading System and FuelEU Maritime, reducing penalties and lowering operational costs.
Each of CMA CGM’s 9200 teu vessels will be equipped with two 6-cylinder and two 9-cylinder Wärtsilä 34DF engines featuring the EnviroPac system, alongside selective catalytic reduction (SCR) systems. The engines are set for delivery beginning in 2026.
BRIEFS
James Fisher LNG
Researchers at KTH Royal Institute of Technology have developed a model to predict biofilm growth on ship hulls, helping optimize cleaning schedules. Led by PhD student Cornelius Wittig, the study highlights how biofilm increases fuel consumption by up to 80%. Accurate predictions balance cleaning costs with fuel savings. The model has potential applications in various fields where biofilms are a concern.
Ports must be able to check the background of all vessels and show bodies such as OFAC that they have the technology to screen ships for suspected sanctions evasion
Mitsui O.S.K. Line (MOL) has signed its eighth long-term charter deal with JERA for a newbuild 174,000m³ LNG carrier, set for 2026 delivery. Built by Samsung Heavy Industries, it supports MOL’s net-zero goals under "Blue Action 2035" aiming to achieve net-zero emissions by 2050 while supporting the growing demand for cleaner energy sources like LNG. MOL is now the world’s largest LNG fleet.
Scienco/FAST and UniBallast have launched a portable version of the InTank filterless ballast water treatment system. Designed for up to 50,000 DWT, it simplifies ballast water management, ensuring regulatory compliance with ease. The system features a compact, scalable design, reducing downtime and maintenance, and can be shipped worldwide. It is housed in a 20foot container, ensuring efficient, (portable), and regulationcompliant water treatment.
James Fisher and Sons has ordered four advanced vessels from China Merchants Jinling Shipyard as part of its ‘Fleet of the Future’ strategy. The LNG dual-fuel tankers will reduce CO2 emissions and carry oil products and IMO Class II chemicals. Features include dual-fuel propulsion, optimised hull design, waste heat recovery systems, Delivery starts in late 2025, enhancing operational efficiency and sustainability.
Propulsion & Future Fuels is the longest-running technical conference in the ships & marine engineering sector providing senior executives with a meeting place to learn, discuss, and share knowledge of the latest developments in efficient propulsion technology and low flashpoint, low carbon fuels.
Econowind, a provider of wind-assisted ship propulsion technologies, has announced the appointment of Chiel de Leeuw as chief commercial officer (CCO). Chiel’s appointment marks a significant step in the company’s drive to revolutionise maritime sustainability and expand its influence within the global shipping sector
Chiel de Leeuw brings a wealth of experience and a strong track record in the maritime industry. His career includes senior commercial roles at Oceanco, the globally recognised builder of luxury yachts, and Damen Shipyards Group, one of the world’s largest and most respected shipbuilding companies. At Damen, Chiel was instrumental in leading sales and forging strategic partnerships, experience that will be crucial as he steps into his new role at Econowind.
As CCO, Chiel will lead Econowind’s commercial strategy, focusing on expanding the company’s global footprint and strengthening its position as a leader in sustainable maritime technology. His expertise in business development, sales, and strategic alliances is expected to accelerate Econowind’s mission to provide innovative, cost-effective solutions for reducing emissions in the shipping industry.
Frank Nieuwenhuis, CEO of Econowind, expressed his enthusiasm for Chiel’s arrival. “We are thrilled to welcome Chiel to the Econowind leadership team. His deep understanding of the maritime industry and his commercial expertise make him ideally suited to help drive our growth and scale our solutions. Our VentoFoils deliver the highest wind yield per square metre in the industry, and with Chiel on board, we are confident we can further support the industry’s transition to greener operations.”
Reflecting on his new role, Chiel de Leeuw said, “I am delighted to join Econowind at such a pivotal time for both the company and the maritime industry. Shipping is undergoing a fundamental transformation, and I am eager to contribute to Econowind’s vision of making maritime transport more
sustainable. It is encouraging to see the growing adoption of wind-assisted ship propulsion systems, and I am confident this will soon become standard practice in the sector.”
Chiel’s appointment comes as Econowind accelerates its efforts to meet the global shipping industry’s decarbonisation goals. The company’s innovative VentoFoils have already demonstrated significant success in reducing fuel consumption and emissions, offering shipowners and operators a practical path towards greener operations. Building on the success of its 16-metre suction wing sails, Econowind is now developing larger VentoFoils, measuring between 24 and 30 metres, to cater to deep-sea markets and enhance their impact.
Econowind specialises in advanced wind-assisted ship propulsion systems designed to harness wind power effectively, providing sustainable solutions for the maritime sector. By reducing fuel consumption and lowering emissions, the company’s technologies play a critical role in supporting the industry’s transition towards a greener future. With the appointment of Chiel de Leeuw, Econowind is poised to further its mission of transforming the shipping industry through innovation and sustainability.
The company’s Ventofoil is available in a few configurations. The company’s Flatrack Ventofoil is available in 10 or 20ft and can be transferred to other ships in a fleet. They can be installed in a single day. The company also provides fixed and containerised Ventofoils, with the latter being integrated with a ships’ hydraulics and control cabinets. They can be fitted during a port call for a container ship.
■ Chiel de Leeuw, chief commercial officer, Econowind
PREDICTIONS FOR THE YEAR
As 2025 began, we asked some titans of the maritime industry their views on big issues in the sector, from regulatory matters to developments in future marine fuels and engine developments
What are the most promising advancements in propulsion technologies that you foresee gaining traction in 2025, and how might they impact fuel efficiency and emissions reduction?
Roger Holm, president of Wärtsilä Marine and excutive vice president of Wärtsilä Coroporation: ”The most significant developments for 2025 will be in multi-fuel capable engines. Ammonia engines – which are dual-fuel as well - are moving from development to commercial deployment, while dual-fuel engines operating on LNG have achieved substantial reductions in methane emissions, down to as low as 1.1% of fuel use.
These propulsion advances, when combined with optimised systems and hybrid solutions, are delivering meaningful reductions in both fuel consumption and emissions. This is particularly relevant as fuel costs are projected to rise significantly by 2030.
Given the uncertainty around which alternative fuels will become widespread, fuel flexibility in propulsion systems is crucial. This explains why the industry is seeing increased ordering of vessels with multi-fuel capabilities.”
Jonathan Strachan, chief technical officer at consultancy Houlder: ”Whilst the range of dual fuel engines capable of operating on Methanol / Ammonia / Hydrogen in addition to MGO, has expanded over the last couple of years, the combination of FuelEU, a wider range of manufacturers and engine size, and earlier adopters proving the in service operation, could see this technology gaining traction in 2025.”
Gareth Burton, senior vice president global engineering at ABS: ”Nuclear power is a promising solution. In the short term we anticipate this will be used to produce electrical power, rather than for propulsion.
For the long term, a study designed to help industry better understand the feasibility and safety implications of nuclear propulsion and to support future development projects was carried out by ABS and Herbert Engineering Corporation (HEC). The results showed the transformational impact of a high-temperature, gas-cooled reactor (HTGR) on the design, operation and emissions of a 145,000m3 LNG carrier.
We also see continued interest in wind assisted propulsion and ABS has approved various technology for use on different vessel types. Most recently we granted Approval in Principle to OceanWings for its WAPs concept.
We have seen significant developments in battery technology, charging technology and shore-side infrastructure and foresee increased electrification, in particular for near shore and short haul applications.
Aside from the propulsion technologies, we anticipate further improvements in control systems including autonomous control systems. This includes battery management systems for vessel with batteries onboard and autonomous control systems.”
With the rise of alternative fuels like ammonia, methanol, and hydrogen, what challenges and opportunities do these fuels present for propulsion system designs and retrofits?
John Bergman, CEO of Auramarine: “The main challenges with the adoption of these future fuels are related to their high toxicity and the need for special fuel storage and handling requirements. Safe infrastructure, naturally, requires significant investment as well, which is another hurdle for shipowners.
“But at the same time, these alternative fuels also hold significant potential to reduce emissions, improve sustainability and meet industry decarbonisation targets; both through retrofitting existing vessels, as well as within newbuilds. In a multi-fuel future, whichever fuel ship owners opt for, the emphasis must be on delivering highly innovative and reliable fuel supply systems to ensure safety and operational efficiency.”
Roger Holm, president of Wärtsilä Marine and executive vice president of Wärtsilä Coroporation: “Firstly, when talking about sustainable fuels in maritime, it is important to talk about the space needed onboard a ship for the needed
■ Roger Holm, president of Wärtsilä Marine and executive vice president at Wärtsilä Corporation
■ Gareth Burton, senior vice president global engineering at ABS
endurance. Space on a ship is always optimised for maximum cargo or passengers. For methanol, the space needed is close to two times more compared to existing fuels, and for ammonia it is almost four times. This is still an acceptable compromise to decarbonise shipping. For hydrogen, however, the space needed is close to 20 times for compressed hydrogen. Along with challenges around storage and fuel supply, currently the market outlook for hydrogen in land-based applications seem stronger than marine-based applications.
