No. 4 December 2021 COOPERATION & ENERGY
Offshore Energy Magazine CONNECTING THE MARITIME & OFFSHORE WORLD FOR SUSTAINABLE SOLUTIONS
ARTICLE Decarbonisation of shipping industry
ARTICLE Electrification of oil and gas operations
ARTICLE Research alliance for offshore renewable energy
The marine access revolution has begun. The offshore industry is considering its operations in the face of demands for increased safety in parallel with reduced costs. The marine access market is no exception. We’re right there besides you at this time – as always. It is our goal to work with you, as your trusted partner, to overcome these challenges. We seek to gain the understanding of your needs that will enable us to provide you with support – support that goes beyond the delivery of a vessel. This is why we have developed the Fast Crew Supplier (FCS) 7011. This safety conscious, comfort focused, rapid-moving platform helps you take a look towards tomorrow. It combines a fast, proven vessel design with a highly integrated, comprehensive range of marine access technologies to make a quantum leap forward in crew transfer solutions. A solution you can depend on.
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table of contents Maritime trade growth to slow down in coming years page 6 The synthetic chain revolution has arrived page 18
ZeroCoaster ammonia-powered cargo ship wins DNV AiP page 12
Knowledge sharing for energy mix of the future page 32
3 Editor’s note 4 Collaboration on renewable hydrogen 6 Maritime trade growth to slow down 10 Proposal for world’s largest offshore wind farm 12 ZeroCoaster ammonia- powered cargo ship 14 Equinor plans further development of field
18 The synthetic chain revolution has arrived 20 Port plans to recycle old rigs for floating wind 22 The future is bright for CCS tech in shipping 26 Stage V certification for marine engines 28 Shipping’s decarbonization 32 Knowledge sharing for energy mix of the future
34 Offshore wind as opportunity for wave energy 36 Kick-start North Sea oil & gas electrification 38 Research alliance for offshore renewable energy 40 Electrifying the offshore market 45 What Is Happening 60 Colofon 60 Advertisers Index
Editor's note This is the last edition of Offshore Energy Magazine 2021. It has been a year where the energy transition and sustainable solutions dominated the headlines. Because te need to change our ways when it comes to living on this planet are clear to everyone. But it is a choice we have to make together and change is never easy. The offshore energy industry needs to make a choice too because our industry is part of the problem, but also part of the solution. As the French writer Antoine de Saint-Exupery said, ‘As for the future, your task is not to foresee it, but to enable it’. When it comes to the energy transition we have already seen that the first mover advantage is there. Renewable energy and sustainable solutions will be important in the future. One way or the other. So let us do, what we do best. Come up with innovations that make an impact. It is not the job of the industry to solve the problem but to present the solutions for the problem. We look forward to 2022. Things are happening. There is a lot of innovation and collaboration going on. This gives energy!
The editorial team
The Port of Rotterdam has the ambition to become Europe’s hydrogen hub. Photo by the Port of Rotterdam
Western Australia and Port of Rotterdam to collaborate on renewable hydrogen The government of Western Australia and the Port of Rotterdam, Europe’s largest seaport, have signed a Memorandum of Understanding (MoU) to work on renewable hydrogen projects.
As explained, the two parties will work together to investigate the renewable hydrogen export supply chain between Western Australia and the Port of Rotterdam, including production, storage, transport and the use of renewable hydrogen. Furthermore, the government and the Port of Rotterdam will collaborate on opportunities for knowledge sharing relating to policy, regulation and technology developments. “Through this MoU we will gain a better understanding of the hydrogen export supply chain between Western Australia and the Port of Rotterdam, and what we need to do to make sure the State is an exporter of choice for Europe,” Hydrogen Industry Minister Alannah MacTiernan commented. The minister noted that the government has already committed $160 million to support the development of a renewable hydrogen industry in Western Australia, including the
$117.5 million announced last week to attract Federal funding for renewable hydrogen hubs in the Pilbara and Mid-West.
energy network operator Gasunie to develop a new hydrogen pipeline and form the backbone of the future hydrogen infrastructure.
Meanwhile, the Rotterdam Port has pushed forward with plans to become Europe’s hydrogen hub. “At this moment 13 per cent of the total energy demand of the European Union enters the EU via the Port of Rotterdam. This energy will gradually shift from fossil to green energy,” Port of Rotterdam CEO Allard Castelein noted.
What is more, the port conducted a feasibility study with energy company Landsvirkjun on exporting green hydrogen from Iceland to Rotterdam. The new findings show that a project to produce green hydrogen from renewables in Iceland and export it to the Port of Rotterdam could be technically feasible by 2030.
“We estimate that by 2050, 20 million tons of hydrogen will be handled in Rotterdam annually, of which 90 per cent will be through imports. The Port of Rotterdam is pro-actively trying to facilitate this shift by stimulating the development of new international supply chains of hydrogen.” To meet this demand, the port authority has joined forces with Dutch
“This new energy from ‘down under’, distributed via Rotterdam’s terminals and hydrogen backbone, could further help decarbonise Europe’s industries and society as a whole. This is important to both stop climate change as well as for the long-term sustainability of businesses and the economy,” Castelein concluded.
By Fatima Bahtić
'‘In 2050 20 million tons of hydrogen will be handled in Rotterdam annually’
Maritime trade growth to slow down in coming years, UNCTAD predicts Annual growth in maritime trade between 2022 and 2026 will slow to 2.4%, compared to 2.9% over the past two decades, a new UNCTAD report predicts. The Review of Maritime Transport 2021 published in November examines the impact of the COVID-19 pandemic on maritime trade volumes and how the shipping crisis is affecting economic recovery and threatening the delivery of critical vaccines and food supplies.
The COVID-19 pandemic’s impact on maritime trade volumes in 2020 was less severe than initially expected but its knock-on effects will be far-reaching and could transform maritime transport, according to UNCTAD. Contracted The report shows that maritime trade contracted by 3.8% in 2020, reflecting an initial shock, but it rebounded later in the year and is projected to increase by 4.3% in 2021, in tandem with the recovery in merchandise trade and world output. The medium-term outlook for maritime trade remains posi-
tive but subject to “mounting risks and uncertainties”. While acknowledging the nascent recovery, the report paints a picture of unprecedented pressures in global supply chains, dramatic spikes in freight rates, significant price rises on the horizon for consumers and importers and potential shifts in trade patterns due to trade tensions and in the quest for more resilience. “A lasting recovery will depend on the path of the pandemic and largely hinges on being able to mitigate the
headwinds and on a worldwide vaccine roll-out,” said UNCTAD Secretary-General Rebeca Grynspan. “The impacts of the COVID-19 crisis will hit small island developing states (SIDS) and least developed countries (LDCs) the hardest,” Grynspan explained. UNCTAD says the pandemic exposed and magnified challenges that already existed in the maritime transport industry, notably labour shortages and infrastructure needs. It raises concern over the continuing pandemic-induced crisis around crew changes, with lockdowns, border closures and
The medium-term outlook for maritime trade remains positive but subject to “mounting risks and uncertainties”. Photo by Danny Cornelissen / Port of Rotterdam
'The pandemic has accelerated megatrends'
tical challenges, including shortages of equipment and containers, less reliable services, congested ports and longer delays and dwell times. Supply-side constraints in container shipping are also rocking maritime transport and trade. While orders for new ships declined by 16% in 2020, continuing a downward trend of previous years, in 2021 shipping companies responded to the capacity limitations with a surge of new orders.
lack of international flights leaving hundreds of thousands of seafarers stranded at sea, unable to be replaced or repatriated.
Shipping lines have benefitted from soaring freight rates, the report notes, as surcharges, fees and rates temporarily hiked even further after the container ship Ever Given blocked the Suez Canal in March 2021.
Attention The report calls for urgent attention from flag, port and labour-supplying states to end the crew change crisis, insisting that all states should be parties to relevant international legal instruments, including the Maritime Labour Convention of 2006. It urges governments and industry to continue working together and in collaboration with relevant international organizations to facilitate crew changes.
