14 Anemoi Marine Technologies appoints finance director
Wind propulsion experts Anemoi has appointed Tejal Davda as finance director.
37 Schottel in methanol tug first
Schottel is supplying propulsion systems for the world’s first large, purpose-built, dual-fuel methanol escort tugs
37 Wärtsilä new NextDF
Wärtsilä has integrated its advanced NextDF technology into the Wärtsilä 46TS-DF dual-fuel engine
11
Leader Briefing
BV appoints new segment head of passenger ships and yachts for North America
40
Ship Description
The 3,000 CEU capacity PCTC Trans Harmony Green is the first LNG-fuelled addition to the fleet deployed by Toyofuji Shipping
42
Design for Performance
Uptake of diesel-electric powering and propulsion has accelerated in the European coastal and short-sea cargo vessel sector with The 3,800dwt Wilson Eco 1
46
50 Years Ago
The low speed versus medium speed engine debate took a new turn in the May 1975 issue of The Motor Ship, with the Doxford’s long awaited Seahorse engine
22 A cleaner burn with caution attached
Despite concerns over the use of biofuels, FAME seems to be gaining in popularity among the cruise segment
24 The potentials and the pitfalls of persistent winds
Consistent winds such as the trade winds can maximise the benefits of wind propulsion, but it’s not as simple as it might sound
34 Shore power pulse quickens on Nordic shores
Scandinavia has a long track record in providing shore power for ships at berth, a practice which curbs emissions by enabling auxiliary engines to be shut down
38 Accelleron at forefront of combustion revolution
Ahead of CIMAC Congress 2025, we spoke to Accelleron about its innovations with turbochargers 24
VIEWPOINT
DAVID STEVENSON | Editor dstevenson@motorship.com
Maritime steers through political and environmental swells
I recently wrote a couple of editorials acknowledging the fact that maritime is currently hitting the headlines of the mainstream press, due in no small part to a certain Donald Trump and his extensive trade tariffs.
In this issue, we look at topics that have also been in the news but do not revolve around an orange man sitting in the Oval Office. Earlier this year, the IMO saw protests about its plan to include biofuels in its Global Fuel Standard. Patrik Wheater writes about experiments using Fatty Acid Methyl Esters (FAME) and Hydrotreated Vegetable Oil (HVO), two types of biofuels that are gaining ground in the cruise sector. These compounds have raised concerns about how they are sourced, with the protests earlier this year centring on the use of foodstuffs to provide fuels. FAME and HVO can be sourced from waste materials, though, so should escape the ire of environmentalists. That said, the pressure for fuel traceability continues to mount, and we’re now seeing certification schemes gain traction in efforts to verify the sustainability of feedstocks, which may soon become the industry norm.
While hardly front-page news, the return of CIMAC this May to Zurich certainly appeared on our radar, with myself attending and speaking to a few of the major players in advance of this historic event. Given the Conseil International des Machines à Combustion’s focus, The Motorship’s attendance was essential. Christoph Rofka, president of medium and low-speed products at Accelleron and vice president of communications at CIMAC, was kind enough to explain some of the abstracts his company was presenting before the event. Read his fascinating insights on the progress Accelleron is making with turbochargers on page 38.
As we move through the calendar, industry events continue to offer a welcome platform for in-person exchange. The Motorship is also attending Nor-Shipping and, in this issue, we not only give a detailed history of the event on page 8 but, sticking to the region, also take a look at how the Nordic countries are setting the pace for the promotion of shore power—an environmental measure featured in FuelEU Maritime (and also a weekly newsletter put out by this publication).
Read our special report on ammonia shipping to get an idea of the progress that can be made when stakeholders in a sector work together with a shared goal: to reduce shipping’s emissions. We look at how engines have been developed to burn NH₃, which has a myriad of issues—with its low flammability being one of them. There are also interviews with companies making the fuel supply systems for ammonia engines; again, due to the nature of the substance, details such as which metals can be used for tanks are paramount. Ammonia is toxic, of course, so we spoke to those whose responsibility it is to ensure crew safety and, separately, learned about the protocols surrounding ammonia bunkering. This is the first in a series of special reports on future fuels—any suggestions, please do contact me, dstevenson@mercatormedia.com
Anemoi Marine Technologies appoints finance director
As Women in Maritime approaches, one company at the forefront of gender equality is Anemoi Marine Technologies, having appointed Tejal Davda as finance director. Tejal brings a wealth of experience in maritime finance and leadership, further strengthening Anemoi’s executive team, which is now 33% female.
Anemoi Marine Technologies, a leading provider of wind propulsion solutions as seen with its innovative Rotor Sail technology has won significant contracts as late. It signed a deal with Hudong-Zhonghua Shipbuilding in 2023 and last year partnered with NAPA to maximise Rotor Sail benefits with voyage optimisation.
The company’s new finance director, Tejal Davda, holds a first-class degree in Economics and Business Finance and is a chartered accountant, having trained and qualified with a Top 10 Accountancy & Audit Practice. She specialised in audit and advisory services for the shipping sector, rising to Audit Director. Tejal subsequently joined a UK-based ship-owner and operator, where she led the financial reporting, financial planning and analysis, and commercial finance divisions during a period of rapid growth. Her expertise also includes raising finance, S&P analysis, and tax planning and strategy.
In her new role, Tejal will be responsible for establishing a financial strategy to support Anemoi’s growth plans and collaborating with the leadership team to ensure financial insights guide strategic decisions. “I am excited to join a company that values collaboration, innovation, excellence and is committed to sustainability. I look forward to contributing towards Anemoi’s plan for decarbonisation and play a part in shaping a greener, more sustainable future for the maritime sector. My main focus will be to establish a financial
strategy that supports our growth plans and collaborating with the leadership team to ensure financial insights guide strategic decisions,” said Tejal Davda. Tejal’s appointment also marks a milestone in Anemoi’s commitment to diversity and inclusion, with the executive team now comprising 33% female leaders. “I am incredibly proud to join a Company and an executive team that is inclusive and diverse, where a variety of perspectives and experiences are valued.
Anemoi has created an environment that fosters equality allowing us to bring together different viewpoints to drive innovation and better address, the challenges of today’s evolving industry. I'm thrilled to be part of the team and work alongside such talented and diverse colleagues,” she added.
Anemoi’s CEO, Clare Urmston commented, “I’m thrilled to welcome Tejal to our leadership team as Finance Director. She brings not only a wealth of experience from the maritime industry and sharp financial expertise, but also a collaborative spirit and drive which aligns well with Anemoi’s values and ambitions. I look forward to working closely with her as we shape the next chapter of Anemoi’s journey together.”
Schottel is supplying propulsion systems for the world’s first large, purpose-built, dual-fuel methanol escort tugs based on the Robert Allan Ltd. RASalvor 4400-DFM design. Ordered by KOTUG Canada, the tugs — named SD Aisemaht and SD Qwiy Aanitsa Sarah — are nearing completion at Sanmar Shipyards in Türkiye and are scheduled to enter service in the third quarter of 2025. Once delivered, they will operate under the Trans Mountain Expansion Project (TMEP), escorting laden crude oil tankers from the outer harbour of the Port of Vancouver through the Salish Sea to the Pacific Ocean.
Propelled by Schottel’s advanced RudderPropellers (SRP 710), each tug will benefit from 360-degree steerable propulsion, delivering high efficiency and
OceanOpt BetterSea
excellent manoeuvrability.
This configuration, combined with a Schottel TransverseThruster type STT 170, enables the vessels to reach speeds of up to 14 knots and achieve over 120 tonnes of bollard pull, making them the most powerful escort tugs in Canada.
The propulsion package incorporates Schottel’s mechanical hybrid system, SYDRIVE-M, a solution designed to reduce fuel consumption and emissions without the need for additional electrical components.
The system enables each vessel’s pair of thrusters to be powered by a single main engine when operating under lower loads, lowering engine hours, fuel use, and maintenance costs. This aligns with stringent environmental expectations in the Salish Sea region, which
IMO amends code
includes communities such as the Sc’ianew First Nation. To further improve environmental performance, both tug hulls are treated with graphene-based coatings, enhancing hull smoothness and reducing biofouling and underwater radiated noise.
KOTUG Canada—a joint venture between KOTUG International and Horizon Maritime—was established in 2019 to deliver advanced towage services across the country. In collaboration with Sanmar Shipyards and Schottel, this project showcases a shared commitment to sustainability and innovation in marine operations, setting a new benchmark in green escort tug technology.
StormGeo awakening
Wärtsilä
new NextDF
Wärtsilä has integrated its advanced NextDF technology into the Wärtsilä 46TS-DF dual-fuel engine, significantly reducing methane emissions. Designed to run on LNG, the upgraded engine now emits less than 1.4% methane at all load points, and as low as 1.1% across a wide operating range—well below the 3.1% benchmark set by the FuelEU Maritime and IMO Lifecycle Guidelines.
The reduction is achieved through refined combustion control and optimised engine performance, which also cut NOx and CO₂ emissions. LNG remains key in the maritime sector’s transition to cleaner fuels, making reduced methane slip essential for minimising greenhouse gas output.
“NextDF technology reduces the environmental impact of LNG-fuelled vessels without compromising performance,” said Stefan Nysjö, Vice President of Power Supply, Wärtsilä Marine.
The Wärtsilä 46TS-DF, launched in 2022, features two-stage turbocharging and is ready for future sustainable fuels.
Its first NextDF-equipped installation will power MSC World Asia, a cruise ship under construction for MSC Cruises. The development forms part of the EU-supported GREEN RAY project, following earlier NextDF integrations on the Wärtsilä 31DF and 25DF engines.
BRIEFS
Nokia Maersk deal
OceanOpt and BetterSea have partnered to streamline FuelEU compliance by integrating BetterSea’s FuelEU Pooling Marketplace into the OceanOpt platform. This allows maritime users to manage pooling transactions within their existing emissions tools. OceanOpt will support clients with verification, data correction, compliance documentation, and strategy guidance – making FuelEU pooling simpler and more accessible.
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
The IMO has approved amendments to the IMDG Code, enhancing safety for transporting ammonium nitrate by sea. From January 2026, UN 1942 and UN 2067 may only be carried under deck if all hatches can be opened for firefighting and ventilation. The change follows ICHCA’s 2022 white paper on the rapid escalation risks of ammonium nitrate fires. Ammonium nitrate is commonly used in fertilisers and explosives.
StormGeo has partnered with Finnish AI specialist Awake. AI to integrate advanced port call analytics into its s-Insight platform. The collaboration enhances estimated time of arrival predictions, port congestion awareness, and just-in-time arrival capabilities. Leveraging Awake.AI’s datadriven technology, the solution aims to reduce fuel use, emissions, and delays—boosting operational efficiency across more than 3,000 global ports.
Nokia will deploy private wireless networks on 450 Maersk vessels, enhancing IoT connectivity as part of Maersk’s OneWireless platform. The upgrade supports real-time cargo tracking, reefer monitoring, and scalable IoT integration. Using Nokia’s Shikra radios and MantaRay network management, the system offers centralised control, satellite backhaul and improved operational efficiency. Full deployment is expected by Q1 2026.
■ Dual Methanol escort tugs
THE HISTORY OF NOR-SHIPPING
Since 1965 Nor-Shipping has been an activity-filled arena attracting key maritime industry players from across the world. The presence of leading heads from the entire maritime value chain and press, makes Nor-Shipping one of the world’s most recognised meeting places for strategic deal making and networking
Many of the best business relationships begin outside traditional meeting rooms. Nor-Shipping provides an unbeatable arena for professional networking and socializing.
The predecessor to Nor-Shipping was the trade fair “Deck and Engine Room”, which was organised for the first time in the early 1960s by Norwegian Industrial Fairs (now NOVA Spektrum) in cooperation with the magazine Skip.
The first two events were national and focused on Norwegian seafarers and their welfare. The potential for an international shipping exhibition in Norway was thought out and initiated by Norwegian shipowner and magazine publisher, Mr Per Selvig. He reached out to Edvard MowinckelLarsen, who was leading the Norwegian Industrial Fairs, and proposed a broader and more international focus for the next maritime exhibition.
With the support of Selvig’s Norwegian Shipping journal, the event was renamed to the first International Shipping Exhibition and was launched in Oslo during May 1965.
A downturn in the maritime industry in the late 1960s caused a delay in organising the next exhibition and it was pushed back to late May 1968. The Nor-Shipping name that is a very well know brand today, was first applied for the third international event that took place in 1971. Since then, NorShipping has been organised every two years.
Nor-Shipping today one of the world’s leading arenas – not just for shipping, but across ocean industries. It is where key policy and decision makers from across the world join to connect, collaborate and to do business.