More generally, whilst alternative fuels offer promising pathways to reduce emissions, their widespread adoption hinges on scaling up infrastructure and supply chains. During this transitional period, it will be essential to prioritise fuel flexibility and readiness for sustainable fuels. This approach will help establish the necessary foundation for the final push toward achieving net-zero emissions.
The good news is that many newbuilds and retrofits are already incorporating engines which can run on alternative when the fuel availability is there. These engines – such as dual-fuel engines - offer shipowners the flexibility to adapt to shifting market demands and emerging technologies without the need to make major modifications in the future. In the meantime, these engines allow operators to minimise emissions and ensure the most efficient energy utilisation during operations.
By preparing for multiple options, operators can lower the risk of stranded assets and make headway on the industry’s decarbonisation targets today.”
Jonathan Strachan, CTO of Houlder: “The challenges of alternative fuels are different in each case, but one common theme is the lower energy density by volume and mass (Hydrogen by volume only). This requires larger bunkers to carry the same amount of energy, and larger bunkers mean either larger ships or small cargo capacities. There is an opportunity for ship operators to look at the current bunkering patterns and reappraise what they need to do going forward, rather than operating as they have always done.
The challenges that specific alternative fuels present to designers are likely to lead to different uptakes of certain alternative fuels if different shipping sectors, for example we might see low uptake of ammonia in the passenger ship sector due to its toxicity.”
Stergios Stamopoulos, director of global sustainability at ABS: ”The rise of alternative fuels such as ammonia, methanol, and hydrogen, presents complex challenges and transformative opportunities for propulsion system designs and retrofits. A significant challenge lies in the physical and chemical properties of these fuels, which differ considerably from traditional marine fuels.
For instance, ammonia’s toxicity and corrosive nature demand robust safety measures and specialized materials for storage, handling, and bunkering, while hydrogen’s low energy density requires advanced solutions for onboard storage in either compressed or liquefied forms.
Methanol, though easier to handle, requires specialized fire detection and fighting systems due to the low visibility of its flame. For some of the alternative fuel options, their lower energy density means more frequent bunkering and less space for cargo.
These challenges increase the complexity and cost of retrofitting existing ships, as many legacy systems were not designed with such fuels in mind.
On the opportunity side, these fuels hold immense potential to decarbonise maritime propulsion, helping the industry achieve long-term regulatory compliance and
PREDICTIONS FOR 2025
sustainability goals. For new vessel designs, propulsion systems optimised for alternative fuels enable shipowners to prepare their fleets to align with zero-carbon shipping aspirations. Retrofitting older vessels to accommodate these fuels provides a pathway for operators to extend asset lifespans while meeting evolving environmental standards. Additionally, integrating these fuels with hybrid or renewable energy solutions, such as fuel cells or batteries, offers further opportunities to enhance efficiency and operational flexibility.
The adoption of alternative fuels will likely create a ripple effect across the value chain, driving advancements in fuel infrastructure, safety protocols, and crew training, thereby reshaping the maritime propulsion landscape.”
QHow do you see upcoming regulations, FuelEU Maritime perhaps the most pressing, shaping the development and adoption of propulsion systems in the near future?
AMartin Crawford-Brunt, emissions lead at Baltic Exchange and CEO of Lookout Maritime: ”FuelEU Maritime (FEM) has already influenced decisions on the adoption of propulsion systems, in particular, the decisions by liner companies and others to proceed with several new dual fuel LNG ship orders. These will predominantly be fitted with slow-speed 2-stroke diesel engines like the MEGI from MAN.
This is because, under FEM, these slow-speed 2-stroke engines produce a surplus compliance balance, which can be sold, banked or used to offset the negative balances from
■ John Bergman, CEO of Auramarine
■ Martin CrawfordBrunt, emissions lead at Baltic Exchange and CEO of Lookout Maritime
PREDICTIONS FOR 2025
conventionally fuelled vessels. By contrast, the same LNG fuel burned in a 4-stroke medium-speed engine produces a near-zero compliance balance under FEM, due to the increased methane slip. FEM is intended to accelerate the production and adoption of green fuels. However, any methanol or ammonia that is derived from a fossil source incurs significant penalties through FEM as a result of the very high WtT production factors in Annex II of the regulation.
Every metric tonne (VLSFO equivalent energy) of grey ammonia results in a compliance penalty of $755/tonne burned. For grey methanol, the compliance penalty is $342/t. By contrast LNG burned in a steam turbine propulsion plant is the most favourable option, given the complete combustion of LNG. This results in a surplus compliance balance of $475/ tonne (VLSFOeq) for these ships. All these costs need to be considered on top of the already high expected cost for these fuels.
Very few dual-fuel capable ships will be operated on EU voyages on methanol or ammonia until the green alternatives are both available and more affordable. This reduces access to vital experience building, training and safety familiarisation onboard and ashore, including for the bunker providers. FEM will also negatively influence decisions to invest an additional $10m-$20 million per ship for methanol or ammonia capability now, if there is any possibility they will trade to the EU.
Baltic Exchange has produced a free and easy to use FEM impact calculator, offering a quick and easy way to see the financial impact of this regulation across a selection of alternative fuels. The resources provided bring added clarity to the commercial implication of the increasingly complex emissions regulation.”
Stergios Stamopoulos, director of global sustainability, at ABS: ”Upcoming regulations like FuelEU Maritime initiative are poised to significantly influence the trajectory of propulsion system development and adoption. FuelEU Maritime, which aims to reduce the carbon intensity of maritime fuels, sets stringent limits on greenhouse gas emissions, incentivising the shift away from traditional fossil fuels.
Traditional energy efficiency technologies do not affect the carbon intensity, but merely reduce the amount of fuel consumed, and as such are no longer sufficient to ensure compliance. As these regulations tighten, shipowners and operators are under pressure to adopt low-emission/zeroemission propulsion systems to comply with emission thresholds and avoid penalties.
It also fosters innovation in fuel-flexible systems, capable of operating with a mix of conventional and alternative fuels to meet immediate compliance needs while ensuring longterm adaptability.
This regulatory framework is expected to accelerate the adoption of alternative propulsion technologies such as dual-fuel engines, electric and hybrid systems, and wind assisted propulsion.
Onshore Power Supply (OPS) will likely become mandatory for certain ship types and port calls, particularly in regulated areas. The inclusion of carbon capture technologies in the IMO’s developing Life Cycle Assessment (LCA) guidelines suggests that these technologies could gain traction as a means of reducing a vessel’s carbon footprint, although questions of lifecycle emissions of carbon capture technology itself will need to be addressed.
For short-sea voyages, the development and adoption of electric and hybrid solutions are likely to accelerate, offering a pathway to near-zero emissions in specific applications.
Moreover, regulations like FuelEU Maritime will drive industry-wide collaboration and investment in infrastructure
to support alternative fuels such as green hydrogen, ammonia, and methanol. The operational requirements of these fuels necessitate significant advancements in propulsion technologies, including material compatibility, fuel storage systems, and safety standards.
As a result, propulsion systems of the future will need to balance compliance with operational efficiency, lifecycle costs, and integration with decarbonization strategies. Ultimately, these regulations are not just a challenge but a catalyst for innovation, creating opportunities for the industry to redefine sustainable maritime operations.”
Roger Holm, president of Wärtsilä Marine and excutive vice president of Wärtsilä Coroporation: ”Supportive policy frameworks will drive forward the financial viability of sustainable technologies. This is reflected in alternative fuel powered vessels now representing about one-third of newbuild orders.
EU regulations – such as FuelEU Maritime – are providing stronger financial incentives compared to existing global regulations. But for transformation to happen on an even wider scale, regulations – at both regional and international level – must enable companies to stay competitive through the industry’s decarbonisation journey. Without predictable financial incentives, the shipping industry’s transformation will not happen soon enough.
Ultimately, the industry faces a fundamental challenge: ship owners are hesitant to commit to expensive, limitedsupply fuels, while producers need clear demand signals to scale up production. Our own analysis suggests emissions
■ Stergios Stamopoulos, director of global sustainability at ABS
■ Jonathan Stachan, chief technical officer at Houlder
policies could help sustainable fuels reach cost parity with fossil fuels by 2035.”
Ossi Mettälä, product manager, NAPA Shipping Solutions: ”FuelEU Maritime’s greenhouse gas intensity penalties are robust and, at €2,400 per tonne VLSFO energy equivalent, they are high enough to encourage investment in decarbonisation solutions today. Viable and valuable investments include windassisted propulsion technologies such as rotor sails, which are enhanced when combined with operational efficiency technology and in-depth voyage data. Based on NAPA analysis, a Ro-Ro vessel equipped with rotor sails and voyage optimisation software operated between EU ports in the Northern Atlantic can generate a compliance surplus of 1750 tons annually. This surplus can be banked or pooled to generate further commercial benefit for the shipowner.”