The increasing costs of container shipping have been a challenge for all traders and supply chain managers, says the report, but especially so for smaller shippers, who may be less able to absorb the additional expense and are at a disadvantage when negotiating rates and booking space on ships. If the current surge in container freight rates continues, it will significantly increase both import and consumer prices, the report warns.
The report found that supply chain bottlenecks have hindered economic recovery, as the rebound in trade has run into pandemic-induced logis-
Global import UNCTAD’s analysis predicts that global import price levels will increase on average by 11% as a result of the freight
rate increases, but SIDS that primarily depend on maritime transport for their imports could face increases of up to 24%. If container freight rates remain at their current high levels, global consumer prices are projected to be 1.5% higher in 2023 than they otherwise would have been. However, the rise is expected to be 7.5% in SIDS and 2.2% in LDCs. “In the face of these cost pressures and lasting market disruption, it is increasingly important to monitor market behaviour and ensure transparency when it comes to setting rates, fees and surcharges,” the report recommends. Megatrends The pandemic has accelerated megatrends that could transform maritime transport in the longer term, the report states. It has catalysed digitalization and automation, which should deliver efficiency and cost savings. However, the shipping industry is also coming to grips with climate adaptation and resilience, and the urgent need to decarbonize and find alternative fuels to reduce emissions, which will inevitably come at a cost, says UNCTAD. “By exposing the vulnerabilities of existing supply chains, the COVID-19 disruption has sharpened the need to build resilience and revived the debate over globalization and the supply
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chains of the future,” said Shamika N. Sirimanne, UNCTAD’s director of technology and logistics. On concerns over increased reshoring and nearshoring the report points out that it may be straightforward to reshore labour-intensive and low-value production, but it’s more complex to move production and switch suppliers for mid- and high-value-added manufacturing. The report predicts a blend of reshoring, diversification, replication and regionalization, with China still likely to remain a leading manufacturing site.
“Hybrid” operating models involving just-in-time and just-in-case supply chain models are likely to emerge. These adjustments could lead to a demand for more flexible shipping services, with implications for vessel types and sizes, ports of call and distances travelled. Meanwhile e-commerce, accelerated by the pandemic, has transformed consumer shopping habits and spending patterns and driven the demand for distribution facilities and warehousing that are digitally enabled and offer value-added services. This could
generate new business opportunities for shipping and ports. Looking ahead, UNCTAD says global socioeconomic recovery will depend on smart, resilient and sustainable maritime transport and a broad-based worldwide vaccination effort, with developing countries having fairer access to vaccines. It urges industry, governments and international organizations to ensure that seafarers are designated as key workers and vaccinated as a matter of priority. By Naida Hakirevic Prevljak
“A lasting recovery will depend on the path of the pandemic and largely hinges on being able to mitigate the headwinds and on a worldwide vaccine roll-out,” said UNCTAD Secretary-General Rebeca Grynspan. Photo by Eric Bakker / Port of Rotterdam
Ørsted proposes to build world’s largest offshore wind farm in Vietnam Ørsted is proposing to build a large-scale offshore wind project in Vietnam which would have an installed capacity well beyond the offshore wind farms currently under construction or in development and would require an investment of over €10 billion. The developer has introduced its plan to a local government as the company is looking to conduct studies and site investigations in the waters off the country’s northeastern coast, where it intends to install next-generation offshore wind turbines, each of which would have an output much higher than the turbines that are on the market at this time.
The Denmark-based offshore wind developer presented the project to the Hai Phong City’s government on 2 November, during a meeting organised by the city and the Embassy of Denmark. In the waters offshore Hai Phong, Ørsted is planning to build a 3,900 MW offshore wind farm in three phases of 1,300 MW. Each phase would feature offshore wind turbines of a nominal capacity of around 20 MW and see an investment of between $3.95 billion and $4.5 billion (approximately €3.4 billion and €3.9 billion). The total investment in the project is expected to be between $11.85 billion and $13.6 billion (approx. €10.2 billion and €11.7 billion). Ørsted plans for the first 1.3 GW phase to be operational in 2029. The second phase would be up and running in 2035 and the third would follow suit two years later. The 3.9 GW development is estimated to produce around 13,665,600 MWh annually.
The project site, spanning some 870 square kilometres, is located around 14 kilometres from Bach Long Vi Island and some 36 kilometres from the Long Chau archipelagos. Vice Chairman of the City People’s Committee, Nguyen Duc Tho, said the project was in line with the ambitions of Vietnam’s National Energy Development Strategy, which prioritises the use of renewable energy sources. The Vice Chairman requested that Ørsted submits further documentation and supplements that address issues raised by the City’s departments at the meeting, including a review and clarification of the contents related to the survey location and the array layout of the wind turbines in order to ensure compliance with current regulations and to prove there was no impact on navigational channels, security and defense issues. The company introduced its plan to the local government shortly after
entering into a strategic collaboration with Vietnam’s T&T Group last month, when the partners said they would bring together a multi-gigawatt pipeline of greenfield offshore wind projects located off the coasts of the Binh Thuan and Ninh Thuan provinces, both of which are in the southern part of Vietnam. Currently, the largest proposed project in Vietnam is the 3.5 GW La Gan offshore wind farm, being developed
by Copenhagen Infrastructure Partners (CIP), Asiapetro, and Novasia Energy. Worldwide, the largest operational offshore wind farm is the 1.2 GW Hornsea One in the UK, which will soon be overshadowed by the 1.4 GW Hornsea Two – both being built by Ørsted. These, together with the 1.4 GW Sofia offshore wind farm, will hold their records for a short time, until the 3.6 GW Dogger Bank project, now under construction, gets its third phase up and running.
Several multi-gigawatt offshore wind projects have been proposed worldwide, however, these mostly include larger developments incorporating different technologies and including more than one project, such as South Korea’s plans for the waters offshore Ulsan. With 3.9 GW of installed capacity, Ørsted’s Hai Phong project is one of the biggest, if not the biggest, fixed-bottom offshore wind farms currently being proposed to be built. By Adrijana Buljan
Ørsted is proposing to build a large-scale offshore wind project in Vietnam which would have an installed capacity well beyond the offshore wind farms currently under construction or in development and would require an investment of over €10 billion. Photo by Ørsted
ZeroCoaster ammoniapowered cargo ship wins DNV AiP Classification society DNV has awarded approval in principle (AiP) status for the ZeroCoaster ammonia-fuelled cargo ship, confirming an independent assessment that the ship’s design is feasible and there are no obstacles to the design being commercially realised. This is the first time an alkaline fuel cell with ammonia cracker and fuel storage has received this approval, according to AFC Energy, the UK-based provider of hydrogen power generation technologies.
The AiP is said to be a milestone achievement set to unlock the adoption of ammonia and high energy dense alkaline fuel cell technology in the multi-billion-dollar effort to decarbonise global maritime. ZeroCoaster Consortium is led by Vard Engineering Brevik AS and includes ABB, Trosvik Maritime, SINTEF Ocean and HK Shipping and is sponsored by the Norwegian Government. The objective is to
design next-generation coastal cargo ships to accelerate the transition to zero-emission shipping solutions. Green ammonia AFC Energy began work with VARD, ABB and ZeroCoaster partners in June 2021 to design and engineer a modularised bulk carrier cargo ship propulsion system fuelled with green ammonia. The technology chosen for the
ship’s 1.2MW capacity is AFC Energy’s new “S” Series heavy duty marinised platform which is expected to host 2 x 600kW of alkaline fuel cell systems plus ammonia cracking technology within modular 40ft containers. VARD will now commence commercial discussions with prospective customers for the purchase of new ammonia fuelled ships, featuring AFC Energy’s
tial for the safe and compliant propulsion and auxiliary powering of cargo ships as part of the ZeroCoaster project,” Adam Bond, Chief Executive Officer at AFC Energy, said. DNV, one of the world’s leading classification and certification bodies in the maritime industry, has evaluated the design and integration of the alkaline fuel cell module with in-built cracker and concluded that the design complies with all relevant maritime rules, regulations and standards.