The 30th edition and 60th anniversary will take place from 2-6 June in 2025.
Sustainable success
The world is looking to the oceans. As populations, consumer activity and energy demand rise people require new solutions, from new arenas. Maritime is central to realising the huge
potential on, above and below the waves – driving trade, enabling new industries and keeping the business world turning. Nor-Shipping is the platform for sustainable ocean development, helping leading maritime players plot profitable courses into the future. Nor-Shipping is commited to the UN Sustainable Development Goals and is an official partner for the Action Platform for Sustainable Ocean Business.
The home of innovation
Nor-Shipping is where cutting edge Norwegian and international companies showcase the innovations that deliver competitive advantage for their customers – driving new efficiencies, improving processes and enhancing performance. This is the place where the maritime, tech, finance and wider business segments cross paths to learn from one another, forge partnerships, and access new economic value creation.
■ Nor Shipping in 1971
■ Kong Olav & Sperre
Nor-Shipping’s 21,000 square metre exhibition space is the beating heart of the week’s activity. This is where delegates and visitors can experience the products, services and companies that will help drive a new age of ocean industry development. It is a dynamic festival of talented people and innovative products – designed to help you deliver on your ocean industry ambitions.
The Ocean Leadership
The Ocean Leadership Conference celebrates successes, outlines challenges and helps steer a course for the development of the industry, as true global visionaries share their thoughts on some of today’s, and tomorrow’s, most pressing issues.
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Our methods work on reducing Green-House-Gas (GHG) emissions and decreasing operational expenditure for owners and operators.
AMMONIA FUEL SYSTEMS will play a strong role in the decarbonisation of shipping.
THE GAS EXPERTS
C02-12a German Pavilion
CIMAC PREVIEW: MAN ES & WÄRTSILÄ
MAN Energy Solutions views CIMAC as a key forum for technical interchange, all the more so since being granted consultative status with the International Maritime Organization in July 2024
As such, we are happy to showcase the technical advances we have made in recent times:
An overarching theme for us this year at CIMAC is futurefuels. MAN Energy Solutions remains convinced that, as opposed to one fuel dominating maritime bunkering, that a variety of environmentally-friendly fuels will win favour amongst the maritime fleet on the path to net-zero and we have a variety of papers reflecting such.
Ammonia then features in two papers:
● The first investigates Ammonia as carbon-free fuel for maritime applications – combustion investigations and safety aspects. Carbon-free fuels are one of the options to fulfil the challenging GHG reduction targets adopted by the IMO in July 2023. This paper highlights different carbonfree and carbon-neutral fuels by comparing their general suitability for marine and power applications, respectively;
● The second ammonia paper discusses Ammonia combustion. With transoceanic shipping needing to decarbonise in order to meet global greenhouse gas reduction targets, ammonia is widely considered a fuel of choice for decarbonising the shipping industry and the MAN B&W LGIA engine is now ready for commercial application.
Methanol is another future-fuel with great potential and MAN Energy Solutions will present a paper at CIMAC dedicated to the Deduction of a customer-oriented methanol four-stroke engine portfolio.
Methanol is among the most promising fuels to meet the targeted emission reductions. The paper addresses the best suitable options for the utilisation of methanol in four-stroke marine engines, and the methodologies with which the methanol portfolio strategy was derived.
Hydrogen also features with the paper, Hydrogen-based ship propulsion, first-ever Large two-stroke engine tests with hydrogen.
Methanol is another future-fuel with great potential and MAN Energy Solutions will present a paper at CIMAC dedicated to the Deduction of a customer-oriented methanol four-stroke engine portfolio
The paper focuses on the fuel’s applicability to a MAN B&W large two-stroke marine diesel engine. Large twostroke diesel engines are currently the de-facto standard for propulsion of large merchant ships due to their high efficiency and proven robustness. Hydrogen, as a carbon-free fuel for these engines, has thus vast potential for decarbonisation. Methane is also discussed in a paper entitled From Lab to Machinery Space: Advances in Methane-slip catalyst technology & engine internal measures.
Methane slip and its climate impact have always been topics in gas engine development. MAN Energy Solutions is taking several steps to further reduce the methane emissions of its four-stroke engines and the paper presents a general overview of the measures and their effects.
Additionally, besides future-fuels, MAN Energy Solutions will also present papers on several other topics, including:
● Upgrading the MAN 32/40 engine with the new TCF20 turbocharger;
● Navigating Connectivity, Cyber Security and AI at Sea;
● New retrofit solutions for MAN B&W marine two-stroke engines;
● Modelling of in-cylinder processes of large, two-strokeLGI engines using an integrated CFD-FEM tool.
Wärtsilä: Driving decarbonisation through innovation
At CIMAC 2025, Wärtsilä will demonstrate its continued commitment to maritime decarbonisation and energy efficiency through a broad spectrum of technical contributions. Wärtsilä experts and partners will explore pathways to reduce emissions, enhance engine performance, and integrate future fuels and hybrid systems into vessel operations.
Wärtsilä is contributing to and collaborating on a number of papers at this year’s congress, reflecting its dedication to accelerating the transition to cleaner, more flexible marine energy systems. Topics include practical strategies for reducing methane slip in four-stroke engines, the evolving role of internal combustion engines alongside increased renewables, and advancements in NOx control and hybrid electric propulsion systems — all highlighting the company’s cross-disciplinary approach to tackling key industry challenges.
With the event taking place in Zurich, it also presents a timely opportunity to connect with Wärtsilä Services Switzerland – the global headquarters for 2-Stroke Engine Services – and learn more about the team's specialist expertise in supporting the lifecycle performance of two-stroke engines.
■ Wärtsilä’s R&D facility in Vaasa, Finland
Click here to read article on The Motorship online
Somas valves for Cargo handling and Exhaust gas applications
The shipping and shipbuilding industries require reliable valves to ensure media stored in separate tanks are not mixed during loading and offloading. The Somas Triple Eccentric butterfly valve is an excellent choice for pipelines handling various types of media, as the offset disc offers reliability and durability with minimal wear on the shaft and seat.
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Somas valves have been used for a long time to control exhaust flow after combustion in large diesel and dual-fuel engines. Offering precision as regulating valves, the triple eccentric design also provides longevity and stability, keeping maintenance requirements to a minimum.
Looking forward to seeing you 2-6 June at Norshipping, Hall D booth D01-41 in Oslo
Click here to read article on The Motorship online
REGULATORY UNCERTAINTY HINDERS BUNKER INDUSTRY
There’s a good reason why major associations are targeting MEPC 83 with submissions about bunkering – they see it as an opportunity to get the regulatory certainty the industry needs
As it says in the OCIMF, IPIECA, and IBIA submission to MEPC 83: All participants in the marine fuel supply chain will see their business change significantly as the 2023 IMO GHG Strategy advances.
MEPC83 could provide some certainty about mid-term GHG reduction measures which build on previously adopted short-term measures. To come is a goal-based marine fuel standard that will phase in the mandatory use of fuels with less GHG intensity and a global maritime GHG emissions pricing mechanism.
“Net zero by or around 2050 won’t be delivered without a revolution in the marine fuel supply chain,” says Dr Edmund Hughes, IBIA’s IMO representative. IBIA’s membership includes members across that supply chain including producers, traders, brokers, physical suppliers, and buyers.
“To achieve the IMO’s goals, we’re going to have to have not just different fuels, but a different governance regime, because the whole concept of well-to-wake is completely new to shipping,” he says. The information on fuels will have to be transferred down the marine fuel supply chain, something that will require digitalization. “Historically, all that’s ever done is transfer of the bunker delivery note to the ship.”
Hughes sees enforcement issues due to the new complexity created by well-to-wake regulations. “One of the problems is that you’re dealing with an international sector, but a lot of the decision making has to happen at a country level. Each country needs policies, because ports come under national jurisdiction. So, each port, each terminal even, will have to reconfigure its relationship with ship operators.”
The MEPC 83 submission notes that building the required
new supply chains for lower GHG emissions fuels covering production, distribution, and bunkering will require significant time and investment. Large production projects take several years before new infrastructure is developed. A production unit is typically designed to produce a specific fuel category and cannot be retrofitted in a cost-effective manner to produce other types of fuels as the production processes are not comparable (e.g. steam methane reforming to produce hydrogen, Haber-Bosch for ammonia, Fischer-Tropsch for e-diesel). This creates a significant risk of stranded assets, a gamble that is unlikely to be made by investors in the absence of long-term predictability.
During the transition there will be a need to continue to store and supply conventional petroleum fuels to ensure continuity of supply, so bunker fuel suppliers will likely require significantly more tankage ashore, both number (for additional segregations) and also volume (as new fuels have lower energy density).
IBIA therefore sees a clear international shipping well-towake GHG reduction pathway with non-reversibility of ambition as critical. To get a final investment decision (FID) on big production projects can take around five years, says Hughes. “Even if we agreed this year on regulations, it will probably take until the end of this decade before we start seeing what impact the regulations will have and how they will set up the industry for future decades.”
InterManager has also voiced concern in an MEPC 83 submission. Highlighting that roughly 20% of the global fleet is operated by a third-party technical ship manager as the ISM Manager, the submission asserts the need for further
■ The Fure Viken
refining to make it applicable in practice and to avoid future national implementing acts being open to inevitable and avoidable litigation by ship managers.
Passing the buck
InterManager president Sebastian von Hardenberg says: “We ship managers are fully committed to playing our part in shipping’s journey to net zero. However, when it comes to the GHG intensity of a ship, ship managers have no say whatsoever in any of the decisions that result in material impact; they are not even consulted.”
As the submission states, the matter is negotiated between the shipowner and the charterer and agreed in the charter party agreement for the ship, together with speed and consumption, the remaining significant parameters impacting on its GHG intensity.
However, the current proposed draft amendments to MARPOL Annex VI on the IMO net-zero framework suggest making ship managers the sole responsible entity for penalties related to GHG emissions. InterManager says this clearly misidentifies the ship manager as the polluter to be held responsible and penalised which, as well as being factually wrong, could lead to legal challenges.
Further, by assigning liability for compliance fees to the ship manager, they in turn are forced to ask shipowners to provide upfront financial security to cover potential risks of insolvency or defaults. This forces significant amounts of equity to be tied up in security, limiting cash flow available for growth or investment in new ships.
For their part, shipowners are building new relationships to derisk their fuel choices and consolidate their buying power. In February, Maersk celebrated the name-giving of its newest dual-fuel methanol container vessel in Mumbai, a sign of how important the nation is expected to be in fuel production.
In February, Furetank completed its first bunkering of 200 tonnes of ISCC certified Bio-LNG, in collaboration with environmental commodity trader STX Group and Molgas. Bio-LNG is a mass balanced product where biomethane of certified origins is purchased and injected into the gas grid, while the corresponding amount of gas is withdrawn from the grid and liquefied into bunker fuel.
Other collaborations are underway. Cargill’s Ocean Transportation business and tanker shipping company Hafnia have joined forces to launch marine fuel procurement company Seascale Energy. The joint venture aims to offer shipowners and charterers improved transparency and scale and access to sustainable fuel innovations.
“Bunker operations are becoming more transparent,” says Philippos Ioulianou, Columbia Group Director of Energy and Renewables. “Digital tools now track fuel quality, emissions, and compliance in real time, making data-sharing a key industry trend. Companies are being pushed towards greater openness, and those that fail to embrace transparency may find themselves at a disadvantage.”
Tech solutions
Technology is also playing a crucial role in easing the fuel transition, he says, with platforms like EmissionLink, member of Columbia Group, using real-time data analytics to help shipowners assess fuel choices, monitor compliance, and optimize operations. AI-driven forecasting and blockchainbased fuel tracing are further enhancing efficiency and accountability, making digital solutions essential for navigating the complexities of a multi-fuel future.
The number of digital solutions is increasing across the many links in the fuel supply chain. Per Funch-Nielsen, director of AuctionConnect, says a mind-set shift is needed
for shipowners to recognise that digital tools can provide significant support to procurement teams when it comes to negotiating fuel prices. “While, over the past few years we have seen a significant increase in the use of digitalisation across the bunkering supply chain, its adoption in fuel procurement process and the fixing of prices has lagged behind. Interpersonal relationships can be key to securing the best possible price, and this has led to entrenched ways of working that have kept procurement teams from adopting automated online auctions for price negotiation.”
Rob Mortimer, MD of fuel additive company Fuelre4m, asks if AI could help solve new fuel logistical challenges. For bunkering companies, the issue is predicting which fuel will be required by which vessel, and where, something that his company is solving using an AI powered, blockchain verification driven ordering and supply solution. A vessel operator will forward forecast quarterly requirements through the AI platform, placing a covering purchase order for supply anywhere in the world. The portal tracks each enrolled vessel’s fuel consumption and estimated time of arrival at the next destination. The product can then be despatched to meet the vessel. An AI-powered, virtual pool and virtual distribution model something like that could work for new fuels, he says.