Kjeld Aabo, senior advisor on marine affairs at the Methanol Institute: ”Designed to measure carbon intensity of marine fuels on a well to wake basis, FuelEU Maritime is the most significant incoming regulation for the maritime industry. The regulation itself and its increasingly tight requirements for limitation of GHG emissions seems should be manageable for shipping.
To satisfy the different considerations of the regulation requires a neutral and optimum consideration of all available technologies for GHG reduction. This includes all the different means of producing fuel for low-carbon and net carbon neutral emissions, such as blue and green methanol. Further, carbon intensity targets can be met by blending grey or blue
PREDICTIONS FOR 2025
methanol with some green bio-methanol and even less e-methanol.
The biggest concern is how the IMO GHG reduction strategy and FuelEU Maritime regulation will work in parallel, making the regulation applicable and developing rules which enable them to interact successfully worldwide. Penalties for continued use of diesel bunker fuels under FuelEU Maritime or potential carbon levies under IMO regulations provide significant economic value to using methanol as an alternative compliance tool.”
■ Kjeld Aabo, senior advisor on marine affairs at the Methanol Institute
Click here to read article on The Motorship online
NUCLEAR POWER SYSTEMS IN DESIGN OF LNG CARRIERS
One of the potential paths for application of nuclear power in maritime is vessel propulsion, writes Jin Wang, Director of Technology, ABS
Nuclear power has the potential to make a transformational impact on carbon emissions reduction across the electricity, industrial and transportation sectors. Its ability to provide clean alternative power generation options in shipping has already attracted attention and the journey to cleaner maritime energy is gaining momentum.
From the perspective of achieving IMO’s 2050 net-zero ambitions, it would be a mistake to ignore nuclear as a part of the fuel mix. However, progress will not happen without regulations that provide a foundational basis to how nuclearpowered systems in maritime could look.
Nuclear energy has the potential to be a disruptor for the maritime sector. Enabling it to be successfully and safely integrated into the shipping industry requires a new kind of collaboration.
Nuclear power for ships holds out the prospect of using advanced small modular nuclear reactors as propulsion, while nuclear for future fuels includes scenarios where small modular nuclear reactors are positioned near shore to produce power for ports and support the production of alternative fuels.
Developing the systems that could power merchant vessels, provide shore power and generate clean fuels, means bringing together players in marine and offshore design with builders of nuclear systems to fill knowledge gaps and exchange ideas.
ABS is playing a leading role in helping government and industry work toward the adoption of advanced nuclear technology in commercial maritime, including key research with the U.S. Department of Energy and multiple New Technology Qualification and Approval-in-Principal projects with industry.
Both marine and offshore sectors represent high potential demand, sharing as they do an increased focus on clean energy usage. The offshore market exhibits immediate demand due to the power requirement created by ports and other industrial users.
ABS worked with Herbert Engineering Corporation (HEC) on the high-level design of a standard liquefied natural gas (LNG) carrier to illustrate how one type of advanced nuclear fission technology could be applied for shipboard power in the future, with an emphasis on what aspects of ship and reactor design may require further investigation to guide the development of the integrated technology and regulatory framework.
ABS unveiled the industry’s first comprehensive rules for floating nuclear power plants at a forum for nuclear industry leaders held jointly with Idaho National Laboratory (INL). The event saw presentations on the latest reactor technologies from leading companies and publication of a detailed study from ABS and HEC modelling the design, operation and emissions of a floating nuclear power plant.
The ABS Requirements for Nuclear Power Systems for Marine and Offshore Applications, provides the first classification notation for nuclear power service assets such as floating nuclear power plants or nuclear-powered floating production, offloading and storage units.
Uniquely, the requirements are agnostic to specific reactor technologies technology and propose a framework for nuclear regulators to collaborate with Flag administrations and ABS for complete regulatory oversight and license.
Feasibility Study for an LNG Carrier
With advancements in nuclear engineering and the development of many types of advanced nuclear reactors, there are many opportunities to implement the technology for commercial ship propulsion.
ABS and Herbert Engineering Corporation often collaborate to investigate the application of new technologies for commercial vessels. The work leverages Herbert Engineering’s expertise in naval architecture to incorporate novel arrangements and equipment into conventional vessel types. With insights from ABS on classification and regulatory requirements, the concept vessel designs are first looks at novel arrangements.
In addition to previous studies researching a nuclearpowered containership and a Suezmax tanker, there was interest in studying a nuclear-powered LNG carrier. These large vessels are increasing in demand as the international LNG trade remains important for global energy security.
LNG is stored on board in large cryogenic tanks that maintain natural gas (primarily methane) in a liquid state around -165°C (-265°F). Benefits from nuclear propulsion include decarbonized high-power availability, reduced or eliminated bunker costs, and associated reduced bunker time in port. The typical energy demand for LNG carriers is between 30 to 75 MW.
Technical specifications of advanced nuclear reactors under development today, often referred to as small modular
reactors (SMRs) for their scaled-down designs, are not widely available, or are not specifically designed for ship propulsion applications.
The intended scope of this study is to consider and discuss a standard LNG carrier design using nuclear power for propulsion and other primary energy needs.
Driven by the current ambiguous regulatory environment, market concerns and typical nuclear reactor designers’ experience base and background, state-of-the-art advanced reactors are not yet designed for commercial marine use.
On this basis, the high-level design of a standard LNG carrier is presented to illustrate how one type of advanced nuclear fission technology may be applied for shipboard power in the future, with an emphasis on what aspects of ship and reactor design may require further investigation to guide the development of the integrated technology and regulatory framework.
To conceptualize the possible design, the design team invited a reputable small reactor designer to provide information regarding the use of their reactor design for ship propulsion. This reactor design has been supported by the U.S. Department of Energy’s Advanced Reactor Demonstration Program (DOE ARDP) to demonstrate the commercial viability of SMRs.
The main conclusions of this study of nuclear-powered commercial vessel designs are that nuclear power would be a supportive means of drastically abating shipping emissions, but significant hurdles remain in public perception and international regulations before this can be achieved.
However, the maturity of advanced nuclear technologies that could be implemented for ship propulsion is low. Therefore, the level of detail provided in this study was limited to engineering information available from the design of terrestrial applications for engineering postulation and recommendations for future design optimization.
The modular reactor philosophy imposes significant restrictions on ship design. The modularity concept imposes a fixed maximum SMR power output per reactor, corresponding to a set lifespan of its core.
Nuclear energy has the potential to be a disruptor for the maritime sector. Enabling it to be successfully and safely integrated into the shipping industry requires a new kind of collaboration
It is advantageous if the nuclear power plant equipment and fueling lifecycles align with the vessel’s life. Challenges with access to suitable shipyards or other support facilities and the physical removal of the reactors are challenges, which would be simplest to avoid by addressing the issues in the design stages.
Although it is possible to operate an SMR at a lower constant power level, its core will last longer. This may cause the reactor end-of-life to not line up with the ship’s standard drydocking schedule, thus imposing significant additional operational costs.
This means that SMRs would be better suited for just a few sizes per ship type (mostly larger ships). In the design presented in the study, the SMR is considered to have an output capacity of 17.5 MWe associated with a core lifespan of five years.
This matches well the total power requirement of a 147k m3 LNG carrier, imposing the use of two reactors and a core switch at each special survey. However, if the same SMR were considered for a QMax LNG Carrier (262k m3) with a total energy need of approximately 56 MW, four SMRs would be needed, operating at around 80% of their maximum power.
This would imply a core switch approximately every six years and three months, which would represent the primary driver for service scheduling. This SMR feature may impose limits to ship capacity that can be offered to the market.
The ability of nuclear power plants to tolerate higher accelerations due to ship motions and vibrations can allow for flexibility in the overall design. While there are significant weight balance and arrangement benefits to keeping the plants at midships, for specific vessel types like oil tankers and LNG carriers, the midships location would not be feasible or would significantly penalize cargo capacity.
The degree of redundancy required by a nuclear-powered vessel may be higher than a more conventionally powered vessel for safety, which causes a decrease in performance.
The presented nuclear vessel design has two separate power, propulsion and steering plants, which provide a high level of redundancy compared to no redundancy typically accepted of single screw vessels driven by marine diesel engines. Opportunities for optimization exist on many levels for future design iterations.
Conclusion
The ABS focus is on bringing together major players in marine and offshore design with designers of nuclear systems. ABS can help facilitate filling knowledge gaps that nuclear power companies may have around marine and offshore and vice versa.
With the feasibility demonstrated for small nuclear reactor onboard large containerships and gas carriers and offshore platforms, it is likely that regulation and reactor licensing will prove the primary driving force in realising full scale projects.
With renewed interest in building new technologies that are feasible for the marine sector, it will likely be up to lawmakers to support the ambition of reducing carbon emissions by enough to meet 2050 targets.
While the regulatory landscape continues to develop, ABS is encouraging both modular system providers and vessel designers to establish further joint industry projects that can explore challenges and opportunities.