The illustration of the ZeroCoaster ammonia-fuelled cargo ship. Image by Hexagon Purus
'The next-generation coastal cargo ships'
marinised fuel cell and cracker module. “We strongly believe in the role green ammonia will play in supporting industry’s aspirations to “go green”, and working alongside … AFC Energy, we are pleased to have gained confirmation of our AiP from DNV, highlighting what we understand to be a world first in ship design for ammonia fuel cell and cracker utilisation,” Andreas Buskop, General Manager, Engineering
at Vard Engineering Brevik AS, commented. Cargo ships “Having worked in design concepts for the past six months on the marinisation of our integrated, heavy duty fuel cell and cracker technologies, we are pleased to have been invited to partner with ship designers and builders such as VARD to highlight the poten-
The ZeroCoaster coastal bulk cargo programme aims to evaluate and present zero-emission ship design solutions using alternative maritime fuelling systems, including green ammonia. The programme, funded by the Research Council of Norway, will now look to incorporate the storage, handling and cracking of green ammonia fuel to generate hydrogen which is then utilised within a zero-emission alkaline fuel cell system supplied by AFC Energy for propulsion and auxiliary power. Emissions Norway has set a target to reduce emissions by 50% by 2030, which is expected to require up to 1,100 zero-emission (or low-emission) ships in Norway alone, including 450 bulk cargo ships such as the ZeroCoaster. Green ammonia has been highlighted as a key fuel to support the decarbonisation of the global maritime industry with estimates suggesting the fuel could be used to decarbonise up to 25-30% of maritime fleets. By Naida Hakirevic Prevljak
Equinor files plan for further development of North Sea field Norwegian oil and gas giant Equinor and its partners have submitted a plan for development and operation (PDO) for the Oseberg field in the northern part of the North Sea to the minister of petroleum and energy Marte Mjøs Persen. Equinor also revealed plans for investing NOK 10 billion (over $1.1 billion) in this development.
Equinor confirmed that the Oseberg area partners intend to reduce CO2 emissions from the Oseberg field centre and the Oseberg South platform while increasing Oseberg gas production. According to the amended PDO, Oseberg will be developed by being changed from primarily being an oil field to becoming a substantial gas producer with large remaining gas resources. The plan outlines that two new compressors will be installed to boost recoverable gas volumes and the Oseberg field centre and Oseberg
South platform will be partially electrified. Geir Tungesvik, Equinor’s senior vice president for project development, commented: “It is important to Equinor and the Oseberg partners to produce oil and gas with the lowest possible emission level. This investment decision allows us to increase the production of Oseberg gas considerably in the future while reducing CO2 emissions by an estimated 320,000 tonnes per year. During the project planning, we have received good support from and cooperated
closely with our partners. We are now entering the execution phase together with highly qualified suppliers.” The new plans call for the start-up of the new facility in 2026. Three big modules Equinor explained that the work to be carried out on the platforms is extensive as three big modules totalling 3,400 tonnes will be installed. Furthermore, the Oseberg field centre rebuilding is expected to take four years and give work to 70 people, while on Oseberg South, 40 people will be occupied for one year. These actions will
'60 per cent of the gas resources are still in the ground' Geir Sørtveit, Equinor’s senior vice president for exploration and production west, stated: “With this investment, we open a new chapter of the story of Oseberg, which is about to become one of the main Norwegian gas producers. We expect Oseberg to produce more than 100 billion sm3 of gas by 2040. In terms of energy, the annual gas export from Oseberg will equal a quarter of all Norwegian hydropower.”
The Oseberg field centre Photo by Harald Pettersen / Equinor.
be carried out while the plants are in full operation and will require close and good cooperation between all the different players. According to Equinor, Oseberg is the third-largest oil producer ever on the Norwegian continental shelf (NCS) and when it came on stream, it was expected to produce around one billion barrels of oil. The company now expects the field to produce a total of around 3.2 billion barrels of oil. While the oil production is in the tail phase, 60 per cent of the gas resources are still in the ground, based on Equinor’s data. Oseberg is also one of the major fields when it comes to gas production and only Troll and Snøhvit have more remaining gas resources on the NCS.
Emission reduction Since 2010, emissions at Oseberg have been reduced by around 15 per cent, while emissions totalled around one million tonnes of CO2 in 2020. There is an ambition of further reducing emissions by 50-70 per cent by 2030 and new compressors and electrification from shore will be vital to reach this ambition. “If the world is to reach its net-zero emission goal, we must remove emission sources, also on the NCS. Electrification is an effective climate action as it involves large and swift emission cuts. The solution adopted gives a cut in emissions of about 50 per cent from the Oseberg field centre and the Oseberg South platform, representing an important move to continue the longterm value creation from the Oseberg area,” continued Sørtveit. The Oseberg field centre – located in Block 30/6 and 30/9, about 130 kilometres north-west of Bergen – includes three platforms, Oseberg A, B and D, connected to one another with bridges, in the southern part of the Oseberg field, and the Oseberg C platform, which lies 14 kilometres north of the field centre.
Equinor obtained a licence from the Ministry of Petroleum and Energy (MPE) in March 2021 to construct, own and operate necessary electrical facilities to provide the Oseberg field centre and the Oseberg South platform with power from shore. Oseberg will have a total power demand of up to 105 MW. This project will also prepare for any full electrification of the installations in the future. Equinor’s estimates show that more than 70 per cent of investments in the Oseberg upgrades will be going to suppliers in Norway. To this end, Aibel has been awarded the contract for engineering, procurement, construction, and installation (EPCI) for partial electrification of the Oseberg field centre and Oseberg South, as well as upgrading of the gas processing capacity on the Oseberg field centre. Aibel’s scope of work on Oseberg includes electrical installations in a new substation at Kollsnes. The contract is valued at more than NOK four billion (over $440 million) and Aibel estimates the work to require around 1300 person-years. Under the terms of this contract, three modules will be constructed at Aibel’s yard in Haugesund, and most of the engineering and management will be carried out at Aibel’s office in Bergen, supported by their offices in Stavanger and Oslo. To remind, Equinor awarded compatriot Aibel a portfolio agreement for the Oseberg fields for the period 20202026. Equinor said back in July 2020 that the portfolio agreement aimed to ensure a holistic approach to the planning and execution of projects at the
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Oseberg fields. Earlier, Equinor signed contracts with Aibel worth around NOK 5 billion (about $560 million), including options. Furthermore, Equinor awarded a framework contract to Nexans for delivering subsea power cables. The firm’s first assignment will be to deliver a 132-kilometre cable for Oseberg. The cables are scheduled to be installed by Nexan’s Nexans Aurora vessel in 2023 after they are fabricated in Halden. The contract value is calculated at more than NOK 800 million (over $88 million). In July 2021, Nexans was awarded another contract by Equinor to supply power export cable for its floating solar pilot offshore Frøya in Norway.
Equinor confirmed that Heerema Marine Contractors were awarded a contract for transport and installation at an estimated value of NOK 60 million (over $6.6 million). Its Sleipnir vessel is scheduled to lift in place the three big modules currently under construction at Aibel’s yard in Haugesund in the summer of 2024. It is worth reminding that Heerema’s Sleipnir – the LNG-powered world’s largest semi-submersible crane vessel – set a record in June for the heaviest crane lift in Norwegian waters after it successfully installed the 12,050-metric ton Johan Sverdrup processing platform (P2) jacket. Equinor also reported that Skanska Norge was awarded a contract for the
The Oseberg field centre Photo by Harald Pettersen / Equinor.
construction of a substation, cable trenches and landfall at Kollsnes. This contract is a cooperation with the Troll West electrification project. Moreover, these contracts are subject to government approval of the plan for development and operation. Equinor is the operator of the Oseberg field with 49.3 per cent interest, while other development partners are Petoro with 33.6 per cent, TotalEnergies EP Norge with 14.7 per cent and ConocoPhillips Skandinavia with 2.4 per cent interest. By Melisa Cavcic
The synthetic chain revolution has arrived Innovation in the field of chains is not only possible, but also necessary. And it is a reality. Murlink, the only fully integrated synthetic chain producer, from yarn to finished product and dedicated services, offers you certified solutions that allow you to lift up to 44 tons (176 tons of minimum breaking load). All this with a team of specialized synthetic chain professionals ready to assist you.