There are already some potential lessons to be learned about digitalisation from problems experienced with the implementation of the EU ETS. Digital solutions provider OceanScore points to a lack of harmonized data formats between shipping companies and verifiers, significant discrepancies between commercial voyage definitions and the handling of off-hires. Odd errors in reporting systems and inconsistent data formats underscore the need for standardized practices across the board.
Transparency has emerged as a significant concern in managing EU Allowances for the EU ETS, says OceanScore. Invoicing for EU Allowances has become a labour-intensive task, with diverse format requirements, varying request frequencies, and interim statements complicating the process. Many shipping companies struggle to track whether invoices have been accepted, EU Allowances delivered, or payments made without a centralized system.
The introduction of FuelEU regulations could bring similar challenges, as could IMO’s expected economic, carbonpricing measures. These will be some of the considerations for MEPC 83 between 7 to 11 April 2025.
■ Dr Edmund Hughes, IBIA’s IMO representative
Book now - 20th Anniversary event!
The 20th GreenPort Congress will take place from 15–17 October 2025 in the historic city of Valletta, Malta. The 2025 conference will be hosted by Transport Malta, in partnership with EOPSA, and co-located with the highly anticipated Shore to Ship Conference.
Sponsors:
New policy and legislative updates
Port Infrastructure and development
Alternative fuels
Digitisation in ports
Terminal development and sustainable operations at port
Electrification of ports, terminals and equipment
Supported by:
Meet and network with over 200 attendees representing port authorities, terminal operators and shipping lines. For more information on attending, sponsoring or speaking, contact the events team:
visit: greenport.com/congress
tel: +44 1329 825 335
email: congress@greenport.com
Host port: In partnership with:
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SPECIALREPORT
Sponsored by
SPECIAL REPORT
Future fuel marine engines: AMMONIA
AMMONIA facts and figures
A quick history of NH3’s use as a fuel, it’s abundance and myriad issues
MAN ES’ 2-stroke ammonia engine
MAN ES’ combines dual-fuel capability, emission reductions, and retrofit potential in its ammonia engine
The WinGD X-DF-A dual-fuel engine
The X-DF-A features sub-5% pilot fuel operation and NOx compliance
Future-ready and retrofit-capable: MAN Cryo
A Q&A with MAN Cryo about its ammonia FSS and its place in the market as a system integrator
LR Decarb Hub’s guidance on crew safety with ammonia Denise McCafferty of the LR Decarb Hub on safety for crews aboard ammonia-powered vessels
Rene Laursen discusses how to bunker
Techno-Economic Feasibility Studies
Performance Improvement Advisory
Carbon Accounting
Sustainability Notations
ESG Reporting and Assurance
Sustainable Financing Support
THE CHALLENGES OF BUNKERING AMMONIA
The Motorship talks to Rene Laursen, ABS Director – Fuels & Technology, Global Sustainability about the safety and operational requirements for bunkering and safe handling of ammonia as it emerges as a popular potential choice to support the maritime industry’s energy transition
What are the challenges in designing an Ammonia bunkering station compared to LNG?
Designing an ammonia bunkering station presents some challenges compared to LNG, primarily due to ammonia's high toxicity and corrosive nature. In addition, the volume of fuel that needs to be transferred will be approximately twice that of LNG to deliver the same amount of energy. This could either prolong the length of the bunkering operation or increase the size of equipment required. However, many of the safety protocols established for LNG and the experience gathered with gas can be reused with ammonia.
The key challenge is to ensure that leaks are avoided, and in the case that they do happen, that safety measures are in place to deal with the impact of ammonia’s high toxicity. This requires stringent safety protocols and crew training to prevent leaks and ensure safe handling procedures are followed.
Material compatibility is also an issue, but since ammonia has been transported as cargo for sixty to seventy years, there is a great deal of experience and information about the materials suitable for ammonia transport available in guidelines and codes developed for its use as cargo.
Ammonia is stored as a liquid at minus 33 degrees C according to the latest IMO interim guidelines. This means that a system to deal with the Boil-Off Gas (BoG) has to be integrated into the design, in an arrangement very similar to what is already specified for LNG. Managing the ammonia BoG properly is critical to prevent accidental releases.
In a worst-case scenario, it is essential that a robust emergency response plan is put in place; to ensure that leaks are dealt with and that personnel can escape from exposed areas in a safe way.
What is the specialist safety training required for crew?
The crew assigned to handle ammonia at bunkering stations need specialized training. In particular they need dedicated training on its physical and chemical properties, including its toxicity and the necessary handling precautions.
Operational procedures are another element that require training in advance and in particular, crew will need to understand in detail how the bunker systems function, how to monitor the condition of the bunkering process, including fault detections and emergency shutdown. They also need comprehensive training on emergency response plans, including spill containment, evacuation procedures and first aid procedures for ammonia exposure.
It is also mandatory that the personnel involved in bunkering operations and working as emergency responders must wear appropriate personal protective equipment when ammonia is released.
What are the regulatory considerations for port authorities?
Port authorities whose terminals deal with ammonia as fuel on a daily basis, must consider several factors regarding existing regulations for ammonia bunkering. First, they must analyse and understand if there are any gaps in the existing regulations and ensure that those gaps are properly addressed to ensure personal safety for those who are working and living in the affected area of the port - and to ensure satisfactory environmental protection.
Dealing with the types of risk identified in the gap analysis will require the port authority to conduct thorough risk assessments. Gas dispersion analyses for the port area will have to be prepared to ensure safe bunkering operations under a variety of different weather conditions.
Port authorities must also ensure that bunkering operations comply with local, national and international regulations, including obtaining and maintaining necessary permits.
Finally, the crew needs to be familiar with all relevant regulations and safety standards for handling ammonia.
■ Rene Laursen, ABS director – fuels & technology, global sustainability
MAN ES’ AMMONIA-POWERED TWO-STROKE ENGINE
As the maritime industry intensifies efforts to reduce carbon emissions and transition to sustainable fuels, ammonia has emerged as a key player in the future fuel mix
MAN Energy Solutions is at the forefront of this transition with its pioneering development of ammonia-powered twostroke engines. The company’s ammonia engine technology represents a significant step toward decarbonising the global shipping industry while maintaining efficiency and reliability.
The potential of ammonia as a marine fuel
With approximately 80-90% of global freight transported by sea, decarbonising the shipping industry is essential for meeting global climate goals. MAN ES has identified ammonia as a leading alternative fuel, predicting it will play a dominant role in marine energy by 2050. Both blue and green ammonia offer viable pathways for reducing greenhouse gas emissions, with e-ammonia (produced from green hydrogen and atmospheric nitrogen) emerging as a cost-effective and scalable solution.
Ammonia engine: A timeline
MAN Energy Solutions has made remarkable progress in developing ammonia-powered engines since initiating research in 2019. Key milestones in the development include:
● Conducting combustibility investigations and engine concept simulations.
● Installing and testing auxiliary systems for ammonia supply.
● Successfully achieving 100% engine load on ammonia.
● Launching the first commercial ME-LGIA engines on testbeds. The company’s flagship ammonia engine, the 7S60MEC10.5-LGIA, is undergoing rigorous testing at Mitsui E&S and the Research & Development Centre (RCC) in Copenhagen, where full-scale operational trials are taking place.
Challenges and breakthroughs
Ammonia presents unique combustion characteristics compared to traditional marine fuels. Computational Fluid Dynamics (CFD) simulations reveal that ammonia has a sixtimes lower flame speed and a significantly higher autoignition temperature than methanol. However, MAN Energy Solutions’ two-stroke slow-speed engine technology has effectively managed these challenges.
Key advancements include:
● A dual-mode operation that allows switching between ammonia and conventional fuel.
● Achieving a 5% Specific Pilot Oil Consumption (SPOC) at 100% load.
● Reduction of NOx emissions by approximately 40% compared to conventional fuel oils.
● Advanced tuning mechanisms that virtually eliminate nitrous oxide (N₂O) emissions, a potent greenhouse gas.
● A newly developed Fuel Booster Injection Valve (FBIV-A), which ensures high-pressure ammonia injection for stable combustion.
Safety in ammonia engine operations
Given ammonia’s toxicity, MAN Energy Solutions has implemented stringent safety measures. Risk assessments
such as Failure Modes and Effects Analysis (FMEA) and Hazard and Operability (HAZOP) studies have been conducted to mitigate potential hazards.
Additional safety features include:
● Double-walled piping for ammonia transport.
● Ammonia catch systems designed to prevent leaks and ensure safe disposal.
● Ventilation and absorber systems to maintain controlled environments.
● Automated purging to handle emergency situations without human exposure to ammonia vapors.
Testing the market
Unlike traditional fuel engines, the ammonia-powered twostroke engines require real-world testing before full-scale commercial deployment. MAN ES aims to secure positive seagoing experience before listing ammonia engines in its full sales catalogue. To achieve this, the company is engaging in multiple pilot projects across Korea, Japan, and China.
The first ammonia-powered vessels, including two 93,000 CBM Very Large Ammonia Carriers (VLACs) for Eastern Pacific Shipping, are expected to receive their engines by Q1 2026. Based on performance data from these trials, full-scale sales of ammonia engines such as the G50, S60, G60, G70, and G80 ME-LGIA models are tentatively expected by end of 2026.
The future of ammonia shipping
In addition to newbuilds, MAN ES is also working on retrofit solutions to convert existing ME-C engines to ammonia fuel. This approach aligns with the broader industry trend of designing ammonia-ready vessels, ensuring a seamless transition when ammonia infrastructure becomes widespread. With over 37 patents filed in ammonia engine technology, MAN Energy Solutions is leading the charge toward a sustainable and efficient maritime industry. The company’s innovations not only pave the way for ammonia as a mainstream fuel but also set new standards for safety, efficiency, and environmental responsibility.
■ MAN ES 2-stroke ammonia engine test
IS AMMONIA THE FIRST TRULY GREEN SHIP FUEL?
Stricter international environmental regulations are pushing shipowners to explore new fuel options, making technology more demanding and complex. The global shipping fleet has grown since 2008, aiming to cut greenhouse gas emissions by 50% by 2050
This goal necessitates carbon-free fuels, bringing ammonia into focus. Ammonia (NH3) burns without producing CO2, making it a viable green fuel. International congresses and development partnerships are advancing the topic, and companies like HEROSE are prepared with valves designed for ammonia use.
The idea of ammonia-ready ships is gaining traction. Shipowners see this as a way to future-proof their investments, as ammonia ensures carbon-free operation under stricter future regulations. To adopt ammonia as a ship fuel, three key components are needed: engines capable of burning ammonia, tank systems that can handle it, and supply infrastructure at ports. Discussions with engine manufacturers, fuel system suppliers, research institutes, and industry experts suggest progress is being made, particularly for ammonia use in combustion engines and fuel cells.
Ammonia facts
Annually, around 200 million tons of ammonia are produced globally, primarily for fertilizers. Ammonia production consumes about 2 % of the world's energy output. The Haber-Bosch process, where nitrogen and hydrogen gases react at high pressure and temperature over an iron catalyst, is the most common production method. Ammonia is gaseous under normal conditions, liquid at -33 °C, and can be liquefied at 20 °C under 9 bar pressure. It is toxic but detectable by humans at very low concentrations. Combustion of ammonia yields only nitrogen and water, but its low flammability requires a pilot fuel for combustion. Ammonia's heating value is 5.2 kWh/kg, approximately half that of diesel, necessitating larger tanks.
The history of ammonia
Ammonia has a history as an energy storage and fuel source dating back to 1872, with trams in New Orleans using it. Belgian buses ran on ammonia during World War II, and a Chevrolet Impala was ammonia-powered in 1981. Recent years have seen global efforts to establish ammonia as a green fuel, with projects in England, Australia, and the European ShipFC project, which includes Fraunhofer Institute participation. Green ammonia, produced using renewable energy, is intended for motor combustion or fuel cells. However, only gray ammonia is currently available, with green ammonia production just beginning.
Perspectives on ammonia
Opinions on ammonia as a fuel are divided. Proponents see it as an ideal future fuel due to its carbon-free combustion and low emissions, and its production from various renewable sources (Power-to-X). It has established infrastructure and handling experience, though it requires significant expansion. Critics cite ammonia's toxicity and poor combustibility as concerns. Despite these issues, ammonia offers many advantages over other alternative fuels, such as use in
combustion engines, gas turbines, and fuel cells. Compared to hydrogen, ammonia is easier to handle, requiring less pressure and lower liquefaction temperatures.