■ Cutaway Engine Room Room Focus
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PM MACHINES FOR PROPULSION
Superior efficiency, reliability and compactness are the core competitive advantages of permanent magnet (PM) machines for direct-drive electrical propulsion
PM machines are used in electrical drive trains to generate the mechanical power that turns a propeller shaft or thruster. In contrast, PM shaft generators convert the rotational mechanical energy of the propulsion shaft back into electricity for use onboard, reducing the need for diesel gensets.
In both types of machines, ‘permanent’ refers to the use of permanent magnets to create the magnetic field. Where electromagnets require an external power source to generate a magnetic field, the magnets on the PM rotor generate a constant magnetic field with no need for an external power supply.
Magnetic fields interact
“However, in a PM propulsion machine, two magnetic fields need to interact to produce the torque required to turn the rotor. This is achieved by feeding an external current into the stator winding to create a second, rotating magnetic field. This field locks into the constant magnetic field of the rotor magnets, ‘dragging’ the rotor around. The speed of the rotor can be precisely controlled by adjusting the frequency of the supplied current,” says Jussi Puranen, Product Line Director, Electric Machines at The Switch, a BEMAC Group company.
All megawatt (MW)-class PM machines use magnets made of an alloy of neodymium, iron and boron. With magnetic flux, they are designed to last the entire 20- to 30year lifetime of a vessel. “This longevity dispels a common market misunderstanding about the need for magnet replacement,” Puranen adds.
Unmatched performance
Unlike traditional electric motors such as electrically excited synchronous machines (EESMs) and induction machines (IMs) that rely on electromagnets, PM machines generate their magnetic field without consuming additional power. “At the rated operation point, PM machines are typically around 2–4% more efficient than EESMs and 3–6% more efficient than IMs. The difference becomes even greater at partial loads, where these machines primarily operate. This increased efficiency can lead to millions of dollars in fuel cost savings and a reduction of several thousand tons of CO2 emissions over a vessel’s lifetime,” says Puranen.
PM machines are also more compact, up to 50% lighter than IMs, and require less maintenance due to fewer wearing parts and components that can fail. EESMs need an automatic voltage regulator for rotor current control, whereas PM machines do not. “PM machines also occupy 30–40% less space in the engine room, making them ideal for vessels where space and weight are at a premium, allowing for more cargo and contributing to overall operational efficiency,” Puranen says.
Durability and reliability
PMs are not new and have been commonly used for the past two decades in MW-class applications, including large wind turbines and some azimuthing thrusters. “Operating conditions are actually much harsher for wind turbines than the engine room of a vessel. In an engine room, it never freezes, there’s no salt in the air. This background ensures their durability and reliability in maritime applications,” says Puranen.
In terms of environmental impact beyond CO2 emissions,
PM machines are comparatively quiet and produce minimal vibration compared to conventional systems, thereby reducing noise pollution. “In one fishing vessel case, our PM system received the DNV silent notation, which puts strict limits on underwater radiated noise (URN), highlighting its minimal noise levels,” Puranen adds.
Redundancy and safety
Class requirements for PM machines were formalized over the last decade, and the solution is now standard. “However, if the vessel has only one shaft line, then electric propulsion is not fully accepted by class. To overcome this issue, we have developed a tandem concept comprising two motors on a common bedframe. Should one machine fail, the second machine can continue operation, providing at least 50% of the full power. Due to the cubical power-speed dependence of the propeller, this is sufficient to move the vessel at around 80% of full speed,” says Puranen.
Because the magnetic field in PM machines cannot be switched off, another class requirement is having a decoupling mechanism inside the machine to lock the rotor in place when the motor is not in operation. “This is necessary because the PM’s constant magnetic field can induce voltage even when the motor is turned off – if the rotor continues to rotate. The decoupling mechanism holds the rotor secure and prevents unwanted voltage induction at the machine terminals,” Puranen says. “Often, we also use a star-point circuit breaker in PM machines to isolate the windings and manage risks associated with the magnetic field, especially in shaft generator applications. It ensures that maintenance can be performed safely and helps protect the machine and crew from potential electrical hazards.”
Cost benefit
Compared to diesel-mechanical propulsion, the initial capital cost of electric propulsion is usually higher. However, it is significantly more cost-effective because of the fuel savings. “Fuel typically accounts for roughly 95% of lifetime costs, and this is where PMs can make a big dent. For example, we have
■ Jussi Puranen, Product Line Director, Electric Machines at The Switch, a BEMAC Group company
supplied more than 100 PM shaft generators for LNG carriers, with an estimated operating saving of USD 2 million per vessel.” says Puranen.
“PM motors cost about the same as conventional electric motors, but, again, their better efficiency helps reduce lifetime costs and contributes to lower carbon taxes. This is particularly significant for vessels that operate mostly at less than full speed. The lower maintenance requirement further reduces OPEX,” he adds.
The Switch’s PM machines are standalone, making them straightforward to assemble into a new-build vessel. “When it comes to retrofitting, there are no limitations from the PM machine perspective. However, the procedure for large vessels is complex as you need to drydock the ship and cut a hole in the side to install the machine, which can take several months,” says Puranen.
Market trend
PM motors are now very common in smaller vessels and in MW-class propulsion systems used by cruise ships. “For instance, we supplied the 3 MW PM motors for the CSL bulk carrier M/S Nukumi, which won Vessel of the Year at the 2023 Marine Propulsion Decarbonisation Awards,” says Puranen.
The major challenge is that larger deep-sea vessels are still using diesel-mechanical systems, but there is a shift afoot due to tightening regulations. “The IMO’s target of significantly reducing greenhouse gas emissions is forcing shipowners to adopt cleaner technologies, and PM propulsion is one of the most effective solutions. We were the first in the market to supply PM shaft generators, which
took a lot of convincing. Then, it was mostly about fuel savings, but now it’s more about emissions reduction,” Puranen says.
He doesn’t see any issues with market acceptance. “Since 2015, we have sold roughly 400 PM shaft generators for large ships. Together, they have several millions of cumulative running hours, so the basic technology is proven. Our power electronics products also make it very straightforward to connect various kinds of energy sources into the vessel’s power system, such as batteries, fuel cells and wind/solar,” he adds.
Modular design
The Switch’s focus is on direct-drive systems with no gearbox, leading to fewer components, which Puranen believes is the most reliable solution for slow-speed applications. “Our biggest differentiator is our flexibility in offering tailor-made designs optimized for customer requirements. We precisely match PM machine capacity to the vessel’s operational speed and power without over-dimensioning. Our modular design approach minimizes engineering costs from project to project. We can adapt interfaces and move things around. For example, we can adjust the cooling system and modify the shaft diameter,” says Puranen.
PM machines offer a versatile solution for future electrical propulsion needs as the industry adopts more sustainable solutions. “Certainly, their efficiency, compactness and reliability make them a superior choice versus conventional EESMs and IMs. We’ve definitely entered the PM era, and the rate of inquiries we are receiving is growing rapidly, particularly for propulsion applications,” he concludes.
NAVIGATING THE WATERS OF AUTONOMOUS VESSELS
The maritime industry is rapidly evolving thanks to recent developments in technology, including decarbonisation and autonomous capabilities
These changes could completely transform the way the maritime sector operates, improving operational performance and raising standards, but introducing new risks that we need to understand and manage. Autonomy typically depends on artificial intelligence (AI); however, regulations for AI are still in their infancy, and few guidelines exist for the maritime sector. Here, John McDermid, Director of the Centre for Assuring Autonomy, discusses the importance of championing a responsible, safe, and ethical approach to deployment of AI and autonomous systems in the maritime sector.
A new wave of opportunities
The introduction of autonomous systems presents a plethora of possibilities for many sectors, and maritime is no exception. These systems could improve the maritime industry by reducing fuel consumption through better optimisation of routes, supporting decarbonisation and reducing environmental impact, including deciding when to switch fuels. This could result in a reduction of operating costs and a drop in price of goods being transported by sea which benefits consumers. However, the assurance challenges and other large costs associated with the introduction of new technology means any economic upside will take time to be realised.
Autonomous systems could also bring more indirect benefits to a long-standing challenge in the sector – staffing. Around the world, recruitment in the maritime sector is under strain, with shipping consultants Drewry stating that the “2023 officer availability gap has widened to a deficit equating to about 9% of the global pool…the highest level since it first started analysing the seafarer market 17 years ago.”1 Safetywise, the need for smaller crews on vessels means fewer people are put at risk – but there is an attendant challenge of assuring the safety of the autonomous capabilities.
As highlighted in the Global Maritime Trends report
produced by Lloyd’s Register and Lloyd’s Register Foundation, even with automation, there will still need to be people on board ships to deal with the safety requirements. The report explains how “technology initially slowed the growth in the number of seafarers needed, but global collaboration ensured that overall trade volumes increased sufficiently to prevent the loss of jobs.”2 With more seafarers available, it is hoped that more time can be spent by crews maintaining the ship and applying themselves to their work with greater knowledge in the safest way possible. Autonomy was ultimately developed to make the sector safer for employees, something that should be remembered as technology advances.