The chain that suits you At this company they don't want to just sell chains. They have the largest product range on the market, with up to 176 tons of minimum breaking load (44 tons in lifting and 88 tons in lashing) and the option to customize the chain 100% to suit everyone’s needs. They have created an experience in which you would feel accompanied. The success or failure of the implantation may depend on this. That is why the team of this company is by your side throughout the entire process through what they call Murlink 360.
They go further, and if its synthetic chain is already one the best chains in the world, with the Murlink Hero range they offer unequaled load support with 44 tons of lifting capacity that can make possible projects from 72 to 176 tons, which seemed impossible until now. And that is because all Murlink products are certified in accordance with the CE machinery directive, tried and fully tested in the laboratory and by customers from all continents in diverse sectors such as offshore, oil and gas, renewables, and marine. Murlink is the only one with 44 tons of lifting and
88 tons of lashing for special projects. These achievements are the result of years of R&D, investigating different materials to offer a revolutionary solution to the market. Thus, Murlink chains are made from Dyneema, the strongest fiber in the world. They have moved beyond heavy steel chains to offer this new product that is eight times stronger, 80% lighter, and 35-50% more efficient. It is more productive, resistant, sustainable, and softer than what you can find on the market today with all the advantages of QSHE.
It is also important to highlight that Murlink products contribute to a cleaner and more sustainable economy. All its products are repairable, contributing to a longer durability of the products in a safe way. 360 service They know that projects must be adapted to each reality. Therefore, they offer a proposal for integrated solutions and services that provide a complete experience in everything related to the acquisition and implementation of synthetic chains. Together with its R&D and application team, they stand by the customer's side to meet their needs before, during and after the process. Murlink 360 covers several important needs. The first one is the full implementation through a customized project to meet the needs. During this process, there is support in the management of the useful life, training in the use, supervision of the installations and extension of the service life. They also provide manufacturing records and certification management, troubleshooting, maintenance and repair of chains in use. Finally, on-demand onsite service to resolve any issues that may arise. Experience and professionals Murlink has a technical and professional team at the customer's disposal
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UK port plans to recycle old rigs into foundations for floating wind farms UK’s Ardersier Port, which was one of the largest oil rig fabrication yards in the world employing up to 4500 workers, is now set to be transformed into Europe’s first fully circular energy transition facility where old oil rigs will be recycled to make foundations for floating offshore wind farms in a move expected to generate thousands of jobs.
The unused Ardersier Port located 14 miles east of Inverness stretches at over 400 acres and, with more than a kilometre of quayside, it is the largest brownfield port in the UK. It is now being transformed into an energy transition facility by its new owners as the work on a £20 million, nine-month ‘capital dredge’ is about to begin, expected to remove 2.5 million cubic metres of sand. The port is owned by Steve Regan, a former chief executive of civil engineering firm Careys, and business partner Tony O’Sullivan, who purchased the site earlier this year but the acquisition fee was not disclosed. They set up Ardersier Port in May and registered the business in Fraserburgh. Green steel plant Over the next five years, the port’s owners will deliver an oil rig decommissioning facility and a waste from energy recovery facility. They will also deliver a £300 million green steel plant, powered by offshore wind and
energy from waste, a concrete production plant utilising dredged sand from the port and by-products from the steel plant and energy from waste facility, as well as a dedicated floating wind hub for concrete floating wind foundation manufacturing. This, according to owners, will create the largest floating wind foundation fabrication, manufacturing and assembly facility in the UK – in an offshore wind market predicted to deliver 29,000 jobs and £43.6 billion to the UK economy by 2050. Floating wind Ardersier Port already has an agreement with floating wind player BW Ideol, guaranteeing it exclusive access to the port for the manufacture of concrete floating wind foundations. Once the dredging is complete next summer, Ardersier Port will build a bespoke slipway that will allow floating oil and gas structures to be hauled onshore prior to removing all contaminants and decommissioning them.
Last week, a report by industry body Oil and Gas UK estimated there will be more than a million tonnes of North Sea topsides coming ashore this decade, much of which can be recycled. Regan said: “At Ardersier, we can lead the UK’s Green Industrial Revolution by using circular economy practices to deliver new low carbon infrastructure built on the by-products of our oil and gas past. This is a once in a generation opportunity to create a world-leading industrial and offshore wind manufacturing facility here in the UK.” O’Sullivan said: “The energy transition from offshore structures to floating wind has an important missing factor: steel. Today, the UK exports ten million tonnes of scrap steel annually. By building a new renewable-powered electric arc furnace at Ardersier Port, the first new-build steel mill in the UK for 50 years, we will utilise a million tonnes of scrap each year. This will produce reinforcement steel for the UK construction industry, of which there is currently a shortfall, allow for the ons-
UK’s Ardersier Port is now set to be transformed into Europe’s first fully circular energy transition facility. Photo by Ardersier Port
'Transformation to energy transition facility' ite construction of floating wind platforms, and enable us to export green steel to global markets.” He further added: “This strategic approach has been backed by a recent independent report by Zero Waste Scotland and once complete, our green steel mill will be revolutionary: it will be the only place in the world where the scrap from decommissioning is processed into steel. Once operational, this plant alone will generate 300 high
quality permanent low carbon jobs.” Worth mentioning here is that BW Ideol is one of three partners in the Floating Energy Allyance, which has pledged to manufacture all its floating concrete foundations in Scotland. Bottleneck BW Ideol’s CEO, Paul de la Gueriviere, said: “The lack of large infrastructure is a bottleneck to deliver the number of floating foundations required for the UK market’s ambitious development plans, both in terms of local content and the production rate expected. Ardersier Port is a unique facility to unlock these constraints.” The plans at Ardersier have been welcomed by OGUK, the industry body which represents the UK’s offshore oil and gas industry and whose members also include Ardersier Port. Joe Leask, OGUK’s Decommissioning Manager, stated: “The North Sea Transition Deal our industry has signed with the government commits us to help the nation cut its emissions. That will include
building thousands more wind turbines, plus facilities for capturing CO2 and producing hydrogen from natural gas – all requiring new offshore infrastructure. “At the same time, we are decommissioning many ageing oil and gas industry assets from which we will recover more than 100,000 tonnes a year of steel. Projects like Ardersier will help create a circular economy where, instead of generating waste, these old structures become the foundation for the nation’s energy future.” Earlier this month, the UK government announced up to £160 million in new funding to kickstart the rollout of large-scale floating offshore wind ports and factories across the country and it is expected Ardersier Port will bid for these funds. By Nermina Kulovic
Value Maritime: The future is bright for CCS tech in shipping Dutch maritime technology company Value Maritime hit the headlines earlier this year as it developed what it claims to be the world’s first onboard CO2 capture and storage (CCS) unit for the maritime industry.