Engine manufacturers' fuel plans
Engine manufacturers initially viewed LNG as the future fuel, now considering it a stepping stone to ammonia. LNG engines are already in use and can incorporate bio-methane and hydrogen. Methanol engines, like those on the ferry Stena Germanica, are also in operation. Current technology can meet the 2030 emission targets, but achieving the 2050 goal requires carbon-free fuels, making technology increasingly complex. Ammonia can be used in various engine types, including diesel, gas, and dual-fuel engines, with market readiness expected in three years. The IMO is working on integrating ammonia and hydrogen into the IGF Code, laying the groundwork for ammonia as a ship fuel.
Fuel system and tank technology
The cost of fuel systems, particularly tanks, is a significant factor. Ammonia's relatively simple liquefaction and storage requirements make tank systems cheaper. Future fuel systems may initially use LNG, with the capability to transition to ammonia. This requires components compatible with both fuels. Current planning includes systems for bunkering, storing, loading, and using ammonia, awaiting regulatory and supply developments.
HEROSE provides valve solutions for handling ammonia, including retrofitting existing LNG valves for ammonia use. The company supports the maritime industry's shift to green fuels with products designed to withstand the corrosive nature of ammonia, ensuring safety and efficiency in new and existing fuel systems. HEROSE is looking to play a part in the transition to greener shipping practices needed to make the ambitious net zero target set by the IMO.
■ HEROSE headquarters in Bad Oldesloe, Germany
THE WinGD X-DF-A DUAL-FUEL ENGINE
Ammonia is a prime ‘future fuel’ candidate as the shipping industry strives to reduce its environmental impact, representing a potential low-carbon option with promising characteristics. Its high energy density and low viscosity make it especially suitable for long-range shipping operations
Unlike conventional diesel-based marine fuels, ammonia is virtually free of sulphur oxide (SOx) and particulate matter (PM) emissions. This makes it a viable low emission means for achieving the International Maritime Organization's (IMO) greenhouse gas (GHG) reduction targets. However, to achieve optimal sustainability, it should be produced from renewable energy sources, such as wind or solar power, rather than from natural gas or coal energy sources, to make so-called ‘green’ ammonia. When produced in this way using renewable energy, ammonia can deliver lifecycle GHG emission reductions of up to 90 percent compared to traditional fossil fuels.
WinGD’s ammonia-fuelled engine development commenced in 2019, since which time testing has been ongoing, to the point that the company’s first commercially available ammonia-fuelled engines will be delivered from mid-2025 onwards.
The engine
The X-DF-A ammonia engine platform is based on the dieselcycle concept that has been well-established for several decades on WinGD’s diesel-fuelled engines. New innovative technologies have been developed to inject and burn ammonia in the most efficient way, controlling and minimising engine out emissions. Huge efforts have also been undertaken to develop the entire fuel handling and safety
concept, which is especially challenging due to the characteristics of ammonia as fuel.
The first WinGD-designed X-DF-A ammonia-fuelled engines, in 52 and 72-bore sizes, will be delivered in mid2025. The company plans to roll-out 62 and 82-bore versions in 2026, and then short stroke S versions of the engine in 2027. The short stroke engine versions are ideal for vessels with a shallow draught, small propeller diameter, or low main deck height.
In developing the engine, the toxic and corrosive nature of ammonia needed to be carefully considered. Safety concerns were, therefore, high on the agenda. Another major issue to be addressed was to determine how ammonia combusts in 2-stroke relevant conditions. For this a full-scale dedicated Spray Combustion Chamber (SCC) was built to enable combustion parameters to be observed under realistic twostroke engine conditions. The tests in WinGD’s specifically designed SCC have been the base of all subsequent development, and have been an essential element in delivering the commercially available engine.
Single-cylinder testing, which allowed rapid validation of the ammonia combustion system under engine conditions, was also an important step in the programme. Performance and emission predictions based on this and later rig testing, were subsequently confirmed via full-load engine testing. The full-load testing was carried out at the company’s Engine
■ WinGD single cylinder engine test
Research and Innovation Centre in Winterthur, Switzerland. These tests validated the effectiveness of the full-scale engine, turbocharger configuration, and control system when operating with ammonia fuel.
A technically sound solution
Data from the specific combustion tests was used to refine simulations of ammonia combustion in the test engine, helping WinGD to calibrate its own simulation models and derive clear design specifications. It has also shown that it is possible to stay below a 5 percent pilot fuel rate, which has been the target from the beginning.
Ammonia combustion in a diesel-cycle engine comprises a series of combustion stages. Starting with the compression stroke, the air inside the combustion chamber is compressed by the piston, raising its temperature and pressure. This high pressure and high-temperature environment is crucial for igniting the pilot and subsequently the ammonia fuel.
Ammonia is then injected into the engine’s combustion chamber as the primary fuel. The injection system ensures proper atomisation, interaction with the pilot flame, and the mixing of ammonia with air for efficient combustion. For ignition and combustion, a small amount of pilot fuel is injected into the combustion chamber. The pilot fuel spray ignites due to the high temperature and pressure, initiating the combustion process.
Once the pilot fuel ignites, the heat generated ignites the ammonia fuel injected into the combustion chamber, interacting with the pilot fuel spray. The ammonia-air mixture combusts, releasing energy and generating work on the piston. After the piston has moved downwards during the power stroke, the combustion gases expand through the opening exhaust valve and are subsequently scavenged by new charge air from the intake ports to the exhaust valve. The cycle then repeats.
Ammonia emissions from the WinGD X-DF-A ammoniafuelled engine are below 10ppm, while nitrous oxide (N2O) emissions are below 3ppm. Nitrogen oxide (NOx) emissions for ammonia operation are well below those generated during diesel use. Crucially, the low emissions are achieved without the use of exhaust gas after-treatment, allowing WinGD to confirm that no ammonia slip catalyst (ASC) is needed to operate the engine with ammonia fuel.
Sebastian Hensel, WinGD’s Vice President R&D, points out that “The WinGD X-DF-A is an extremely efficient and technically sound lean-burn Otto cycle engine. When operating with ammonia fuel, it will typically have extremely low NOx emissions, and is therefore fully compliant with the updated IMO NOx Technical Code (NTC 2008), which represents a means to certify the compliance of marine engines with NOx emission levels. What is more, there is no NOx trade-off, meaning the engine cannot be tuned for lower consumption at the cost of increased NOx emissions.”
An emphasis on safety measures
Appropriate safety measures have been implemented throughout the ammonia supply system. These include leak detection systems, emergency shutdown systems, double wall barriers, ventilation, and fire suppression systems to ensure the safety of the crew, the vessel, and the environment. Monitoring and control systems are employed to ensure the proper functioning of the ammonia fuel supply system. Sensors are used to monitor parameters such as pressure, temperature, flow rate, and fuel quality.
Because of the toxicity of ammonia, crew members need to be fully trained on safe handling procedures, the use of personal protective equipment, and emergency response protocols. WinGD has addressed the issue of safety, both in
Unfortunately, the marine market is currently faced with geopolitical uncertainties and trade disputes which may affect the appetite for newbuild vessels ‘‘
the design and development of the X-DF-A engine and in its training methodology. The company also takes an open and transparent approach to making it clear to owners and operators that modifications and additional engineering work are needed for ships to be capable of operating with ammonia-fuelled engines.
A risk assessment, such as HAZID, is also mandatory for ammonia engines. There are several design precautions and countermeasures recommended in class rules and based on IGC Code provisions.
“WinGD holds training courses to provide detailed information on all aspects of working with ammonia fuel, with a strong emphasis on safety. Furthermore, the company is already actively assisting operators and maritime academies in preparing training syllabuses for the use of ammonia as a marine fuel,” explains Sebastian Hensel.
Responding to market demand
Alternative fuels are widely seen as being key to decarbonising the marine sector, with ammonia as one of the leading future-fuel candidates. The market demand for ammonia-fuelled engines is, therefore, developing rather quickly, as is the expanding fleet of ammonia carrier vessels.
“Unfortunately, the marine market is currently faced with geopolitical uncertainties and trade disputes which may affect the appetite for newbuild vessels. For example, we can’t yet anticipate the effects of increased tariffs and port fees, and the impact of the potential trade war between the USA and China. Nevertheless, we feel very confident that the demand for ammonia-fuelled 2-stroke engines will continue to grow regardless of the current situation,” says Sebastian Hensel.
WinGD has secured some 30 orders to date for ammoniafuelled X-DF-A engines, with sizes ranging from 52- to 72bore, for a range of vessels including bulk carriers, gas carriers, container vessels and oil tankers. The first engines will be delivered from mid-2025 for ammonia carriers owned by Exmar LPG, and bulk carriers operated by CMB.Tech. The ships are to be built in Korea and China. These ammonia engines will be the first low-speed ammonia engines to be delivered for commercial ships, marking the beginning of a new era for the shipping industry.
A number of orders, scheduled for delivery in 2026, have also been booked. These include the engines for seven 25,000m3 and 41,000m3 LPG/ammonia carriers ordered by Tianjin Southwest Shipping. The vessels will deploy 6-cylinder versions of the 52-bore X-DF-A engines and are scheduled to enter service from Q3 2026. Also booked is an order for X-DF-A engines to be installed to two Aframax tankers being built for Singapore based ship owner and operator AET. These will be the first such vessels to operate with ammonia fuel-capable DF engines. The order builds on previous cooperation between WinGD and AET to enable clean-energy ship operations.
As Sebastian Hensel explains: “Our well-structured development approach, along with a strong focus on innovation, has paid off. After intensive efforts to understand the principles of ammonia injection and combustion, we are ready and well prepared to respond to market demand with a high quality platform of dual-fuel ammonia-ready engines.”
LR DECARB HUB’s GUIDANCE ON CREW SAFETY WITH AMMONIA
As the maritime industry pushes toward decarbonisation, ammonia is emerging as a promising alternative fuel. With its potential to significantly reduce CO₂ emissions—particularly when produced from renewable sources—ammonia offers a path toward greener shipping
However, its adoption comes with new safety considerations, especially for crews who have never encountered ammonia onboard. The Lloyd’s Register Decarbonisation Hub (The Decarb Hub), through a multi-stakeholder effort, is stepping in with structured guidance to bridge the knowledge gap.
Ammonia is not a newcomer to the marine sector. It has been safely transported as cargo on chemical tankers for decades. “The industry already has experience with carrying ammonia as a cargo,” said Denise McCafferty of the Decarb Hub. “So those people that work on those tanker ships… already have some training.” But carrying ammonia as cargo is not the same as using it as fuel, particularly as new vessel types—like bulk carriers and container ships—enter the fray.
That shift raises complex safety challenges. “Now that it's going to be used as fuel, you’ll have ships that have never carried ammonia before needing to manage it onboard,” McCafferty said. That’s where the Decarb Hub’s recent guidance comes in.
The Decarb Hub has developed a three-document framework to support the transition. The first document establishes the state of the industry today, their thoughts on ammonia and the needed changes to use ammonia as fuel tomorrow. It addresses the various players in the value chain and how the project findings can help to allay their concerns. The second documents address minimum competency standards, rooted in the existing International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code). It helps establish baseline training and certification requirements.
The third document, however, goes a step further. Known internally as the “Scenarios” report, it explores beyond standard training into emergency response, design implications, and real-world operational scenarios. “It goes through all—there’s pages and pages—on emergency response,” McCafferty said. “If ammonia does become a fire, you treat it differently.” This includes considerations like tank placement (often on deck for bulkers and tankers), fire hazards from leaks or dropped objects, and different firefighting approaches due to ammonia’s low flammability.
The guidance is the result of a consortium led by the Maersk Mc-Kinney Møller Center for Zero Carbon Shipping, with the Decarb Hub acting as technical lead. Contributors span across the supply chain, from manufacturers like CF Industries to training organisations such as the Ammonia Safety and Training Institute (ASTI). “They helped us quite a bit,” McCafferty noted, especially with emergency protocols and firefighting expertise.
The industry already has experience with carrying ammonia as a cargo. So those people that work on those tanker ships…already have some training ‘‘
Crucially, the effort recognises the importance of both shipboard and shore-side readiness. “It’s not just the ship that has to know about this,” McCafferty emphasised. “Even the crane operator has to know what to do if there’s a leak.”
A fuel of the future?