Safety is paramount
In recent months, debates over the use of AI have been extensive, with many expressing concerns over potential data breaches or bias. One area, however, should not be overlooked: physical safety and the role of safety assurance in the development and deployment of AI-enabled autonomous systems. If vessels have autonomous functions but still carry crew (and/or passengers) then little is different in terms of the objectives for safety and environmental protection. However, if the use of AI, and more particularly, machine learning (ML) provides autonomous functions on vessels, the method of providing assurance should reflect this. ML refers to a branch of AI and computer science that focuses on using data and algorithms to enable AI to imitate the way that humans learn.3 This is where regulations and standards are lacking – but there is a growing understanding in how to address these “gaps”.
The Centre for Assuring Autonomy (CfAA), a partnership between Lloyd’s Register Foundation and the University of York, and its predecessor, the Assuring Autonomy
■ Autonomous vessel en route
International Programme (AAIP), has pioneered work on assurance of AI, ML and autonomy. It now has systematic approaches to assurance known as SACE (for systems) and AMLAS (for the ML components), which are being used in several domains, including maritime. Both SACE and AMLAS are tools developed to help safety engineers assess and showcase the safety of both ML components and systems. This information can then be linked into a system safety case, providing a coherent approach to demonstrating the safety of the autonomous capability and its AI/ML components.
Variation in regulation
The state of autonomous system regulations varies across sectors, with (in the UK at least) road vehicles the furthest forward due to the passage of the Automated Vehicles act.4 There are, however, a vast number of standards in development through organisations such as the International Organization for Standardization5, for the verification and validation of AI in autonomous vehicles6 for example.
The differences in regulatory approaches across sectors are likely due to cultural issues rather than government hesitancy. For example, when it comes to autonomous driving, the US approach to regulation is much more reactive7 than precautionary, contrasting starkly with the UK’s approach. In maritime, the International Maritime Organization (IMO)8 started work on regulations for maritime autonomous surface ships some time ago and are evolving a ‘code’ for such vessels. However, the IMO has around 175 nations and several other organisations as members, which can lead to slow progress. Meanwhile, individual nation states are making their own rules – which they can do within their own territorial waters – to accelerate trials and the introduction of maritime autonomy in their jurisdiction.
Regulations are often the responsibility of governments and international bodies such as the IMO. However, businesses, including class societies, can get involved in the development of guidelines on how to meet regulations. For example, bodies such as Lloyd’s Register Group in the UK and Det Norske Veritas in Norway9 have produced guidance on assessment and assurance of software and autonomous functions.
Balancing responsibility and ethical deployment
When it comes to responsible and ethical deployment of AI and autonomous systems in maritime, the issues are really about the possible extent of harm – be it loss of life or environmental damage. For example, if a vessel was to switch from highly sulphurous to clean fuels on entry into national waters, but does so too late, it will cause pollution and likely lead to fines for the shipowner.
Responsible and ethical development involves not just looking at vessel operations, but at the whole life cycle of the maritime autonomy infrastructure, including robotics and cognitive systems. People involved in the development and training of AI, for example labelling training images, often work unreasonable hours, in poor lighting conditions, which is harmful to health. There are further questions which also need answering when it comes to design and development. How can incidents involving vessels be managed, including the recovery of a vessel, without putting the rescue crew at risk? How can robotics and cognitive systems and remote operations be defined to avoid placing unjustified responsibility (blame) on remote operators? How can maintenance be done safely when vessel functions (or even the whole vessel) operate autonomously?
Such questions need to be addressed in design and development of autonomous systems to minimise the risks
AUTONOMOUS VESSELS
during operations. But as the world changes, new ships are developed, and new technology is deployed, the questions of responsible and ethical innovation need to be kept under constant review – and these are issues that the CfAA is working on in conjunction with industry and regulators, with the aim of providing impartial advice to all stakeholders.
For more information about the Centre for Assuring Autonomy, please visit https://www.york.ac.uk/assuringautonomy/
For more information about Lloyd’s Register Foundation, please visit https://www.lrfoundation.org.uk/en/
■ Safety must be paramount when AI is used with humans
■ Professor John McDermid OBE FREng
PROMPTING EV FIRE RESPONSE STRATEGIES
Electric vehicle (EV) fires are especially difficult to control and fully extinguish, which raises serious concerns for operators and crews of pure car/truck carriers (PCTCs) in particular. With a large vested interest in the sector as a classification and technical body, Korean Register (KR) has issued a report addressing fire safety on such vessels transporting EVs. By David Tinsley
KR hosted a hazard identification (HAZID) workshop earlier this year, drawing in experts from various fields, not least shipowners and shipbuilders and the National Fire Research Institute, to discuss fire safety management of EVs on vehicle carriers.
The resulting publication outlines EV fire characteristics, identifies risks, and provides safety recommendations based on HAZID analysis, for consideration in ship design and construction as well as in operation.
The Paris-based International Energy Agency (IEA) has calculated that the EV share of global new car sales has risen from less than 5% in 2020 to 9% in 2021, 14% in 2022, reaching 18% last year, and the expectation is that the 2024 figure will exceed 20%. The expanding import and export activity reflects in volumes transported by PCTCs, and industry sources forecast an accelerating growth trend in the coming years.
KR acknowledges that there is no evidence that EVs are more of a cause of fires than conventionally-powered vehicles with internal combustion engines (ICE). For instance, statistics indicate that while the rate of EV fires in South Korea is increasing, this remains approximately 30% lower than the rate of ICE vehicle fires.
Nonetheless, a fire involving the lithium-ion battery pack in an EV has distinct characteristics, markedly different from fires in conventionally fossil-fuelled cars, and which can lead to substantial property damage and potentially also loss of life. Given the implications for cargo, ship and crew safety, it is essential to understand the issues and prepare safety strategies addressing these unique risks in maritime transport.
Thermal runway
Aside from the claimed environmental benefits of EVs, the incorporated li-ion batteries offer high energy density and other advantages. However, such batteries present extra challenges in dealing with fire outbreak, control and extinguishment. The central problem is the propensity for a fire event starting a chain reaction known as thermal runaway, where the heat generated during a fire is greater than that being dissipated, further increasing heat production, and perpetuating the phenomenon.
Thermal runaway can occur when the battery temperature rises due to impact, overheating or overcharging, and starts in a single cell. Thermal propagation creates a domino effect, spreading from cell to cell. Once thermal runaway has been initiated, the fire can self-sustain through the release of heat, flammable materials and oxygen from the battery itself, and is not dependant on external oxygen supply, possibly leading to an explosion.
Limitations in the effectiveness of standard, shipboard firefighting measures and equipment, the release of battery off-gas during a fire, the rapidity of the fire’s development, prolonged fire suppression time, and the potential for re-
ignition, create particular difficulties in dealing with such fires at sea. The task is compounded by access restrictions on vehicle decks, the ship stability implications of taking aboard substantial volumes of water for firefighting, and relatively small crew complements.
Battery fires and thermal runaway are closely related to the battery’s state of charge (SoC), such that KR’s HAZID study recommendations highlight close attention to the SoC of batteries in EVs being loaded as one of the most critical factors in curbing fire risk. When the SoC is below 30%, the likelihood of thermal runaway is significantly reduced. However, SoC levels in EV shipments are currently typically up to 50%. The battery charge factor, which is said to be under discussion at the IMO in relation to amendments to the IMDG Code, is thus a key to enhanced safety, although implementing change requires cooperation from vehicle manufacturers.
Other operational measures advocated in the KR report include providing dedicated loading areas for EVs, and avoiding transportation of EVs on uppermost decks when sailing in high-temperature regions. Procedures covering the management and disposal of accumulations during waterbased firefighting operations, given the risks to vessel stability, are also especially important.
Use of AI
In terms of ship design and equipment, the advisory underlines the potential value of an artificial intelligence(AI)based video detection system, compatible with existing CCTV infrastructure throughout the ro-ro spaces. This leverages deep learning algorithms and sophisticated image processing technology to detect fire and smoke captured by CCTV cameras, triggering alarms and simultaneously enabling crew members to visually inspect affected areas. It picks up on abnormal events more rapidly and across larger areas than conventional fire detectors, which only activate when smoke reaches the sensors.
Fire suppression using fixed CO2 equipment is effective in
■ Fire blankets can be effective in controlling electric vehicle fires, but need properly trained and equipped crew
combating fire in PCTCs, except during loading and unloading, when specialised support from shore-based teams is necessary. However, for tackling EV fires, the KR report suggests storage of additional CO2 onboard, ideally enough for two deployments.
In the case of fixed high-expansion foam installations, foam can break down when exposed to high temperatures for extended periods, and cannot immediately halt thermal runaway in EV batteries. To address these challenges, the foam concentrate carried on the ship should be sufficient for at least five discharges, allowing for system reactivation to control any re-ignition and suppress further fire development.