The solution has been successfully installed onboard Nordica, a 2011-built 1,040 TEU containership owned by the Netherlands-based shipping company Visser Shipping and operated by Singapore’s X-Press Feeders. The 152-meter-long vessel recently embarked on a voyage to test the system, which was approved by French classification society Bureau Veritas (BV). According to Rein Steeman, Director Sales and Marketing CO2 Services at
Rotterdam-based Value Maritime, the most challenging phase of the project was the development and testing of the new technology on land, before the actual testing of the system at sea took place. Fortunately, the system proved its worth and is working as expected, Steeman confirmed to Offshore Energy – Green Marine. Specifically, the module captures CO2 from the ship’s exhaust and uses the CO2 to charge a CO2 battery which serves
as a carbon dioxide storage facility on which CO2 can be charged and discharged. “Our system filters ultra-fine particles, SOx and captures CO2. The percentage of CO2 the owner or charterer wishes to capture is at their own choice,” Steeman explained. “In the case of the Nordica, the fuel savings the system generates by not having to buy more expensive lower sulphur fuel oils earns back the investment. The system is equipped with a clean loop filtering
— a company created only four years ago with 12 installations of its new filtering technology completed so far — is involved in innovative projects to reuse the captured CO2 for various outlets. One of these solutions includes the roses that grow from the CO2 captured on the boxship Nordica. However, in the longer term, the company would explore opportunities to recycle the captured CO2 into new fuel types. It will also explore other options of CO2 use. “We want to geographically grow the company and arrange worldwide CO2 outlets for our customers. Also, we would like to work together with customers in reducing their CO2 footprint in their supply chain and delivering them the CO2 needed in their production process. By doing so we can together have a big impact on making shipping cleaner today which drives us.”
Dutch maritime technology company Value Maritime hit the headlines earlier this year as it developed what it claims to be the world’s first onboard CO2 capture and storage (CCS) unit for the maritime industry. Photo by Value Maritime.
the seawater used capturing the particulates in the water so it will not end up in the sea.” Installation According to Steeman, Value Maritime has a standardized plug and play preinstalled and commissioned unit that can go up to engine sizes of 15MW. This represents 75 per cent of the total market. “Installation is included in our offering and is also standardized as much as possible resulting in predictable, reliable and quick installation. Installation time is around 7-10 days.” When it comes to the installation process, the collaboration between the technology providers, owners, charterers and class societies is said to be very important. “The collaboration between owner and charterers has been important in case
of the Nordica,” Steeman noted. “The collaboration with class society is also important as it is a new technology. In the case of Nordica with Bureau Veritas and charterer X-press Feeders, this goes very well.” Circular solution Apart from being an industry first, one of the main features of Value Maritime’s CCS unit for the shipping sector is that it is a fully circular solution. As explained, the carbon dioxide battery is offloaded in ports and transported to CO2 customers — for example to those from the agricultural segment — who reuse the stored CO2. Once they discharge the CO2, they return the battery to the vessel. The battery is then ready to be recharged with “new” CO2. Steeman revealed that Value Maritime
ROI and other benefits Offshore Energy – Green Marine wanted to know more about annual savings that can be achieved per ship unit. Steeman said that, in case of the vessel Nordica, the investment at current market prices is earned back in 1.5 years, generating a stable fuel saving. He explained that the owner can offer their charterers the advantage of capturing CO2 at a variable cost at their choice. “The variable costs per ton CO2 captured is a choice of the charterers who need to forward these costs to their customers. When CO2 tax is implemented at current ETS prices the system generates also saving on the tax side. This will give an additional incentive for owners to start capturing CO2.” He went further and informed that the advantage of the system depends on the ship type. “For example, the Nordica can run on higher sulphur fuel oils giving it fuel saving as our system filters sulphur and the owner/charterer can buy less expensive fuel. But in
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case of for example LNG vessels or diesel oil driven vessel, the financial advantage is applicable when CO2 tax is implemented. For these vessels, a system like ours is installed because a charterer/owner wants this or other local legislation to apply.” Future of CCS in shipping When asked about the future of the CO2 capture and storage technology in shipping, Value Maritime shared a more than optimistic view. “We see a bright future for this technology as there are no real short term solutions to have a big impact for the 60,000 fossil fuel oil seagoing vessels worldwide,” Steeman pointed out. “With our solution, vessel owners
The solution of Value Maritime has been successfully installed onboard Nordica, a 2011-built 1,040 TEU containership owned by the Netherlands-based shipping company Visser Shipping and operated by Singapore’s X-Press Feeders. Photo by Value Maritime
can save money and reduce CO2 at a competitive price per ton CO2 as much as they or their customers choose.”
like ours out there that can have an environmental significant impact now,” Steeman stressed.
In the context of more stringent maritime environmental regulations, Value Maritime believes that regulators need to provide greater support to clean technology providers to speed up the decarbonization of the maritime sector. Value Maritime stressed that vessel owners and charterers can achieve impact now because the company’s system achieves the 50 per cent reduction.
“By realising this, regulation can be implemented supporting systems like ours. We need to realize that, for shipping, fossil fuel oil for various reasons will be there in the coming decades and we need to act now regarding emissions. With systems like ours, we can do so while developing new cleaner vessels.” “In this case we should not make the perfect — zeroemission vessels — the enemy of the good resulting in not having a big impact today.”
“From a regulatory perspective, it is important that regulators realise that there are new technologies
By Naida Hakirevic Prevljak
Joining forces to get Stage V certification for marine engines
The Koedood Marine Group has fully completed the IWW EU Stage V certification for the Mitsubishi SR engine family for inland shipping. Also, the Mitsubishi S12A2 engine is IWW EU Stage V certified. The engines are equipped with the also certified 'Koedood Engine Emission System', which removes nitrogen and particulate matter from the exhaust gases of the engines..
The chain that suits you The IWW Stage V certification of the engines, initiated two years ago, turned out to be a comprehensive and complex process. ‘The European directive for the Stage V test procedure did not always tie in well with the specific situation in inland navigation', says Peter Snijders on behalf of Koedood. ‘Fortunately, we were able to discuss this with the Dutch Road Transport Direc-
torate (RDW), which the government had designated as the certifying body. We got to know RDW as a very decisive partner. For RDW, the legislation was always leading, but they also had an eye for the practical application of it in inland shipping. Careful interpretation of the legislation was required in order to achieve customisation. And I think that together we have managed to go through that process wonder-
fully. In mid-October, we received the green light from RDW. We had thus successfully and satisfactorily completed the entire procedure.’ Legislation The Stage V certificate for the Mitsubishi SR (470 to 1250 kW) and the Mitsubishi S12A2 engines is in the name of Koedood. For both engine types, Koedood is thereby recognized and desig-
nated as the manufacturer. In addition, we adjust the timing of the engines so that they run 5% more economically than the CCR 2 variant. Koedood does this with Mitsubishi's permission and retaining the manufacturer's warranty. Mitsubishi also fully supports us as the manufacturer of the Stage V certified engines. Koedood is Mitsubishi's partner for the supply of Stage V engines throughout Europe, as long as this legislation is in force. TNO Helmond also played an important role in the certification. A Mitsubishi S6R engine with the emission system put in over 2500 hours of operation on a TNO test bench. The endurance test was an essential part of the certification procedure and proved that the system is robust and durable. The S12A2 was then tested on the same test stand with the same emissions system. As the emission system had already passed the endurance test, a considerably shorter test procedure was sufficient for the S12A2. Emission system The certified emission system is suitable for the load profiles of inland navigation, where engines are often subjected to long periods of low load, which can adversely affect the functioning of an emission system. Therefore, the Koedood team has chosen an extra component. The exhaust gases first flow through a Diesel Oxidation Catalyst (DOC). There, the soot particles oxidise, which generates extra heat. At low loads, such as on canals, the exhaust temperature remains high enough for optimal operation of the SCR catalyst and the particulate filter (DPF). As a result, a burner is optional, reducing maintenance and running costs. The successful certification is a team effort of Koedood, RDW, Mitsubishi
'Collaboration is key'
and TNO. There are still a few dots to put on the ‘i’, but the ‘i’ stands. The Stage V certified engines have been introduced to the market under the brand name ‘KEES’ (Koedood Engine Emission Systems). The first two ships are already sailing with it and the sales team has already sold about 50 of these engines.