Despite concerns over production costs—some estimates as high as €8,000 per ton—many in the industry, including the
■ Denise McCafferty of the Decarb Hub
FUTURE-READY AND RETROFIT-CAPABLE: MAN CRYO
We spoke to MAN Cryo, the specialist subsidiary of MAN Energy Solutions, that focuses on cryogenic technology for marine applications, helping the German engineering powerhouse deliver complete, future-ready marine propulsion and fuel systems
Here is an interview with Justin Pearce, senior process engineer at MAN Cryo in Gothenburg. He has led MAN Cryo’s DNV AiP for ammonia fuel supply system and has been process lead for several LNG vessels as well as project manager for Vestfjorden Ferries compressed hydrogen project. This interview has been lightly edited for clarity.
How have you tackled ammonia’s lower energy density in your system design? Are you focusing more on newbuilds or retrofitting existing vessels?
We see our place in the market as a system integrator. This means not the design of a fuel supply system, but integrating it with overall requirements of a specific project. This could include bunkering equipment, storage tank(s), fuel supply system and release mitigation. So far, we have seen the market for newbuilds is a bit warmer, but our solutions will be able to be adapted based on customer requirement.
With regard to energy density, there is not much that can be done overcome the additional cargo space as compared to LNG.
What’s your approach to vent treatment and handling ammonia vapor, especially in confined marine environments?
The philosophy is to retain as much vapour in the system as possible to reduce the sizing of such equipment. But for those releases we must accept; the mitigation system is a chemical scrubber system. A similar concept has been used already in onboard with closed-loop EGCS, and is common on land installations. The main advantage is reliability, that space requirements for main equipment are limited and that the product is safe to handle.
Which classification societies have approved your ammonia FSS so far, and what has the certification process been like?
We have worked primarily with DNV Alternative Fuels team during the design phase which has included many iterations to ensure the best solution. The cooperation with DNV Alternative fuels team has been very productive and the team have been very helpful in answering our questions and giving guidance.
What unique safety features or redundancies have you built into your system that differentiate it from others on the market?
In terms of the overall design there are already clear rules regarding double barriers, operator presence and level of automation for ammonia systems. Redundancy for other systems such as release mitigation or holding time are discussions with class and owners to find the right safe and cost-effective solutions.
We don’t see ourselves as a direct competitor to Alfa Laval’s FFS. Previously we have incorporated AL’s FFS for other media into the overall system design based on client wishes, it could well be the same for AFSS too
Given MAN Cryo links to MAN ES, how much is that a factor for securing orders and how do you consider competitors like Alfa Laval?
We don’t see ourselves as a direct competitor to Alfa Laval’s FFS. Previously we have incorporated AL’s FFS for other media into the overall system design based on client wishes, it could well be the same for AFSS too. On the other side of this, we do have the expertise to design the entire system from our Göteborg office in cooperation with the Chines manufacturing company manufacturing partner YADA to provide a competitive price.
Aside from MAN’s own products, we’ve looked into providing a system for a range of our competitors consumers also for example; WinGD, HiMSEN, Amogy, so we are not locked into any type of system. our focus is on adapting to client’s specific requirements.
■ Justin Pearce, senior process engineer at MAN Cryo
DNV ON AMMONIA REGULATION
Jason Stefanatos, global decarbonisation director at DNV, shares insights into the evolving regulatory and technical landscape surrounding ammonia’s potential as a marine fuel
Ammonia’s primary appeal lies in its ability to provide carbon-free combustion, giving it a strong environmental advantage over traditional fossil fuels. “Ammonia is emerging as a possible fuel option, in part, due to its carbon-free combustion,” Stefanatos explains. Compared to hydrogen, it offers practical advantages in storage and transport—two major hurdles for large-scale maritime use.
Existing infrastructure also gives ammonia a head start. “The usage of ammonia as a cargo provides a basic infrastructure ashore, through more than 250 ammonia terminals, and some experience from handling ammonia onboard.” However, while ammonia’s energy density and scalability are attractive, it still lags behind methanol in terms of technological maturity and ease of integration. “Technological challenges, especially regarding safety are to be overcome before we see widespread adoption,” he adds.
Regulatory gap in safety
One of the key barriers to ammonia adoption is the lack of fully developed regulatory frameworks, particularly in safety standards. With ammonia being toxic and corrosive, managing its risks is paramount.
DNV has stepped in to fill this regulatory void. “DNV has proactively developed classification rules and recommended practices to ensure the safe use of ammonia as a marine fuel,” Stefanatos says. This includes DNV-RP-0699, a recommended practice focused on crew competencies. Through these guidelines and partnerships with industry stakeholders, DNV is helping to build the foundational knowledge and protocols needed for future regulations.
“By providing detailed guidelines and facilitating early dialogue with Flag Administrations, DNV aims to mitigate risks and ensure safe operations even before mandatory regulations are fully established.”
Shipowners exploring also face considerable uncertainty due to the novelty of the fuel. The Alternative Design Assessment (ADA) process—used to validate safety where prescriptive rules do not yet exist—can be particularly complex.
“A hurdle shipowners can encounter during the ADA process is the lack of precedent,” Stefanatos explains. “DNV utilizes the experience gained by previous projects… facilitating early engagement with flag states and helping structure submissions to clearly map out safety justifications.” Drawing on cross-sector risk models, DNV offers a bridge between conceptual safety and regulatory compliance.
First mover advantage
Initial adoption is being seen among vessel types that can maximize ammonia’s benefits. “In the AFI orderbook we have seen the first non-gas carrier ammonia-fuelled vessel orders placed in 2024, mainly in the bulk carrier segment,” says Stefanatos. Long-haul vessels such as bulk carriers, gas carriers, and container ships—particularly those calling at ports with existing ammonia infrastructure—are expected to lead the way.
“As large-scale availability is not there yet, it is safe to assume that ammonia will first come to liners that call at specific ports,” he notes, highlighting the importance of targeted infrastructure development in early adoption phases.
The transition to ammonia also places new demands on shipyards and vessel designers. While the market has begun to respond—with a growing number of ammonia-ready vessels on order—full integration of ammonia-specific safety measures is still developing.
“Shipyards and designers are embracing ammonia readiness… However, there is still a gap in terms of fully integrating ammonia-specific safety features and operational protocols,” says Stefanatos. DNV’s classification rules and ongoing technical support aim to bridge this gap, enabling the industry to adapt as new propulsion systems begin rolling out. “With the first engines being delivered by the end of this year/ beginning of next we expect to gather more real-life experience around the potential issues.”
All eyes are now on the IMO, which is expected to deliver new regulatory guidance around 2028 under its IGF Code expansion. Stefanatos sees promise in the organisation’s evolving stance but remains cautiously optimistic.
“The IMO has shown increased commitment through its revised GHG strategy… However, clarity will depend on the level of ambition and whether prescriptive safety requirements are sufficiently flexible to accommodate innovation.”
Ammonia may not be the most mature or straightforward fuel alternative today, but its potential to contribute to the IMO's net-zero goals is undeniable. With organisations like DNV stepping in to create interim frameworks and support shipowners in uncharted waters, the pathway to ammonia adoption is gradually taking shape. Whether the regulatory winds will be favourable remains to be seen, but the industry is clearly setting sail.
■ Jason Stefanatos, global decarbonisation director, DNV
RENEWAL IN NICHE SHUTTLE TANKER SEGMENT
As a distinct, specialised asset class that forms a critical part of the offshore oil delivery chain, the shuttle tanker fleet is entering a new stage of development. By David Tinsley
A recent investment surge that has included a nine-ship newbuild order and a takeover of a major player within the sector has given credence to analysts’ projections for market growth and transportation capacity growth.
The operation of offshore-loading shuttle tankers requires purpose-designed vessels and equipment and experienced, first-rate crews with particular skills in manoeuvring such tankers and working cargo in the most testing sea and weather conditions. The challenges have intensified with the increasing location of production platforms and FPSOs in deepwater areas.
High maintained standards and design maintainability are also of the essence given the especially demanding nature of operating profiles and employment contracts wherein unscheduled downtime is anathema to both charterer and shipowner. Environmental standard commands the closest scrutiny, given voyage profiles within jurisdictions that take the most determined line on pollution prevention.
The shuttle tanker is often described as a ‘floating pipeline’, elemental to the supply infrastructure, ensuring the movement of crude oil and condensate to onshore refineries and storage terminals or by way of ship-to-ship (STS) transfer to conventional tankers.
The age profile of the active shuttle tanker fleet relative to the presently buoyant and increasing market demand is stimulating renewal and development of dedicated tonnage. Brazil’s aggressive expansion of deepwater production capacity is exerting a signal influence on fleet growth.
Global tensions
Geopolitical tensions, including Western sanctions on Russian oil, have spurred increased sourcing from Brazil, although the industry there has been in ascendancy for some while. It is set to gain added dimension in 2029, with the projected operational start of the Gato do Mato field in the deepwater, pre-salt area of the Santos Basin. The development plan includes the installation of an FPSO endowed with a throughput capability for 120,000 barrels of oil per day.
The bow loading system, the shuttle tanker’s fo’c’slemounted and most distinguishing physical feature, allows the vessel to take on cargo safely and reliably from a variety of offshore installations or floaters, sustaining continuity even in extreme weather. Some vessels were also built with a submerged turret loading facility, a special cone-shaped conduit located forward on the tanker’s keel, dedicated to certain offshore fields.
Equipped with sophisticated loading and dynamic positioning (DP) systems and built to ensure continuity of cargo transfer and transportation in arduous weather or otherwise hostile environmental conditions, shuttle tankers have applied advances in spheres such as diesel-electric propulsion, manoeuvring systems and volatile organic compound (VOC) emission recovery.
The sector’s technical paths have been influenced by standards and regulations applicable to the offshore industry,
certain of which are more stringent than the parameters laid down for conventional crude oil tankers. The short voyages, continual loading and discharge phases and energy companies’ exacting charter terms give rise to generally more complex technical and performance issues for shuttle tankers than for general crude carriers and product tankers.
In the latest tenders, charterers are specifying steadily stricter environmental criteria, an imperative that assumes yet greater importance due to the typically long-term nature of employment contracts, be it 10, 15 or even 20 years.
Elements that are expected to figure in the upcoming generation of vessels include the use of new types of dualfuel or multi-fuel engines, increased recourse to battery/ hybrid arrangements, electric cargo handling systems, shore power hook-up, and potentially also carbon capture and storage (CCS). Advances in hull modelling will be utilised to achieve further refinements in design forms keyed to dedicated operating areas and voyage profiles.
Alternative fuel installations are increasingly common, typically for the use of LNG and VOC fuel, as in the North Sea. Methanol and/or ethanol are seen as possible alternative fuels in the Brazilian theatre. DNV, which classes by far the greatest number of shuttle tankers, has granted approval in principle (AiP) to COSCO Shipping Heavy Industry (Zhoushan) for a version of its 154,000dwt Suezmax design type powered by ammonia-capable main machinery.
Brazil moved ahead of the North Sea some years ago as the biggest deployment region. Brazil’s Campos Basin is a mature market served mostly by Suezmax shuttle carriers. Metocean conditions are often difficult, characterised by waves from different directions, strong current and random wind patterns. Major charterers in the region, including Petrobras, Shell and Equinor, accordingly have rigorous vetting requirements.
The oil industry’s drive into deeper waters and more remote locations—underscoring the assured future importance of oil in the global energy mix, notwithstanding the ‘green’ agenda—
■ The 123,000 Aframax shuttle tanker Torill Knutsen
presents both new opportunities and additional technical challenges for the shuttle tanker business.
While the North Sea, the fountainhead of the shuttle tanker breed in the 1970s, remains the second largest operating scenario for offshore oil loaders, mainly Panamax and smaller vessels lifting from fields in the Norwegian and UK sectors, West Africa is a growing area of activity. Demand there is most likely to involve Aframax shuttle tankers.
According to shipbroker Clarksons, there were 102 shuttle tankers in the global fleet by the end of 2024, some 75% of which were accounted for by just three owners, namely Knutsen NYK Offshore Tankers (KNOT) / KNOT Offshore Partners (KNOP), Maran and AET Tankers. A report in the March 2025 edition of the Lloyds Register publication Horizons put worldwide fleet strength at 108, excluding vessels on order, and stated that over half the ships are of Suezmax size.
Tonnage on the orderbook is predominantly in the Suezmax category, at least sufficient to replace older units in the months and years ahead and to meet emergent demand. However, LR commented on the absence of Aframax, Panamax and smaller sizes in current investment, despite the age profile of existing such tonnage, and the expectation of steady demand in those size ranges for deployment on future, smaller field developments.
Greek power
The Greek shipping industry’s stake in the offshore loader segment is set to be considerably enlarged through the takeover of Altera Shuttle Tankers by an affiliate of the Angelicoussis Group.