As continuous cooling of the battery is the most effective method to combat fire, using seawater to direct a sustained, cooling spray at the burning vehicle can afford significant fire suppression. However, PCTCs have multiple fixed ro-ro decks (typically 12) plus hoistable decks, such that installing a SOLAS-compliant fixed water spray system through the cargo spaces would significantly increase costs compared to other fixed fire extinguishing solutions. Accordingly, and despite their potential effectiveness in dealing with battery fires, there are very few examples of fixed water spray systems being fitted on PCTCs, according to KR.
Remote-operated fixed monitors, on swivel mountings, allow spray water to be precisely directed without requiring crew to enter the cargo spaces, although installation throughout the vehicle decks carries a cost premium and a may penalise payload space. Underbody water spray equipment offers a targeted approach to address EV battery fires, extinguishing the fire through direct cooling of the
battery pack or delaying thermal runaway propagation. As the system requires crew intervention, to directly access the burning vehicle, a clear strategy and thorough training are of the essence for effective deployment.
The prompt use of special fire blankets, coupled with early detection of abnormal conditions, be it fire or smoke, can help achieve containment and avert major incidents by preventing the spread of fire. However, the nature of PCTC ro-ro decks, with lashing points and lashing belts, pose challenges in fully isolating vehicles and preventing oxygen ingress, while access constraints also create extra difficulties for crew.
The HAZID analysis has underscored the need for clear, fire response strategies and for collaboration among stakeholders to mitigate risks associated with EV fires on PCTCs.
Preparation for incidents is crucial. Regular inspections and maintenance should ensure that fire detection and extinguishing systems on the ship are fully operational. Furthermore, enhanced and dedicated crew training in EV and battery fire response, and in the systems and technologies adopted, is an urgent and vital topic for the industry.
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Click here to read article on The Motorship online
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LONG-AWAITED DELIVERY FROM THE LOWER CLYDE
Just over nine years on from contract signing, and seven years after being launched into the Clyde as the first UK-built, LNG-fuelled vessel, the 102-metre ro-pax ferry Glen Sannox was finally handed over during November 2024. By David Tinsley
The tortuous manner in which the project has proceeded, reaching new heights for today’s residual UK commercial shipbuilding industry as regards dilatory performance and cost overruns, has almost completely overshadowed the technical milestone that the vessel denotes in the development of the Scottish west coast and Hebridean marine service infrastructure.
The saga is ongoing, and anxiety for the vested interests is unrelenting, as the Glen Rosa, the second of the two newbuilds ordered in October 2015 by Caledonian Maritime Assets(CMAL) from Ferguson Marine, is not expected to be commissioned until September 2025. The original contractual terms had called for both ships to be in service by 2018.
Following the handover and receipt of mandatory certification from the UK Maritime & Coastguard Agency (MCA), Scotland’s deputy First Minister Kate Forbes endeavoured to put a shine on the realisation of the first part of the contract: “The Glen Sannox will provide resilience to the fleet delivering vital lifeline services to islanders, and I am encouraged that the Scottish Government’s wider programme to procure six new ferries by 2026 has taken another major step forward.”
However, across the industry and wider community, the four-fold increase in costs and considerable delay are widely
attributed not only to repeated changes in technical specification, shortcomings in project management, COVID-19 effects and shipyard ownership transfer over the life of the scheme, but also in no small measure to Scottish political play.
Such has been the pattern of events that the overall costs on completion of the second ship are expected to have risen to some £400m ($492m), against an original contract value of £97m ($119m).
In the event, the vessels blend technological complexity with a design tailored to exacting duty on Scotland’s west coast and Hebridean waters. It marries the requirement for a higher payload, and consequential increase of about 25% in deadweight relative to Caledonian MacBrayne (CalMac) ferries of similar dimensions, with the shallow draught necessary for access to the various harbours and berths that will be in the new ships’ long-term operating remit.
Design
details
The increased deadweight and lightship weight had to be met with a minimum enlargement in principal dimensions compared to existing vessels on the targeted routes due to port and terminal limitations. The lightship weight reflected an equipment specification that included additional passenger space equipment, hoistable car deck, LNG tank,
■ Glen Sannox, ready for service on the Scottish west coast
and larger bow thrusters. Although the intakes originally stipulated were later relaxed, the Glen Sannox is still required to carry some 880t with a draught of just 3.45m. By way of comparison, four CalMac newbuilds subsequently ordered in Turkey are 95m in length, will carry 750t at 4m draught.
Glen Sannox is laid out for 852 passengers and up to 127 cars or 16 heavy goods vehicles, or corresponding mix, within a hull envelope of 102m x 17.5m. Intended at the outset for the Ardrossan/Brodick (Isle of Arran) and ‘Uig triangle’ (Isle of Skye/North Uist/Harris) routes, the ship will actually see initial employment on the Troon/Brodick run, across the Firth of Clyde. She ranks as the first new, large ferry to be introduced on the Scottish west coast for almost a decade. Service provider CalMac is the fleet operating arm of CMAL, which is owned by the Scottish Government.
Featuring Wärtsilä dual-fuel engines covering both propulsion and auxiliary needs, Glen Sannox is set to replace the 85m Isle of Arran, dating from 1984 and powered by two Mirrlees Blackstone diesels.
Dual fuel engine
The twin-screw, dual-fuel mechanical driveline is based on two 3,000kW, six-cylinder Wärtsilä 34DF main engines, capable of running on either LNG or MGO, turning controllable pitch propellers through horizontally offset reduction gearboxes for a speed of about 16.5 knots. Auxiliary power is produced by two aggregates using six-cylinder Wärtsilä 20DF units of 920kW. In response to the demands on manoeuvring capabilities within the space constraints of the tidal berths and under the rigorous weather conditions prevalent on the north Atlantic fringe, each vessel has a suite of three bow thrusters.
The 147m3-capacity fuel containment, located under the main vehicle deck, is a pressurised, stainless steel tank with perlite insulation. To ensure sufficient clearance for ventilation and inspection, the deck transverse beams are curved midway to afford the requisite space at the top of the tank without compromising deck strength or necessitating loading deck height design adjustment.
CMAL had entrusted Danish company Kosan Crisplant (KC) LNG of Randers with the design, manufacture and delivery of LNG bunker stations at Ardrossan, on the Firth of Clyde, and at Uig, on the Isle of Skye, to serve the two ferries. Each installation, with a 150m3-capacity tank and 100m3 per hour bunkering capability, would be fully automated and remotely monitored.
However, construction has not begun, and will not be signed off until a firm decision has been made as to where the new ferries will be based. Moreover, the Ardrossan harbour upgrade announced in 2018 has yet to be implemented, paused by Transport Scotland in 2023 out of concern over rising costs, and still awaits a funding agreement between owner Peel Ports, Transport Scotland and North Ayrshire Council.
In May 2023, CalMac awarded a contract to Molgas Energy UK for LNG to be delivered direct to the vessels by road tanker, which will transport the fuel from the Grain LNG terminal in south east England. There is no ready source of LNG available within the ships’ operating region, and the two other major UK gas import terminals (in south west Wales) are not equipped to fill road tankers.
Planning for the LNG dual-fuel generation stretches back to 2012. Technical consultancy Houlder assisted Ferguson with tendering design and documentation at the bidding stage for the newbuilds. On contract award in 2015, the shipyard appointed Houlder as naval architects for basic design and subsequent work.
Such has been the pattern of events that the overall costs on completion of the second ship are expected to have risen to some £400m ($492m), against an original contract value of £97m ($119m)
In 2016, Kongsberg Maritime was awarded engineering, procurement, construction and installation (EPCI) contracts with Ferguson for the two ferries. The company was responsible for a ‘full picture’ delivery, embracing supply and integration of the electrical, telecoms and integrated control systems, related cabling, and project management and engineering services at all stages. The technology scope of supply included switchboards, automation, propulsion controls, navigation systems and radio/satellite communications.
Praxis Automation of the Netherlands was subsequently engaged for the automation and power management systems on the two newbuilds.
The order for the Glen Sannox and Glen Rosa had been placed at a total price of £97m ($119m) when Ferguson was owned by Clyde Blowers Capital, headed by Scottish businessman Jim McColl. With the project subsequently running into difficulties, the Scottish Government had reportedly loaned Ferguson £45m ($55m) in a bid to guarantee completion of the ferry contract, but a worsening situation led to the decision in 2019 to take the yard into public control. Thus, the programme has emerged as an undertaking wherein both parties are State-owned.
Following nationalisation in December 2019, and with problems in fulfilling the order coming to a head two years after the launching of Glen Sannox, Ferguson’s management team had engaged Isle of Man technical consultancy International Contract Engineering (ICE). The company was brought on board to supply engineering for revisions to the basic design, and to complete the detail design and product information for the first ferry. ICE was also called upon to make additional improvements to the design of the second ship, Glen Rosa.