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The 6-cylinder S6R-MPTK/MPTAW engine has clocked up more than 2,500 hours on the test stand at TNO’s Powertrain Test Centre. With this EU Stage V certification of the engine and the emission system, the up to 16 cylinder engine family (470 to 1250 kW) is fully certified.
Shipping’s decarbonization – Words without actions in COP26 aftermath Despite encouraging steps taken at COP26 Climate Summit in Glasgow to decarbonize the international shipping sector, governments failed to translate words into actions during climate talks at the International Maritime Organization (IMO) last week.
The 77th session of the IMO’s Marine Environment Protection Committee (MEPC 77) was held remotely from 22 to 26 November 2021. Although maritime industry stakeholders had high hopes for a policy of net zero by 2050, the envisaged scenario has not happened and might not happen in the next two years. Namely, MEPC (only) agreed to initiate the revision of the strategy with the intent to have a revised IMO GHG Strategy adopted at MEPC 80 in spring 2023. Other MEPC 77 highlights included the adoption of a res-
olution urging for the use of distillates or other cleaner fuels or technologies to reduce emission of black carbon in or near the Arctic, and revised guidelines on exhaust gas cleaning systems. The lack of consensus among governments during MEPC 77 led to the IMO’s failure to take decisive action on the net-zero 2050 goal today and not tomorrow. A call to action The shipping industry itself has been united in calling for the UN regulator to support the need for carbon-neutral shipping by 2050 — compared to
the current target of 50% reduction by 2050 — and align the industry to the Paris Agreement, a legally binding international treaty on climate change that aims to limit global warming to well below 2 degrees, preferably to 1.5 degrees Celsius, compared to pre-industrial levels. Prior to COP26, a multi-stakeholder task force convened by the Getting to Zero Coalition with members from the entire maritime ecosystem developed the Call to Action. Together, they have urged governments and global shipping industry leaders to commit to de-
if COP 26 never happened,” Guy Platten, ICS Secretary General, said, expressing his dissapointment with the MEPC 77 outcomes. “Governments can’t keep kicking the can down the road; every delay moves us further away from reaching pressing climate goals.” “We will continue to work with governments to agree to the suite of measures which the industry has proposed, including the 5 billion dollar R&D fund as an immediate step to be followed by a levy based carbon price for shipping. The adoption of both these measures will be the only way to deliver on net zero emissions from shipping by 2050 while ensuring an equitable transition that leaves no one behind.” The World Shipping Council (WSC) also shared its members’ disappointment with the lack of ‘real action’ at the IMO. “Our appeal to political leaders and regulators is to not get stuck in a cycle of ambition bidding, but to take action for inclusive change in the shipping industry,” John Butler, President & CEO of World Shipping Council, pointed out.
carbonizing global shipping by 2050. During COP26, a number of countries including Denmark, the United Kingdom, the United States, Germany and others have supported the Call to Action initiative and called on the IMO to introduce more ambitious climate goals for shipping by adopting climate-neutral shipping goal by 2050 as well as sub-goals by 2030 and 2040. $5 billion R&D fund Key elements of international shipping’s net-zero goal have been the creation of a compulsory R&D fund to develop zero-carbon technologies and the development of a carbon levy for shipping to expedite the transition to more expensive zero-carbon fuels. The $5bn research and development fund was proposed by the International Chamber of Shipping. The fund needed regulatory approval
from the majority of governments attending MEPC 77 for the mandatory R&D contribution system to be passed, which would be funded by collecting $2 per tonne of marine fuel consumed by ships trading internationally. However, there were divergent views on the industry proposal for the International Maritime Research Fund (IMRF) at MEPC 77. No decision was made at this session, and it is expected to be folded into the broader discussion of future regulations, with overall decisions to be made at MEPC 80. “This (22-26 Nov) week’s meetings have missed the opportunity to take forward a range of GHG reduction measures which would accelerate the development of zero emissions ships that are urgently needed at scale to decarbonise our sector. It’s almost as
“Whilst we are disappointed there was no decision, the MEPC 77 saw a notable increase in the number of nations supporting the establishment of an industry-financed research fund, pushing USD 5 billion into R&D towards zero-GHG technologies that will be available to all nations. The initiative is ready to launch, has support from the Green Climate Fund, and we will keep supporting member nations working for a positive resolution at MEPC 78,” he continued. “Our challenge as a hard-to-abate sector is that the technology and fuels needed for a transition to zero are not yet available. We see the direction, and now need to drive progress towards a tipping point where the technologies for zero-GHG shipping can be applied and a clear demand picture can drive availability of and infrastructure for alternative fuels. That is why IMO member countries inexplicable
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stalling around the IMRB/IMRF is so dangerous,” he continued. The UK Chamber of Shipping also believes that governments from around the world should use the momentum of COP26 to deliver real change, particularly around zero. “We were … disappointed by the MEPC’s failure to reach agreement on achieving net zero by 2050. We remain clear that urgent action is needed, and will continue to work with the government to push our case at forthcoming IMO,” the trade association said. Time for the EU to step in? In July 2021, the European Commission proposed to extend the scope of the EU’s Emissions Trading System (EU ETS) to cover CO2 emissions from ships. This is one of several proposals that aim to make the EU ‘fit for 55’ and help deliver on the European Climate Law target to reduce greenhouse gas emissions in the EU by at least 55% by
2030, and enable climate neutrality by 2050, in line with the EU Green Deal. Under the plan, shipping would be added to the EU ETS gradually from 2023 and phased in over a three-year period. Shipowners will have to buy EU carbon permits for their pollution or else face possible bans from EU ports. With this move, and with the recent lack of concrete action by the global shipping regulator, the EU has found itself in a position where it can lead the global climate action in shipping. However, the EU has been criticized by several shipping associations such as WSC because its actions threaten “to undermine broader international progress”. WSC earlier shared its optimism with intra-EU ETS and warned that the EU ETS reaching outside European borders makes it more difficult to establish global market-based measures. Despite this, the EU is positioning itself as a frontrunner with the ability to drive the global policy effectively and
help the industry to reach the net-zero target. “Of course we want a global action but we believe that in the IMO not enough was achieved over the last period and we need to achieve more and do a lot better,” Frans Timmermans, Vice-President of the European Commission, explained during the European Parliament Side Event at COP26 – Carbon pricing in the European Union: an invitation to the world. “I hope that the IMO and other international organizations … understand that the time is now to change their attitude and to work towards putting a fair price on carbon to decarbonize their industry. By putting a price on carbon, you make the business case for alternatives more interesting,” he concluded. By Naida Hakirevic Prevljak
Knowledge sharing a key to sustainable net-zero energy mix of the future Sharing renewable energy know-how is caring for the world. This has been the basic underlying message shared by the speakers of the talk show An Energy Mix Demands Collaboration during Offshore Energy Exhibition & Conference 2021. The panellists discussed the importance of collaboration for ensuring the sustainable energy mix of the future. However, the panellists emphasized the importance of keeping it real with the expectations for net-zero by 2050, and the global scale-up of renewable energies.
Moderated by Maarten Bouwhuis, the talk show featured Ruben Dijkstra, Director Offshore Wind at Eneco, Lars Eirik Nicolaisen, Deputy CEO and Senior-Partner at Rystad Energy, Tom Baur, Business Developer Blue
Energy at POM West-Vlaanderen, Sjoerd Meijer, Board Member KIVI Offshore Technology/Business Unit Manager DEME Group, and Francisco Boshell an analyst for renewable energy technology and markets from
the International Renewable Energy Agency (IRENA), who joined the panel online. The session brought together representatives that discussed the future
technologies such as floating solar and wave energy are emerging rapidly and that the lessons learned from offshore wind will be incorporated in the process, as the marine energy industry approaches commercial maturity. Baur said: “The commercial viability of marine energy sources is still a few years ahead of us. The whole curve is a little bit behind the offshore wind energy. In offshore wind energy, we talk about levelized cost of electricity (LCOE) of around €50 per MWh, with the other ones a bit higher. The idea is to take advantage of the learning of the offshore wind energy, and to accelerate that process for the other types of energy converters”. When asked about the estimate based on renewable energy capacity necessary to achieve net-zero by 2050 – currently installed and planned by mid-21st century – and will that be doable, Lars Eirik Nicolaisen gave a somewhat gloomy prediction by simply stating ‘No’.