The transaction through Maistros Shiptrade will bring 18 vessels employed in the offshore waters of Brazil, eastern Canada, Norway and the UK under the wing of the private conglomerate. The Altera company is being rebranded as Maran Shuttle Tankers, in alignment with the nomenclature for the Angelicoussis operating divisions.
Through Maran Tankers Management, the group had signalled its foray into the shuttle tanker market in early 2024 by placing a newbuild order in South Korea after winning charters from Brazilian energy major Petrobras. The contract awarded to Daehan Shipbuilding of Haenam involves three 276-metre offshore loaders of 154,000dwt, each valued at around $130m. Deliveries are scheduled between November 2026 and May 2027.
Each DP2-class Suezmax tanker will feature a 13,000kW array of five thrusters for precision manoeuvring and stationkeeping. The potent outfit will comprise three retractable units and two tunnel thrusters, using a design solution that facilitates servicing and maintenance without the need to drydock the vessel, given both the extremely costly implications of unscheduled downtime and the challenges in finding and booking suitably-equipped yards contiguous to the intended operating areas.
The Tsakos Group was the first Greek-owned company to invest in the shuttle tanker sector some 12 years ago. Now, Tsakos Energy Navigation (TEN) has very substantially augmented its newbuild programme. In March 2025, it added nine DP2 Suezmax shuttle carriers to three already booked with Samsung Heavy Industries.
The latest order followed confirmation of an agreement with Transpetro, the logistics subsidiary of Petrobras, for the long-term engagement of nine ships. The vessels are the subject of 10-year charters commencing immediate pursuant to respective deliveries scheduled from Samsung within a 2027/2028 timeframe. Moreover, Transpetro has an option to increase the employment term in each case to 15 years.
The preceding three newbuilds are due to enter service on
SHUTTLE TANKERS
long-term contracts with major oil companies over the course of this year and next. The vessels will be the first shuttle tankers to receive the DNV Cyber Secure Essential notation. The ships will be compliant with the IACS Unified Requirement (UR) E26/27. Intended to reduce cyber risk, E26 and E27 became mandatory for all newbuilds contracted for construction after 1 July 2024.
In February 2024, Knutsen NYK signed 10-year timecharter contracts with Petrobras covering three vessels to be constructed for operation in Brazilian offshore waters on delivery over 2026-2027. The newbuild order was placed with COSCO Heavy Industry (Zhoushan), specifying a 154,000dwt design powered by a 14,000kW two-stroke engine driving a controllable pitch propeller and incorporating three retractable azimuth thrusters and three tunnel thrusters, all from Brunvoll.
A further newbuild was entrusted by Knutsen NYK to a Chinese yard last year on the back of a seven-year timecharter secured from the independent Brazilian oil and gas company PetroRio (now PRIO). The shuttle tanker is due to be handed over in early 2027 and the terms of the employment deal include provision for an eight-year extension to the charter.
On the Norwegian continental shelf, operators of offshore oil fields face particularly tough regulations, including stipulations as to the control and recovery of VOC emissions, which have a global warming potential many times higher than that of CO2.
An important juncture in the evolution of offshore loading tanker design was reached in 2020 with the delivery of the first of the E-Shuttle Tanker series, the 130,000dwt Aurora Spirit, assigned to transfers in Norwegian waters under Equinor charter. The design’s dual-fuel diesel-electric primary power installation, based on four-stroke engines, uses LNG as the primary fuel and a mixture of LNG and recovered VOC as the secondary fuel. A 610kWh Corvus Energy battery system, for flexible power distribution and blackout prevention, was also a distinguishing feature of the class.
The powering arrangements achieved both substantial emission reductions and efficiency across the frequently fluctuating load range. The E-Shuttle generation was conceived by Altera’s antecedent, the Teekay Group, in cooperation with Wartsila.
DNV dominance
Shuttle tankers are a particular source of VOCs produced due to cargo evaporation during loading and transit, given the frequency of cargo handling phases and intensity of vessel operation. A pilot plant for VOC collection and reabsorption into the cargo was fitted aboard the 113,000dwt Tove Knutsen back in 1994 and achieved a recovery rate of around 75%. Norwegian regulations have become much tighter in this regard, while new EU edicts could add to the incentives for managing the methane present in VOC emissions.
Most shuttle tankers comply with the DP redundancy class standard as a minimum, equating to the IMO equipment class 2 requirements. DNV, with the lion’s share of shuttle tanker classification in terms both of the active fleet and newbuilds, states that its DYNPOS (AUTR) notation is now most commonly stipulated, as this correlates with the latest IMO MSC 1/Circ.1580 DP guidelines published in 2017.
DNV expects this development to continue, with a trend towards higher technical requirements, which again may lead to more frequent use of more advanced notations such as DYNPOS(E) and DYNPOS(ER). These are intended to ensure reliable, robust, yet flexible DP shuttle carrier systems which can be run in cost-efficient modes that result in a lower environmental footprint relative to traditional, redundant DP systems.
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can that can detect over-fueling and other complex failure modes. This has now expanded to DC notations and also covers batteries.”
Verification of the protection system is important. For ABB, the performance of its system components has been demonstrated through fault simulations and live short-circuit testing, including failures within the protection system and failure of the protection network. A high level of testing and verification is also reflected in the requirements from regulatory bodies.
DC grids add simplification and safety to hybridisation Demand for battery hybrid power is growing rapidly as shipowners recognise the efficiency gains that are possible. Adopting DC grid technology as well brings added flexibility, simplicity and safety.
The Switch recently signed a contract with Vard Electro to supply its DC-Hub technology to five diesel-electric walk-towork vessels. With 15 DC-Hubs to be delivered, the project demonstrates what The Switch sees as increasing demand for flexible and future-proof power distribution systems.
The demand for battery hybrid power is growing rapidly, says Teemu Heikkilä, product line director, power electronics at The Switch. The offshore sector is leading the way. According to DNV statistics, nearly 200 offshore vessels are already equipped with batteries, and 100 more have battery installations on order.
For offshore support vessels, batteries provide the ability to lower fuel consumption, particularly for vessels with dynamic positioning (DP) capabilities. “Most of the time, the generators on these vessels are running at partial load with poor efficiency. Even if green fuels were used to reduce emissions, fuel economy would still remain poor with constant-speed gensets carrying only a partial load,” says Heikkilä.
By designing optimal DC distribution for each vessel, we can improve efficiency. . This leads to lower fuel consumption while increasing system redundancy.
DC power distribution in ships is widely recognised as being more energy-efficient than AC systems in many cases, especially when batteries are installed. Adopting a DC grid on board also brings a more compact design that frees up valuable space compared to bulky AC switchboards. A standout feature of The Switch DC-Hub is its plug-and-play flexibility, says Heikkilä. Owners can easily connect batteries, fuel cells, shaft generators or even entirely new energy sources as they become viable. This makes it ideal for vessels being prepared to transition toward zero emissions.
Variable-speed gensets can be combined with batteries in a DC distribution system. The combination allows optimal load sharing in every use scenario, Heikkilä says. With fewer generators running, less fuel is consumed, and less vibration occurs. In addition, regenerated energy, from cranes for example, can be fed to the batteries and re-used later, further enhancing efficiency.
DC distribution also increases system redundancy and fault tolerance in DP operations, and closed bus tie operation can allow some gensets to be safely replaced by battery power. The technology enabler is The Switch Electronic Bus Link (EBL) which connects multiple DC-Hubs together with
ultra-fast protection devices in between. This ensures closed bus-tie operations even with DP3, because the protection activates in 10 microseconds to remove the faulty part from the system while continuing operations.
“Our DC-Hub is all about efficiency, flexibility and future readiness,” says Heikkilä. “By designing optimal DC distribution for each vessel, we can improve efficiency. This leads to lower fuel consumption while increasing system redundancy. Batteries are the obvious driver for our DC-Hub, because they perfectly complement each other. This combination ensures efficient utilization of energy in every condition, reducing operational costs and the need for maintenance.”
Future proofing with renewable integration
As part of its commitment to helping shipowners reduce emissions and prepare for renewable energy integration, The Switch has joined the EU STEESMAT project. Spearheaded by Maritime CleanTech, 13 European partners will collaborate on technology to simplify the integration of modern green energy sources while optimising the efficiency of existing solutions.
“The STEESMAT consortium will investigate the connection of MV and low voltage DC and also go into details of both,” says Heikkilä. “The need originates from the fact that you cannot connect batteries, fuel cells, green energy sources and similar technologies to MV. On the other hand, certain vessel types have tens of megawatts propulsion power which is done with MV. So, combining these two creates some complexity, which STEESMAT will investigate.” The Switch will lead the low voltage DC distribution work in the project.
By enabling engines to operate more efficiently at variable speeds, the system will be designed to facilitate the seamless integration of multiple renewable energy sources on large vessels, including batteries, fuel cells and others. The STEESMAT system will also aim to reduce vessel weight and overall energy consumption, with the potential to cut emissions by up to 40%.
The former Norwegian Coast Guard vessel, KV Senja, now renamed RV North Star, will serve as a floating laboratory for the project. The ship will be outfitted with the new MVDC system to be tested under actual sea conditions. The project partners are aiming for commercialisation of the new technology by 2029.
■ Frode Lium, R&D product manager for Onboard DC Grid, ABB Marine & Ports
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TEACHING THE MACHINES
In 2020, when we began developing Guardian – an unmanned craft designed to rescue and recover people from the water – one of the first challenges we had to solve, was how do we find people in the water when there are no humans onboard to do the searching.
By Doug Lothian, Co-Founder, Zelim
We were looking for a system that could automatically detect people in the water to enable fully remote or even autonomous search with our Guardian vessel. After looking at what was available on the market, nothing fit the bill. All the existing maritime detection technology was focussed on collision avoidance for the safety of navigation, nobody was focussing on search. At this point we realised that we needed to build something ourselves. A system that didn’t just detect objects for collision avoidance, it would have to be able to detect and classify the object to be useful to a searcher. The system would have to know the difference between a human head in the water, a rock, a dolphin or even a lobster pot. At this point we made our giant leap into artificial intelligence.
Science fiction has provided many examples of intelligent machines that can perceive the world around them, detecting and recognising objects and their relevance to the environment. The reality of machines capable of perceiving and understanding the world began in 1958 when Frank Rosenblatt, with the U.S. Office of Naval Research, unveiled a remarkable invention – a 5-ton computer called ‘Perceptron.’ ‘Perceptron’ hinted at the possibility of automated learning. By the 1980s, advances in statistical methods and neural networks laid the groundwork for modern machine learning, although computing power was a limiting factor that slowed progress.
When we started our journey into AI it was reaching a tipping point. Major tech firms were open-sourcing frameworks that
could detect and classify objects on land with increasing accuracy. Meanwhile, GPUs (graphical processing units) were becoming more powerful and affordable, offering processing that could crunch huge volumes of image data in milliseconds. These two developments made it possible for us to train realtime vision systems outside the realm of Big Tech.
However, the sea is a tough environment for machine learning technology. Everything is in motion, sea spray and light reflections can play havoc with vision systems making the task of differentiating a floating human from a drifting bag of rubbish or piece of driftwood huge. Detection systems that worked on land just could not stand up to the challenges of the sea. It required a different logic.
Spotting the Human
Detecting something in the water is one thing but classifying that something as a person is a very different thing altogether. And doing it in real time, from a moving vessel, in unpredictable sea states, adds unprecedented levels of complexity.
A person in the water does not have a fixed profile. They might be wearing dark clothes, submerged, face down, bobbing, rolling, or tangled in equipment. From an AI perspective, that is a moving target in every sense.
So, we began building our own maritime-specific database. Using drones, we flew hundreds of test missions and recorded people in the water from multiple heights, angles, and distances, under varying weather conditions. Every
■ Unmanned rescue vessel
image was manually annotated. We drew bounding boxes around people, labelled them, and fed the results into our training models.
Today, our dataset includes more than 6.5 million labelled objects. Anecdotally, according to the US Coast Guard, it is the largest and most rigorously tested visual dataset in maritime search and rescue.
That validation matters, because it is the foundation for how our models “learn” what a person – an adult, adolescent, child or infant – looks like in the water, not just from one point of view, but from every conceivable angle. You are not just teaching AI what a person looks like, but enabling it to recognise a person it has never seen before, from a distance it has never experienced, in conditions it has not yet encountered.
In the early days, AI models would look at a still image and make a judgement about what was in it. But that approach is flawed, as AI can misidentify wave crests, foam, or a seabird as a person, leading to false positives which, in a rescue scenario, can costs lives.
Instead of making a decision based on a single frame, the technology we have developed looks at how features persist and move across multiple frames. We also added range estimation, using camera intrinsics we can accurately calculate how far the object is from the camera. From that, we estimate its size, and from its behaviour, we can also predict its future drift path. All of this has culminated in a system that does not just detect – it reasons. It watches. It tracks.