Litigation bay
The tangled web of recriminations, claims and counterclaims on all sides, and underlying project management and Scottish political issues, make for dangerous ground in apportioning blame and identifying the fundamental cause or causes of the project’s disastrous course.
The debacle over the CMAL contract belies Ferguson’s performance over many years as a producer of quality, bespoke vessels for the coastal, offshore and ferry markets. The Port Glasgow yard previously demonstrated its technical mettle by building three 44m hybrid diesel-electric ferries for CalMac operation. Delivered between 2013 and 2015, the double-enders had put the shipbuilder in the vanguard of innovative small ferry construction.
What is now important for the order-starved yard is production continuity. Much hangs on whether Ferguson Marine can attract further business from CMAL. The latter is understood to have shortlisted six yards for seven fullyelectric, small ferries required to enter service between 2027 and 2029, and is also planning two larger, freight-orientated Northern Isles ferries for the Aberdeen to Kirkwall/Lerwick service by 2028.
HYBRID FERRY RAISES THE BAR
Signalling a transformation in the means by which Brittany Ferries maintains its St Malo/Portsmouth route on the English Channel, the E-Flexer ro-pax newbuild Saint-Malo is being readied for regular service entry in February 2025. By David Tinsley
As the replacement for the venerable, dependable Bretagne dating from 1989, the Chinese-built fleet addition introduces a higher payload capacity in conjunction with a hybrid LNGelectric power and propulsion concept incorporating a record-sized battery installation. The nature of the project and its engineering and technological content gives real substance to corporate sustainability goals.
Constructed to the order of Stena RoRo by China Merchants Jinling Weihai shipyard, Saint-Malo is the 11th E-Flexer delivered to date, and has been secured by Brittany Ferries on 10-year bareboat charter, with the option to purchase at the end of the lease period.
The scope which the E-Flexer model affords for adaptation and customisation has reached a new highpoint with the latest ship, resulting in a vessel that is distinct in length, internal configuration and powering arrangements from all other ferries in the series delivered hitherto.
At 195m, the hull is the shortest yet, governed by the manoeuvring room available at the Port Naye terminal in St Malo, while the accommodation has been increased in line with the passenger orientation of the Portsmouth route. Moreover, while LNG dual-fuel plant has figured in preceding examples, including two of the three E-Flexers already deployed by Brittany Ferries, the Saint-Malo features approximately 12MWh of battery capacity and twin PTO/PTI installation within an innovative hybrid LNG-electric propulsion solution.
A similar technical specification has been adopted for the 12th E-Flexer, which has also been fixed by Brittany Ferries on similar terms and is due to enter the Ouistreham (Caen)/ Portsmouth run in April as the Guillaume de Normandie.
Although an extensive hybrid outfit commands a significant premium—albeit often offset by sustainability-inspired national or EU grants—such investment offers long-term commercial gain. Hybrid operation delivers fuel savings and
attendant reductions in emissions, providing through-life OPEX and regulatory compliance benefits. Furthermore, the arrangements confer a very high degree of operational flexibility, allowing adjustment as required to the different phases or legs of a service voyage, scheduling changes and loading conditions.
In the normal course of events, the hybrid setup will boost efficiency by enabling the main engines to be run at optimal load. The batteries will absorb load fluctuations over the course of the sea passage. The ESS also ensures redundancy and instantaneous power in the event of an engine failure, without having to wait for auxiliary gensets to kick-in. The ferry has the wherewithal to enter, exit and manoeuvre in the ports while running wholly on the batteries.
Battery backup
Being able to switch power between shaftlines feasibly allows one ‘side’ to be run on batteries and the other on LNG. Moreover, PTI-directed power is equivalent to a 17.5-knot service speed on batteries only, impressive potency in relation to the vessel’s maximum of around 23 knots on full mechanical output.
The main machinery plant is comprised of two Wärtsilä 12V46DF dual-fuel engines coupled to Flender gearboxes with exceptionally large PTO/PTI shaft alternator/electric motors. The combined maximum continuous power is 27,480kW at 600rpm, and the PTO/PTI units are rated for 4,650kW.
Duly according with SRtP (Safe Return to Port) requirements, the main engines are separately located port and starboard of a centreline bulkhead. The three dual-fuel generator aggregates, each incorporating a Wärtsilä 9L20DF prime mover, also follow a distributed layout, and each has a power rating of just under 1,700kW at 1,200rpm.
Given the particular space constraints governing ship handling at the berth in St Malo, as well as manoeuvring in
■ Saint-Malo on trials Credit:
Brittany Ferries
Portsmouth, the vessel has an extensive array of bow tunnel thrusters, comprising two units of 2,400kW and one of 1,600kW, plus rudders of twisted leading edge, high-lift type.
Wärtsilä’s contract encompassed not only the supply of main and auxiliary machinery, catalytic reduction technology (NOx Reducer), and fuel gas storage and delivery system, but also controllable pitch propellers, tunnel thrusters, proprietary HY hybrid/battery solution, navigation and propulsion control systems.
In addition, the ship is the subject of a long-term Wärtsilä service agreement, which includes the digital Expert Insight maintenance system. ‘Intelligent’ power management is exercised to control and monitor the hybrid system, to ensure that all elements function seamlessly together, in all operational modes.
The battery outfit was sourced from Andorra-based AYK Energy. The 12MWh Orion+ pack was manufactured at the company’s Zhuhai factory in China and installed within four months at the shipyard.
Shore power ready
The air-cooled Orion+ product is a 270AH-capacity battery of the lithium ion phosphate (LFP) type, incorporating a gas extraction duct, thermal runaway prevention and highvoltage protection measures. AYK is one of the first makers to secure type approval for its LFP cells, used instead of nickel manganese cobalt (NMC) cells. LFP is said to be safer as well as less costly than an NMC composition. Significantly, China does not allow NMC cells to be used for any applications that involve transporting people.
AYK’s battery management system integrates with the Cloud, allowing real-time data acquisition and analysis, optimising battery safety and life cycle. The Zhuhai plant, logistically well placed to serve the world’s largest shipbuilding industry, was opened in 2023 to build the company’s range of seven class-approved battery series.
The ship is laid out with 8MW charging stations at Deck4 level forward and aft. The batteries are arranged in four compartments below the main deck, two to port and two to starboard, outboard of the B5 longitudinal bulkheads and the two LNG fuel tanks. The weight of the ESS is thus brought to bear low down in the vessel, on the same plane as the main machinery.
While Portsmouth began work in November 2024 on the creation of the infrastructure that will allow the new French ferries to use shore power when alongside, development of comparable plug-in capabilities is still some way off at St Malo. These form part of the Breton port’s new passenger terminal project, which is not scheduled for completion before 2027.
PRINCIPAL PARTICULARS - Saint-Malo
Length overall 194.7m
Length bp 188.3m
Breadth 27.8m
Depth, to main deck 9.5m
Draught, design 6.5m
Deadweight, @6.5m 4,825t
Gross tonnage 36,965t
Ro-ro linear capacity 2,521 lane-m
Passenger capacity 1,290
Crew, maximum 110
Main engine power 2 x 13,740kW
Energy storage system c.12MWh
Service speed 23kn
Class BV Flag/registry France/Morlaix
The vessel’s MacGregor-supplied cargo access equipment ensures compatibility with the double-deck linkspans at St Malo and Portsmouth, and is also suited to terminals elsewhere in the Brittany Ferries route network.
The drive-through layout encompasses the No3 main deck, geared to freight, and the surmounting No5 car deck, affording respective linear capacities of 1,127 and 1,394 lanemetres. The stern ramp/door at the main deck threshold provides a driveway width corresponding to six lanes in the immediate aftship area, leading to three lanes on the port side of the centreline casing and four lanes to starboard, dimensioned for HGVs and unaccompanied trailers. The much narrower bow access and egress is via a folding ramp and shell doors.
Increased capacity
For direct loading and unloading of the higher car deck (No5 level), a short flap is hinged aft, giving a landing for the upper section of the shore double-deck linkspan. The forward access point, where the linkspan lands, involves vehicle movements by way of a bulkhead door at the base of the superstructure. The starboard side of the centreline casing comprises standard 2.4-metre wide lanes, but the port side has lanes of 3-metre width to accommodate larger passenger cars, such as SUVs and 4x4s.
In the event of non-availability of double-deck working at the terminals, and reversion to vehicle handling across the main deck openings, the entire loading and unloading operation can be accomplished by using the tilting internal ramp midway on the port side of the main deck garage, to feed cars to or from Deck 5.
The follow-on E-Flexer, Guillaume de Normandie, which has been configured in a ro-ro context with gravitation to the high-throughput freight business on the Ouistreham/ Portsmouth crossing, is set to be phased into the regular schedule during the spring. Her commissioning, as the replacement for the 1992-built Normandie, will mark the final step in the company’s largest fleet renewal programme (five ships between 2020-2025) in its 50-year history.