The talk show An Energy Mix Demands Collaboration during Offshore Energy Exhibition & Conference 2021.
energy mix that will require all offshore energy industries – oil, gas, offshore wind, marine energy, floating solar – to work together to provide a balanced and consistent energy supply. Speaking of combining different sources of renewable energy, Tom Baur pointed out that innovative
However, he added: “It’s fascinating to see how the pendulum has swung in direction of society becoming a seemingly more ambitious in wanting to limit the global warming to 1.5 degrees Celsius, than well below 2 degrees, which used to be the mantra. Over the past two years, we’ve moved that narrative from 2 degrees C to 1.5. “Therefore, the pendulum has swung a little bit too far. It’s not rational to build fabrication capacity at the pace of which 1.5 degrees C scenario calls for. I think there’s a massive call for us to ramp up activity, and we will probably do so, but we will probably fall short of making of limiting it to 1.5 degrees C.”
ing to 1.5 degrees Celsius is unattainable and that a more realistic scenario is 2 degrees Celsius as the ramp-up of the development of alternative energy sources is not happening fast enough. IRENA’s Boschell mentioned the recent breakthroughs in the development of emerging innovative renewable energy sources, such as SIMEC Atlantis’ flagship tidal energy project MeyGen, or the accelerated plans for the deployment of floating solar industry, as well as the global rise of green hydrogen ambitions. He pointed out how all those developments combined contribute to the energy transition and the goal of net-zero by 2050. “We have seen some interesting developments that are encouraging. All of those improvements are based on technology innovation, but also on international collaboration, which is the key especially to accelerate the deployment in emerging markets”, Boschell said. This is most important for offshore wind, which is currently mostly focused on Europe, but that will not be the case in the future, according to Boschell. “Big emerging markets for offshore wind will be centred in Asia Pacific, but also South Asia, and even in Latin America. We need to collaborate, transfer best practices and lessons learned to accelerate the deployment in those areas”, Boschell added. The panellists noted the future energy mix requires way more renewable energy, suggesting also that we need to keep our expectations realistic, as the energy transition entails a lot more than simply adding renewable energy capacity. By Amir Garanovic
The panel seem to have agreed that the goal of limiting the global warm-
CorPower sees California’s offshore wind ambition as opportunity for wave energy
California’s continued push to rapidly adopt offshore wind signals a glowing opportunity for wave energy technology as a complementary power partner to accelerate the mission to net-zero, according to Swedish company CorPower Ocean.
Decarbonization A recent report by the World Economic Forum highlighted the fast-evolving narrative on the U.S. West Coast, following a series of major announcements in 2021. Earlier in May, the Biden administration revealed offshore wind farm leases would start to be auctioned off in 2022, unleashing space for development across than Californian Pacific. Shortly after, in September, Sacramento lawmakers passed a bill requiring the transition to offshore wind by 2023.
It is understood that up to 60% of the state’s electricity consumption could be powered via offshore wind by 2030, with view of reaching a complete wind-powered grid by 2045, according to CorPower. However, the mission to net-zero could be accelerated if California is able to further diversify its green energy mix, tapping more energy from the ocean, through combined floating wind, solar and wave energy arrays, the Swedish wave energy company argues.
With commercial-scale wave energy devices now being tested, the technology is on track for commercialisation in the coming years, offering huge benefits to coastal communities experiencing strong wave activity, according to the company. For California, which is already doubling down and laying foundations for mega-scale offshore wind developments, subsea infrastructure will already be installed, easing the future deployment of ‘bolt-on’ wave clusters.
Illustration/Floating wind turbine with CorPower Ocean wave energy converters (Courtesy of CorPower Ocean)
'Hybrid approach creates stable power system'
Hybrid marine energy parks also have broader potential to support the burgeoning green hydrogen industry, potentially accommodating electrolyzer equipment serving as refuelling stations for long-distance ships, according to CorPower.
But the crucial point is that wave energy is highly consistent and predictable, CorPower said. “This means it can play a central role in broader green energy systems, bringing greater stability to grid through its more constant power profile – supporting the intermittency of wind and solar. Going forward, one should expect growing differences in value of different production profiles reflecting the need to ensure supply always meets demand”, the company stated. In efforts to demonstrate the hybrid marine energy approach, CorPower is supporting the landmark pan-European EU SCORES project, which will re-
sult in a combined wave and floating wind array off the coast of northern Portugal. The project is supported by developers including RWE, EDP, ENEL Green Power and Simply Blue Group. Ultimately, this hybrid approach aims to create a more resilient and stable power system, higher capacity factors and a lower total cost per MWh. It is anticipated a large portion of California’s offshore wind supply could come via floating structures, which are typically fixed into floating steel mats. Unlike traditional bottom-mounted offshore wind farms, floating systems can be placed in water hundreds of feet deep – ideally suited to areas with deep coastal waters.
Renewed momentum in California’s offshore wind comes as Oregon seeks to harness its considerable wave resource further north, through the PacWave open ocean test site, which was granted a ‘build and operate licence’ in March. Set to launch in 2023, the initiative is underpinned by grants from the U.S. Department of Energy and the State of Oregon. Located seven miles offshore at 75-metre depths, PacWave South will accommodate four berths, with capacity to test as many as 20 utility-scale wave energy converters (WECs). Once complete, the facility will bolster America’s marine energy testing infrastructure, which also includes the U.S. Navy Wave Energy Test Site in Hawaii.
By Amir Garanovic
UK competition winners get funds to kick-start North Sea oil & gas electrification UK’s petroleum regulator, the Oil and Gas Authority (OGA), has selected three winners for its £1 million offshore electrification competition, aiming to advance oil and gas electrification plans as part of the UK’s decarbonisation efforts. Three winners are sharing a £1 million, or about $1.3 million, prize for ideas that could help cut greenhouse gas emissions by moving forward the drive to electrify platforms in the North Sea.
The Decarbonisation competition for the electrification of offshore oil and gas installations was launched by the OGA, working with BEIS, in September 2021 to fund technical and commercial studies on offshore electrification in the UK North Sea as part of the North Sea Transition Deal outcomes. By late October, the regulator received 29 bids. The results have now been announced and the winning applications look at various ideas that could speed up essential electrification projects. The three companies must now complete work on their studies by 31 March 2022,
with project reports to be published in 2Q 2022, the UK regulator said on Monday. The winners are Orcadian Energy (project lead) for innovative concepts for the electrification of offshore installations in the Central Graben with an award of £466,667; Ørsted (project lead) for addressing technical and commercial requirements of windfarm connections with offshore installations with an award of £239,360; and Katoni Engineering for an optimised interface for distributed offshore renewable sources supplying existing offshore installations
with secure and low-emissions power with an award of £335,280. Dr. Andy Samuel, OGA Chief Executive, said: “This competition has sparked significant interest from a broad cross-section of the industry with an impressive range of innovative proposals. The investment and infrastructure to move projects forward now will be beneficial long into the future, enabling network grid and offshore wind expansion.” Carlo Procaccini, OGA Head of Technology, said: “We were delighted with the strong industry interest in the £1m
ture and storage, offshore wind power, and hydrogen, absorb up to 60 per cent of the UK’s entire greenhouse gas reduction needed to achieve net-zero emissions by 2050. Orcadian will evaluate innovative concepts for the electrification of key offshore installations in the Central Graben (e.g. not requiring an electrical connection to the shore) producing an industry report describing this approach. Orcadian’s proposed concept would use renewable energy, generated from local wind farms, for the bulk of the electricity required; with backup power generated from gas or net-zero fuels, supported by batteries for a fast response. Orcadian Energy is the operator of the proposed Pilot polymer flood project on the Western Platform of the Central North Sea and will receive support on this concept study from Crondall Energy (client engineer), Enertechnos (cable technology), Petrofac (EPC and O&M contractor), North Sea Midstream Partners (Infrastructure Investor), and Wärtsilä (power system supplier). Photo by OGA.