Autonomous Ecosystems
As our detection capability matures, its possibilities multiply. If a machine can reliably detect and classify people, it can also detect obstacles, navigational hazards, and security threats. That is the basis for full maritime autonomy, not just for rescue vessels but for all commercial ships.
We have started designing this into new product modules. As an option with the ZOE Intelligent Detection System, we can include ‘Watchkeeper’ capability to deliver continuous visual monitoring for bridge navigators. Watchkeeper acts as an AI-powered lookout, alerting crews to any navigational obstacles to reduce the risk of collisions and accidents.
Shield is another new product module that builds on that foundation to provide greater situational awareness and security, helping crews detect suspicious craft, unauthorised boarding attempts, or potential collisions.
Both modules rely on the same underlying AI engine we began building for man overboard detection. But now they are being used in wider contexts, fusing Radar, AIS, GPS, and Electro Optical and Infra Red visual data into one cohesive operating picture, integratable with modern Bridge Systems (ECDIS).
The Future
At present, we are processing real-time detection at HD resolutions . Processing every frame at 30 frames per second, applying object detection, classification, tracking, and probability estimation within milliseconds, is still a monumental computing task. We are working with GPU arrays and edge processing to push this further.
But resolution is only part of the picture. We are now deploying multi-sensor fusion techniques and expanding our classification range.
It is worth noting that in many operational scenarios today, human decision making still outperforms automation in nuanced judgement, but not in consistency or speed. The US Coast Guard's own studies show that the probability of a helicopter crew spotting a person in the water – even when
AUTONOMOUS VESSELS
flying directly over them – is just 18%. In comparable studies, ZOE has demonstrated 96% Probability of Detection and Recognition, outperforming the human by over 5x. AI systems do not get tired, do not blink, and do not overlook what is right in front of them.
That is why we believe this technology is not just the future of search and rescue – it is the future of maritime safety in an increasingly autonomous maritime world.
About the Author
Doug Lothian is co-founder of Zelim and a systems engineer with a background in mechanical, electrical, and manufacturing systems design. He has worked with global tech companies including Microsoft and Intel, helped build high-frequency trading platforms in the financial sector, and spent over 20 years in maritime training and offshore operations. At Zelim, he leads the development of advanced AI platforms for autonomous vessels and maritime safety.
■ AI-powered ZOE Intelligent Detection System
■ Doug Lothian, co-founder of Zelim
But sequential turbochargers are not a panacea. One potential issue regards efficiency. “Multiple small turbochargers may not always surpass the efficiency of a single large unit," explains Rofka. He adds that efficiency losses occur because of scaling constraints, such as the inability to proportionally reduce tip clearances in smaller units, which affects airflow and increases internal losses. Larger turbochargers tend to be more efficient because of lower relative flow losses, from clearances, for example.
It seems that in practice, turbocharger design is a balancing act shaped by the engine’s operating profile. For high-speed engines with widely varying load demands, sequential setups offer crucial flexibility. In low-speed applications such as those found in large marine vessels, the motivation is primarily fuel efficiency. The ability to cut out one of two turbochargers under low load conditions creates higher boost pressure, and consequently higher peak cylinder pressure, which improves efficiency and reduces fuel consumption., Rofka says.
The evolution of turbocharging is set to play a vital role in enabling the engines of tomorrow but what that tomorrow will look like is the question.
Otto over Diesel for retrofit solutions
One of the transformative deals Accelleron completed in 2023 was the acquisition of fuel injection specialist Officine Meccaniche Torino (OMT), which made them partners in combustion. Put simply, turbocharging takes care of the air, injection looks after the fuel.
What made the deal transformative is that OMT had expertise in fuel injection for the Diesel cycle and for Otto engines.
Rofka explains that both principles are important for the uptake of dual-fuel engines, although the Otto cycle has proven increasingly relevant for retrofitted engines.
“We are developing technologies that support port fuel injection, which is used in the Otto cycle. So, you have a premix of air and fuel that goes into the cylinder, and then it's ignited by pilot fuel. It's not the same as the Diesel cycle, where you inject the fuel at high pressure, and then burn it immediately.”
Diesel’s direct injection into the combustion chamber is followed by almost immediate ignition, due to the high pressure and temperature, whereas port injection pre-mixes the fuel with air, before it enters the cylinder. This mixture is then ignited, using a small amount of pilot fuel. The challenge here is that this air-fuel mixture is more sensitive: too early an ignition risks knocking while too late or uneven mixing can result in misfiring or incomplete combustion. Precise atomisation and vaporisation of the methanol or ammonia in the intake port are essential.
Both conventional diesel injectors and port injection systems demand exact control of the spray pattern and droplet size to ensure a homogenous mix, but port fuel injectors can only obtain this result through a much lower fuel pressure, which poses additional challenges. Rofka explains that if the mixture isn’t homogeneous—if, for instance, pockets of rich fuel form—these can ignite prematurely or fail to ignite at all, leading to engine instability and inefficiency. This has driven development of specialised injector technologies that atomise these alternative fuels into a mist-like spray, improving mixing and combustion quality.
Accelleron has simulated the air-to-fuel mixing process obtainable with port fuel injectors, using various spray patterns and injector orientations to identify the optimal parameters. Engine tests at a customer laboratory demonstrated that this innovation achieved high
performance while reducing pilot fuel consumption to less than 5%. This approach is especially relevant as a retrofit solutions enabling existing fleets to run on low-carbon fuels without the need for entirely new engines.
Diesel still required
This system is still reliant on pilot fuel for ignition. In contrast, with pure diesel, there’s obviously no such requirement; the injection alone drives combustion.
In a dual-fuel methanol or ammonia setup, however, even as the engine runs primarily on these low-energy-density fuels, a diesel-based pilot fuel is still necessary for ignition. That involves high-pressure dual-injector setups, with two different high-pressure, direct injectors housed in a single casing—one for diesel and one for the alternative fuel—with increasingly precise injectors capable of delivering very small quantities of fuel with high accuracy. Rofka notes this is crucial, because the engines must ignite reliably, even at low loads.
In terms of pilot fuel proportion, the goal among engine designers appears to be 5% of total energy input, even under low load conditions, according to Rofka. This is an improvement over earlier systems that required 10% or more. The reduced amount of pilot fuel not only improves overall efficiency, but also supports decarbonisation goals, by limiting the amount of fossil-derived fuel used.
The complexity of these systems has led to packaging challenges, particularly with larger and more numerous injectors now required to accommodate the lower energy density of methanol and ammonia. Innovations in compact design and modularity are emerging as solutions, helping to fit these systems within existing engine geometries without significant redesign.
The development of two different viable approaches ––both high-pressure direct injection and port injection for dual-fuel engines—is yet another symptom of the maritime sector’s broader transition: accommodating sustainable fuels within the practical constraints of current fleets, while but keepingcombustion stable, efficient and emissionscompliant. With Accelleron’s merger with OMT, the company is ideally placed to lead this transition.
By combining its turbocharging expertise with OMT’s deep knowledge of advanced injection systems, Accelleron is uniquely positioned to deliver integrated combustion solutions for a multi-fuel future. Whether it’s enabling cleaner retrofits for existing fleets or advancing next-generation engine platforms, Accelleron is shaping how sustainable fuels are introduced into marine propulsion.
■ Christoph Rofka, president of medium and low speed products at Accelleron and vice president of communications at CIMAC
TOYOTA-ENGAGED FLEET ACTS ON CO2 MANDATE
Tailored to the product range and regional trading profile of the Toyota automotive conglomerate, the 3,000 CEU capacity PCTC Trans Harmony Green signals the roll-out of a strategy aimed at realising long-term carbon neutrality goals in group shipping operations. By David Tinsley
Testament to the enduring competitiveness of Mitsubishi Shipbuilding’s Shimonoseki-Enoura yard in ro-ro equipped vessel production, Trans Harmony Green is the first LNGfuelled addition to the fleet deployed by Toyofuji Shipping, Toyota’s joint venture with international logistics specialist Fujitrans. Toyofuji is Toyota’s sole marine transport company.
A second such newbuild is nearing completion at Mitsubishi’s premises on the Kanmon Strait, where a follow-on pair of slightly smaller vehicle carriers specified with methanolcapable main machinery is on the books for Toyofuji.
MAN Energy Solutions’ ever-more popular ME-GI twostroke series provides the power base for the 195-metre Trans Harmony Green. In conjunction with LNG dual-fuel auxiliaries and hull form optimisation and other improvements, the latest ship promises a reduction of more than one-quarter in CO2 emissions per vehicle transported relative to the previous, all-diesel generation.
Trans Harmony Green and future consort Trans Harmony Emerald have been assigned to an itinerary linking Japanese ports with China, Thailand, the Philippines, Malaysia, Indonesia, and Brunei. Nagoya is the linchpin in the operation, being Toyota Motor Corporation’s pre-eminent export interface, and the specific shipping service reflects not only Toyota markets but also the group’s extensive and multi-faceted factory network throughout eastern and south eastern Asia.
Adaptability
The ships’ 3,000 CEU rating is calculated on the basis of a full load of Toyota medium-size cars, although the design offers flexibility as to cargo manifests, suited to the new breeds of sports utility vehicle(SUV), vans, and minibuses, plus main deck provision also for trucks, buses and construction equipment. Mobile machinery such as forklifts, another product of the Toyota organisation, is also accommodated.
Ro-ro access and egress is principally by way of Kyoritsu starboard quarter ramp, hinged at the main deck stern threshold. This is complemented by a ramp just aft of midships on the starboard side, designed to land at two different levels so as to facilitate cargo working at quays of varying heights. Compared to a typical PCTC configuration featuring several hoistable decks, Trans Harmony Green has more limited stowage for higher freight, given a single liftable deck imbuing a five-metre clearance. The specific trade requirements also reflect in a lighter quarter ramp load rating relative to ocean-going PCTCs.
Fire safety
Toyota is actively expanding its battery-electric vehicle (BEV) lineup of cars and vans. Thus, in keeping with the extra challenges posed in combating fire outbreak in cargoes of lithium-ion battery-powered EVs, extra risk-reducing
■ LNG power for Toyota’s marine logistics: Mitsubishibuilt Trans Harmony Green
measures have been adopted in Toyofuji’s new ships. A key element is the fitting of thermal imaging equipment on the ro-ro decks to detect abnormal temperature changes that might indicate battery degradation or fire. Meanwhile, Toyota is also investing in solid-state battery technology, looking to a range of 750 miles in future models.
Trans Harmony Green is installed with an LNG-burning, sixcylinder S60ME-C10.5-GI propulsion engine derated to 10,800kW at 98rpm from the nominal maximum continuous rating of 14,940kW at 105rpm. Affording direct drive to a fixed pitch propeller, the plant ensures a 19.5-knot service speed. The prolific MAN ES licensee Mitsui E&S supplied the engine from its Tamano works. Manoeuvring is assisted by a 1,200kW tunnel thruster in the bow.
The three main gensets are also of LNG dual-fuel type, built on Daihatsu 6DE-23DF four-stroke engines each yielding a maximum mechanical power of some 1,200kW. LNG is bunkered in two cylindrical tanks of 1,200m3, delivered to Mitsubishi from China by fabricator Watts Energy & Engineering.
In June last year, Toyofuji took a further step towards its aim for carbon neutrality by 2050 through a commitment to a methanol dual-fuel car carrier ordered at Mitsubishi Shipbuilding. The deal, stipulating delivery during 2027, signalled the initial nomination by the industry of methanolcapable propulsion machinery in a new ship for Japanese coastal service.
Toyofuji recently put its name to a second vessel of the same 2,300 CEU capacity design forming part of what now amounts to a five-ship series contracted by various Japanese interests from Mitsubishi’s Shimonoseki yard.
The 170-metre class is intended for domestic and feeder operations. Methanol is regarded by the shipowners involved as a more pragmatic option than LNG for coastwise duty cycles, which entail intensive scheduling with multiple port calls of short duration. The propulsive power concentration will allow the ships to make passages at up to 21 knots, somewhat faster than the new 3,000 CEU entrants.
Breadth, moulded
Draught 8.5m
Gross tonnage 49,264t
Deadweight 14,016t
Vehicle capacity 3,000CEU
Main engine power 10,800kW
Speed, service 19.5kn
Class ClassNK
Registry Panama
Anticipated future use of carbon-neutral, green methanol will advance the environmental credits of ship and user alike. Green methanol is a clean-burning, synthetic fuel made from renewable energy sources such as biomass, biogas or captured CO2.