■ 12MWh battery plant
LANDMARK DEAL FOR CO2 CARRIER
Dutch dry cargo logistics specialist Royal Wagenborg opened a new chapter in the development of short-sea shipping seven years ago with the commissioning of the first of the EasyMax class of multi-purpose carrier. By David Tinsley
Following orders for several sisterships in the interim, the company has now invested in a version of the design adapted to the needs of volume transportation of liquefied CO2.
True to the tenets of the concept—‘Easy to build, easy to operate, easy to load’--the 14,200dwt, 150-metre EasyMax type set a new standard in efficiency and capital cost competitiveness on its appearance in the European industrial traffic during 2017.
Production of the series continues to be the province of Royal Niestern Sander, which formulated the design in conjunction with Conoship International and Royal Wagenborg. The latest addition to the workload takes the Groningen shipbuilder’s workload through 2026.
The investment is underpinned by a long-term agreement with the UK international chemicals and energy group INEOS. The vessel will be deployed in the shipment of CO2 to the Greensand storage site in the Danish sector of the North Sea, led by INEOS Energy with Danish licence partners Harbour Energy and Nordsoefonden. The pioneering carbon capture and storage (CCS) initiative constitutes the country’s first large-scale CO2 storage facility.
CCS aims at reducing greenhouse gas (GHG) emissions by capturing CO2 and providing secure storage in depleted oil and gas fields.
Offloading of CO2 to Greensand will be achieved through the hub port of Hirtshals, and also Esbjerg. Drawing on learnings from the 2023 pilot phase, the aim is to begin CO2 storage in the North Sea by the beginning of 2026, the initial objective being
to bring in up to 400,000t per annum, potentially rising to as much as 8mt annually from 2030 onwards.
Experience from Greensand will also benefit studies into the feasibility of storing CO2 underground ashore in Denmark, at Gassum, which would provide further scope for seaborne deliveries.
INEOS Energy CEO David Bucknall said “The lack of dedicated CO2 carriers has been a bottleneck for advanced CCS projects within Europe. The collaboration between INEOS and Royal Wagenborg serves as a breakthrough moment for the EU’s climate goals, offering a viable solution for large-scale CO2 transport. The agreement highlights the commitment of INEOS, Royal Wagenborg and the governments of the Netherlands and Denmark to achieve a sustainable and low-carbon future.”
Striking a balance
The EasyMax generation is striking in form and configuration by way of an exceptionally high length-to-breadth ratio, with a castle-like forward bridge and accommodation structure and completely straight bow and absence of flair.
Up to the contract for the CO2 carrier, Royal Wagenborg had ordered a total of six EasyMax vessels. Besides 2017-delivered lead ship Egbert Wagenborg, the company’s EasyMax flotilla now comprises the Maxima (completed in 2021), Amalia(January 2024), and the newly-commissioned Alexia (November 2024). For handover in 2025, a fifth sister is under construction at Royal Niestern Sander’s Groningen
■ The Dutchdeveloped EasyMax design has provided the template for a liquefied CO2 carrier newbuild Credit: Wagenborg
CCS aims at reducing greenhouse gas (GHG) emissions by capturing CO2 and providing secure storage in depleted oil and gas fields
premises, from whom the sixth vessel was booked in October this year, with stipulated delivery in the summer of 2026.
The EasyMax class leads the EEDI league table in its segment, imposing the lowest CO2 footprint per tonne of cargo carried. A low EEDI rating was attained from the outset through a combination of measures, notably including a substantially smaller engine output than a ship of 14,000dwt would normally require, and by hull shape optimisation for several draughts.
Notwithstanding the design’s limited hold outfitting, whereby exclusion of elements such as tweendeck panels, container fittings, lashing pots and beams has helped to limit build costs, the trading versatility of the two-hold EasyMax has been assured through suitability for both high intakes of heavy and light cargoes, forestry products, and project shipments. Underdeck freight capacity amounts to some 625,000-628,000ft3. The relative simplicity and volume of the underdeck spaces has proved conducive to the development of a liquefied CO2 carrier variant.
The vessel which heralded the EasyMax marque, the Egbert Wagenborg, had been specified with a six-cylinder
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MaK M32C diesel, yielding a maximum 2,999kW at 600rpm, geared down to turn the nozzled, controllable pitch propeller at 111rpm. Sailing in favourable sea and wind conditions at 11 knots on a draught of 8.3m, and with the 1,005kVA shaft generator connected, MGO fuel oil consumption is approximately 9t per day. Consumption in port is of the order of 1t of MGO per 24 hours.
Scaling up Co2
With the Caterpillar Group’s exit from MaK production, the nominated main engine for the EasyMax became the Wärtsilä W32 series medium-speed diesel in six-cylinder format, meeting the requisite 2,999kW power ‘paragraph’ at 750rpm crankshaft speed. The design is at the top end of the scale in terms of ship construction within the limits set for the industry located on the northern Netherlands’ inland waterway network. At 15.9m, the beam is the maximum for access into the Ems estuary through the sea lock in Delfzijl’s outer harbour.
The process of scaling up global CCS capacity will require substantial investments in specialised tank-fitted vessels, which must incorporate pressurised systems for containment of cargo in a liquefied state. One of the projects now coming into play involves a series of 7,500m3-capacity LCO2 carriers contracted from Dalian Shipbuilding Industry Co (DSIC) by the Northern Lights joint venture in Norway.
The fact that few orders for such tonnage have as yet transpired gives added significance to Royal Wagenborg’s entry into the sector. The EasyMax series epitomises Dutch flair in the smaller trading vessel category, as regards design, construction and operational efficacy.
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As was customary, the January issue of The Motor Ship began with a retrospective view of the previous year.
In 1975, the conclusion was that the previous year had been turbulent time for shipbuilding. In the boom-and-bust cycle, with which this industry is all too familiar, 1974 had begun at the tail end of a boom, and had fast plunged to the depths of diminishing orders – even cancellations. Tagging on to the boom, developing nations had been starting up their own shipyards. Interestingly, Korea was cited as one of these. The result was overcapacity; too many yards and too few ships. Although world trade remained at a high level, but trading patterns were changing. An example of this being the reopening of the Suez Canal – shorter voyages leading to lower demands for ships. The proposed solution was consolidation, and cooperation between the established shipbuilding nations.
As far as the actual newbuild ships were concerned, the main news in January 1975 was the delivery of a dual-fuel LNG carrier vessel, able to consume cargo boil off gas as fuel. Such ships may be commonplace today, but the Norwegian-owned Lucian, built at the Moss Rosenberg yard, was notable for its multi-fuel capabilities – residual and distillate oils as well as LNG. The same yard had previously delivered dual-fuel gas tankers, one with steam turbine propulsion and another with a low-speed diesel, but what made Lucian stand out was the choice of a gas turbine main engine.
The engine was a marinised GE series 5000 gas turbine, built under licence by Kvaerner, who also supplied the double-reduction gearbox. The 20,000 shaft hp output was sufficient for a maximum 20 knot speed for the 181.5m long, 20,900 dwt vessel. The gas turbine was considered to offer advantages in that it required less maintenance, so could be operated by a smaller crew, and its compact modular design led to lower installation and servicing costs.
Another novel feature of the Lucian was that the four spherical cargo tanks were supplemented by a reliquefaction plant, allowing carriage of both LPG and LNG – indeed, the two cargoes could be mixed.
An article in January 1975 looked at the ‘long term future of world shipping’, or, to be more exact, what the industry would look like in 1985. Things that were unlikely to change were that ocean transport would still carry the vast majority of world trade – over 95% in fact – and air freight would have little impact on this. Most ships would be largely unchanged in terms of construction, propulsion etc – the shortage of qualified seafarers holding back the higher-tech advances. The main growth would be in various specialised ship types, including ice-breakers which would allow near year-round navigation, and ocean vessels carrying or towing trains of barges and lighters. Some novel designs would emerge, such as large surface effect or SWATH ships, even hydrofoils.
The main unknown factor in the equation would be fuel. Volatility in oil prices would continue, and shipping would start to realise that oil supplies were finite, so other forms of energy would have to be explored, as well as ways of making existing ship types more fuel-efficient.
Ship machinery would not see great changes, despite this. Propulsion plants would be more efficient, more automated and more reliable, but still recognisably the same. For 1985, diesel, in both low speed and medium speed forms would have gained more ground over steam turbines and there would be a small rise in gas turbine take-up. Satellite and computer technology, though, would revolutionise navigation, communication and traffic control and automated, unmanned ships could become a reality.
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■ Dual-fuel gas turbine-powered LNG carrier Lucian
■ Tug and barge trains, such as this, carrying Polish coal to France, were expected to become popular
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As the Association celebrates its seventieth anniversary, IAPH looks forward to welcoming you to Japan and the city of Kobe, where its roots can be found. Following the symbolic idea of establishing world peace through world trade, and world trade through world ports, this 70th annual meeting at the #IAPH2025 World Ports Conference will reunite global port leaders with their counterparts from policy makers, financial institutions, ship and cargo owners, and service providers, delivering a forum for networking, knowledge sharing and debate.
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