Trans Harmony Green and the forthcoming sister have been placed under the husbandry of Bernhard Schulte Shipmanagement(Singapore). While operated by Toyofuji, the bareboat charterer is the Nagoya company Kagoshima Senpaku Kaisha, an affiliate of Fujitrans. The registered owner, Feng Li Maritime Corp, is linked with Toyofuji.
Preceding newbuild additions to the Toyofuji fleet were the 199-metre sisters Trans Harmony 1 and Trans Harmony 2, also offering a 3,000 CEU capacity and allocated to the Japan/ South East Asia traffic. Delivered by Naikai Zosen’s Innoshima yard in 2018, each is powered by a 6S60ME-C8.5 diesel, manufactured by Hitachi Zosen under licence from MAN ES.
■ BSM adding first LNG dual-fuel car carriers to managed fleet
COASTER SECTOR TAKES
TO DIESEL-ELECTRIC
Uptake of diesel-electric powering and propulsion has accelerated in the European coastal and short-sea cargo vessel sector, motivated by the unerring drive for efficiency set against the pace of environmentally-led regulatory development, writes David Tinsley
Uptake of diesel-electric powering and propulsion has accelerated in the European coastal and short-sea cargo vessel sector, motivated by the unerring drive for efficiency set against the pace of environmentally-led regulatory development.
The years of conservatism as to engineering solutions now seem long past, although pragmatism still attends the various technological paths chosen, given the enduring challenges faced by shipowners in an operationally rigorous, intensely competitive and generally low-margin sphere of sea trading.
Among current fleet investments that marry large-scale programmes with advances and innovation in design engineering is that being undertaken by the Norwegian firm of Wilson ASA. This couples a north European blueprint with Indian construction.
The centrepoint of the technical arrangements is a modular-type diesel-electric powering arrangement, giving added momentum to the move by many operators away from traditional single-engine, four-stroke diesel-mechanical propulsion, a process that has been under way for well over a decade now in the coaster/short-sea dry cargo vessel field.
The 3,800dwt Wilson Eco 1 is the first in a series of six 89-metre newbuilds booked from Udupi Cochin Shipyard using the CIP3800 design drawn up by Conoship International of Groningen. Wilson has subsequently further boosted the Indian yard’s workload with an order for eight larger vessels, employing the 6,300dwt version of the CIP series.
The CIP3800 Wilson Eco 1 is fitted with three 350kW diesel gensets feeding two 375kW electric propulsion motors. The frequency-controlled diesel-electric power train regulates
the speed of the screw in accordance with variables such as engine load factor, water depth and navigation route. According to the designer, the plant promises fuel savings of up to 35% and significantly lower emissions relative to a conventional solution.
In concert with the operating flexibility and economies conferred by a multi-unit, diesel-electric setup, high efficiency levels are promoted through the selection of a large-diameter propeller and optimised hull lines abetted by the proven Conoship aftship form known as the ConoDuctTail.
Future fuel ready
Moreover, the design facilitates a future switch to the use of generator aggregates able to burn alternative or future fuels, and includes provision for retrofitting a brace of Econowind VentoFoil sails on the fo’c’sle. Adoption of VentoFoils could yield further gains in the 8-12% range.
Wilson’s nascent, follow-on CIP6300 class offers an underdeck cargo capacity of just over 317,000ft3 (circa 9,000m3) within a hull envelope of some 100 x 15.85 metres. Rather than the three main gensets of the smaller, original CIP designs, the 6,300dwt variant is powered by four sets delivering electrical energy to two propulsion motors and a 350kW bow thruster. Norwegian Electric Systems (NES) has been retained to supply the complete power package.
Projected fuel burn ranges from 2.5t/day at eight knots to 4.8t/day at 10.5 knots, underscoring Dutch expertise in devising and producing low-consumption short-sea traders. The option of fitting three VentoFoils provides future opportunity for realising efficiencies.
In keeping with the CIP concept, the modular nature of the
■ Conoship design to the fore: dieselelectric main power and collapsible, auxiliary sails feature in a 2024 delivery, the 3,640dwt coaster Amadeus Saffier
power system allows for future replacement with new solutions, if deemed viable, such as methanol- or liquefied hydrogenfuelled sets, while ensuring the space availability for the requisite methanol or hydrogen fuel tanks and/or fuel cells.
Conoship claims that the efficiency losses between the diesel-generator sets in the CIP series can be more than compensated by the gains achieved through the specific design of the aftship and the large, fixed-pitch propeller. The latter is optimised for drive by electric motors that can handle very large torque fluctuations.
A modular diesel-electric plant is also at the heart of the latest additions to the design and production portfolio of Dutch builder Thecla Bodewes Shipyards. 2025 has seen the debut delivery of the SALMO 5000 dry cargo vessel series, in the shape of the 5,100dwt Iana, commissioned by Transtal Shipping.
Attributed with a fuel consumption rate of just 3t of MGO per day, the 87-metre SALMO 5000 is installed with three 532kW gensets and two 600kW electric propulsion motors, and features a hull form tailored to the propulsion type. The design is said to be over 32% below current EEDI phase 3 requirements.
The modular powering system allows ready adaptation for alternative energy sources, such as methanol- or hydrogencapable prime movers, without necessitating replacement of the electric propulsion lines.
Design innovations
The SALMO concept is the foundation for a new range embracing versions up to 6,500dwt and incorporates knowledge and experience gained from the 12-ship project of 7,300dwt LABRAX short-sea traders under production by the Kampen yard for Vertom Shipping.
Developed by Groot Ship Design and equipped with four gensets and twin asynchronous propulsion motors, the 119-metre, 7,000-tonner class far surpasses the consumption performance of ships of comparable size and deadweight. Volvo Penta aggregates built around the D13 high-speed engine of 400kW at 1,800rpm make up the powerhouse in a solution that provides operational flexibility and low emissions with design flexibility in terms of machinery location and hull envelope maximisation for cargo volume.
A similar engineering theme is pivotal to a four-ship contract secured last October by Thecla Bodewes from Navigare Shipping of the Faroe Islands. As an addition to the in-house design portfolio, the GADUS series of 5,600dwt dry cargo vessels employs a diesel-electric installation comprising four generator sets, twin motors and fixed-pitch propeller in a nozzle.
The newbuilds will be IMO Tier 3-compliant, and will each incorporate a shore transformer system to allow for emissionfree cargo handling operations while in port, and an electrically-powered, travelling gantry-mounted selfdischarge. The first example is scheduled to be completed during the spring of 2026.
The Dutch maritime milieu has also spawned an extensive newbuild scheme melding Indian construction with electric propulsion. The 12-ship deal assigned by Vertom Shipping to Chowgule entails a 6,000dwt version of Groot Ship Design’s diesel-electric offering.
The series shares the same platform as Vertom’s 7,000-tonners from Thecla Bodewes, such that each 6,000dwt newbuild will feature four 400kW main generators, feeding two 650kW propulsion motors and 400kW bow thruster. The specially faired hull lines and Groot Cross-Bow are intended to render the best possible efficiency and speed keeping at summer draught.
Four 8,500dwt diesel-electric, low-emission dry cargo
DESIGN FOR PERFORMANCE
vessels for intra-European trade have also been added to Chowgule’s books by Boomsma Shipping of the Netherlands and Germany’s Leonhardt & Blumberg, acting in concert. According to designer Conoship, the propulsion system chosen renders a 50-60% reduction in power requirement relative to existing tonnage, with correspondingly lower CO2 emissions. Provision has been made to allow retrofitting of wind-assisted propulsion, carbon capture and batteries.
A further project championing a modular diesel-electric concept is due to yield the first in a new generation of 7,400dwt short-sea cargo vessels from China this year. The series newbuild contract entered into by Dutch company ETA Shipping in partnership with Swiss-headquartered energy and commodity trader Mercuria is based on a design that champions sustainability and efficiency in parallel.
Electricity for the propulsion drive is supplied by generators fuelled on conventional or low-carbon fuels with provision for adaptation or potential full replacement by alternative plant for delivering electrical energy in accordance with toughening emission regulations and/or zero-emission goals.
A remarkable aspect of the design, dubbed the ETA 6700, is its claimed ability to achieve 10.5 knots fully-laden at under 900kW of power. Another is the rapidity it offers for conversion: “We estimate that it will take less than a day to remove the existing power generation system and replace it, fully or partially, without the need for a shipyard,” asserted ETA Shipping’s co-founder Sam Gombra when the shipbuilding order was placed in 2023.
Smart ships set sail
The award to Taizhou Sanfu Ship Engineering entailed six vessels, for delivery from mid-2025 onwards, plus multiple options. Capital cost, on which Chinese construction coupled with serial production clearly has a signal influence, is said to be comparable to a conventional newbuild, for an anticipated 30% gain in efficiency.
The extent to which automation has been embraced bears on the performance projections. Each ship’s 3D management tool will use over 1,300 sensors, enabling virtual navigation, equipment data access and historical trend analysis for both crew and onshore technical staff. The new flotilla will be assigned to Mercuria subsidiary Mare Balticum, with ETA acting as a minority shareholder.
One year before the award to the Chinese yard, ETA Shipping had initiated design engineering work for the vessel type with the Lithuanian firm Western Baltic Engineering of Klaipeda.
The growing reference list of investments in new breeds of tonnage that give more than lip service to sustainability, while promising immediate gains in environmental credentials by hoisting efficiency factors, bodes well for the longer-term viability of the intra-European seaborne dry cargo business.
■ A modular dieselelectric propulsion setup is pivotal to the 7,400dwt class ordered by Mercuria and ETA Shipping
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The low speed versus medium speed engine debate took a new turn in the May 1975 issue of The Motor Ship, with the early demonstrations of Doxford’s long awaited Seahorse engine.
Although its full title was the ‘Doxford-Hawthorn Seahorse medium speed engine’, industry figures seemed undecided as to whether it should be classed as a fast-running low speed engine or a slower medium speed unit. Developing 2,500 bhp/ cylinder at 300 rpm it somehow fell between the two stools. When first conceived, in 1970, its high power rating put it into the medium speed category but since then more conventional medium speed units from the likes of Stork Werkspoor, Pielstick, GMT and the combined MAN/Sulzer design had appeared with per-cylinder outputs approaching that of the opposed-piston Doxford. And with most medium speed engines being of compact dimensions, running on the four-stroke cycle, the height (though not the length) of the two-stroke Seahorse placed it more in the low speed camp.
The Seahorse had, after some teething troubles, managed some 500 hours at maximum rating on the test bed, and investment from the UK Government helped to show it could be a serious contender. And that was despite the market failure of some other British engines like the Ruston AO. Doxford was keen to point out that it was not really a new design, having many features in common with the slowrunning J type. Although the demonstration engine displayed some of the vibration characteristic of the marque, the designers felt that production versions would be much more smooth-running. Our editorial predecessors felt that the Seahorse’s high output, combined with simple maintenance and low fuel consumption should ensure its commercial success.
The main ship description in May 1975 concerned what was said to be ‘an outstanding vessel’. This was Australian Emblem, built by Kawasaki Heavy Industries’ Kobe shipyard for Australian National Line. It featured the highest-output medium speed installation afloat, driving a single CP propeller, as well as being equipped to handle both ro-ro cargo and cellular containers. The machinery comprised three Kawasaki-MAN engines giving a total of 46,000 bhp, capable of driving the 222m 23,481 dwt ship at 26 knots. The arrangement was similar to that on three smaller sister ships, chosen to take advantage
of the relatively low engine height, allowing a vehicle deck level with the stern door to be sited above the engine room. Australian Emblem used two 14-cylinder and one 18-cylinder units, operating at a constant speed of 430 rpm, connected to shaft generators and a single reduction gearbox through a system of clutches, allowing any combination of engines to be used both at sea and in port.
Cellular guides on the two vehicle decks, plus the ability to stack containers on deck up to four high, gave a total capacity of 1453 TEU, including 452 reefer containers.
A special supplement to the May 1975 issue looked at chemical tankers, despite a similar slump in the chemical carrier industry to that affecting oil tankers. Despite this, several yards were fulfilling global orders, including the UK’s Dunston shipyard, which had recently delivered its largest ship, the Pass of Balmaha, to Panocean. The 97.5m double-hulled vessel offered a tank capacity of 3,898m3 across 10 heated mild steel tanks, all coated with zinc silicate paint to allow for carriage of dangerous chemicals. Safety features included a warm air gas freeing system with foam and CO2 fire protection. The main engine was a Mirrlees 8KMR of 5,000 bhp at 600 rpm. Automatic engine control with a comprehensive alarm and monitoring system was provided, featuring a novel switchboard with mimic diagram.
The international magazine for senior marine engineers
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