BEIS/OGA electrification competition and the quality of the winners’ submissions. The three chosen projects will assess innovative solutions to kick-start oil and gas electrification in the North Sea.” According to the OGA, power generation accounts for over 70 per cent of oil and gas production emissions. It is anticipated that powering installations using electricity, from a cable to the shore or from a nearby wind farm, could lead to a reduction of 2-3 million tonnes of CO2 a year – equivalent to the annual carbon emissions from households in a city the size of Liverpool. Platform electrification plays an important role in the OGA’s vision for an integrated energy vision. The OGA’s Energy Integration Report found that the UK Continental Shelf could, through a mix of offshore electrification, carbon cap-
Just last week, Orcadian’s development concept for the Pilot field in the UK North Sea was approved by the regulator, allowing the company to advance its Field Development Plan. This concept study will use Ørsted’s Hornsea offshore wind farm lease area and an existing gas platform in the Southern North Sea to explore the optimal technical design for a stable and reliable power supply from an offshore wind farm. This would be an important step towards decarbonising offshore installations as per the North Sea Transition Deal. The four-month feasibility study will also investigate the commercial solutions for establishing an electrical connection between an offshore wind farm and other installations. The aim is to provide a solution that could be scaled, replicated, and applied to any wind farm and platform in proximity to one another. Ørsted will deliver this project working together with two partners, Neptune Energy and Goal7.
Ørsted and Neptune are also collaborating on a wider basis, facilitated by Goal7, to investigate how providing electricity from offshore wind could not only support significant decarbonisation of oil and gas production but also be the first step towards the full integration of energy systems that includes offshore low-carbon hydrogen production. Henriette Holm, Head of UK Project Development & Programmes for Ørsted, said: “This will not just benefit the oil and gas sector but will also support the case for new offshore wind capacity as demand for electricity increases, helping accelerate the growth of the UK’s offshore wind sector, which is essential if the UK is to meet its 2050 net-zero commitments.” Neptune Energy’s New Energy Director, Pierre Girard, pointed out significant challenges related to the electrification of platforms located many hundreds of kilometres offshore for which power from shore would likely prove unviable. “Connections to offshore wind facilities could offer a technical solution, underpinned by a supportive policy and regulatory framework,” Girard said. Based in Aberdeen, Katoni Engineering is a specialist engineering company focused on offshore asset management and net-zero operations. The Katoni-led study will provide an assessment of how different sources and locations of renewable generation can be utilised by existing offshore assets on a large, repeatable scale, driving timeline and cost efficiencies. The work will address key concerns of oil and gas operators related to security of supply from a non-grid connected solution, by leveraging the scale and mix of the power network. This feasibility study will be of interest to multiple sectors of the energy market from operators to electrical supply networks to offshore wind power operators. By Nermina Kulovic
Dutch test facilities form research alliance for offshore renewable energy Backed by the Government of the Netherlands, nine Dutch research institutes and test facilities have joined forces to accelerate the research into offshore renewable energy.
The NL-MARINERG-i consortium will provide significant support to European targets for offshore renewable energy and key priorities such as the Green Deal, according to the consortium. The support for the consortium by the Dutch Ministry of Economic Affairs and Climate Policy (EZK) emphasises the important role of offshore renewable energy research in reaching Europe’s net-zero targets. NL-MARINERG-i is part of the European MARINERG-i consortium, which
has been selected as one of the eleven key priorities of the European research roadmap ESFRI 2021. Under the lead of Dutch Marine Energy Centre (DMEC) the consortium consists of: Deltares, Maritime Research Institute Netherlands (MARIN), HZ University of Applied Sciences, Royal Netherlands Institute for Sea Research (NIOZ), TNO, Netherlands Aerospace Centre (NLR), DNW German-Dutch Wind Tunnels, TU Delft and Wageningen University & Research. The team is now embarking on a pre-
paratory phase, establishing the legal, governance, scientific and business components required to implement the MARINERG-i research infrastructure. Together, the consortium partners are able to provide the full range of facilities for research, development and deployment of offshore renewable energy, from proof of concept to full-scale deployment for production in an open sea test site connected to the grid. Zsuzsi Faragó, policy officer for energy innovation at EZK, said: “Offshore
'Joining forces to accelerate research'
renewable energy is essential for a successful energy transition in the Netherlands and abroad. In particular offshore wind, which already plays a major role in the Dutch transition to a zero-carbon energy supply and thus has our focus and priority when it comes to the MARINERG-i Distribute Research Infrastructure. “Within this capacity, our ministry recognises the need for a dedicated Research Infrastructure in offshore renewable energy to accelerate the research, development, and deployment
of renewable energy technologies by providing access to state of the art test facilities and expertise across Europe”. Ewa Spiesz, business and innovation advisor at DMEC, added: “The potential of offshore renewable energy is large, but significant research and development challenges remain if this potential is to be fully realised.
energy testing facilities across Europe joining forces as a distributed research infrastructure. “The ambition is to deliver impactful and internationally recognized research and development that supports accelerating offshore energy into a considerable component of the European energy system”. By Amir Garanovic
“The MARINERG-i consortium, including its Dutch part the NL-MARINERG-i, comprises a large network of marine
Electrifying the offshore market
The world is changing. We’re rapidly moving away from fossil fuels as our main source of energy. The offshore market has an import role to play in delivering alternatives but it also has to lead by example. Today, hydraulics is the technology of choice to provide enough power for the motion control that is often required in offshore installations. But the traditional hydraulic solutions are being challenged by upcoming new technologies.
Hydraulics is the traditional choice for the offshore industry because of its high power density. No other technology can generate that much force with such a compact footprint. In offshore installations and on ships, where space is limited, that is an absolute trump card. In the past the lack of energy efficiency of hydraulics solutions was always ignored. But not anymore. “The offshore industry is on course to a more sustainable way of working. Biode-
gradable oils already set the tone in new installations to avoid damage to the environment in case of spills. But this is only the tip of the iceberg. Hydraulic and electric technology will be much more combined and work together in so-called hybrid solutions”, says Stijn Schacht, technical director of Vydraulics. The Belgian company, headquartered in Dadizele offers innovative and cost-effective ready-to-use motion solutions and pump systems for the
offshore industry. With experience in dozens of projects under its belt, it may call itself one of the pioneers in developing hybrid and electric alternatives for pure hydraulic movement. Hybrid solutions that pump up energy efficiency The first step towards a more electrical future is hybrid systems. Vydraulics already moved past the proof of concept stage and launched several servo-hybrid cylinders that are being used in the offshore market as we
speak. A solution that attracted attention world wide. Schacht: “The hydraulic power unit is no longer present here. The hydraulic servo valve that controls the motion of actuators is instead replaced by a directly coupled pump and an electromotor. So there is a direct link between the rotation speed of the pump and the movement of the actuator. In other words, when it doesn’t move, it won’t consume any power. Nevertheless, it can still exert high forces. Where traditional hydraulic systems reach an energy efficiency of about 50 – 60%, this hybrid system brings significant improvements up to 90%. This also has an impact on the oil reservoir. A HPU of 500 kW traditionally has an oil reserve of 4.000 – 5.000 l. Now a volume of 1.000 l will suffice. Furthermore, this adds the advance of much less critical piping.”
Completely electrical for smaller forces Next to hybrid systems, Vydraulics also offers completely electric solutions.
“The technology behind electromotors will need a giant leap forward to be able to handle forces of more than
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a 1.000 ton. We won’t be seeing completely electrical alternatives in these categories the first coming years. But that doesn’t mean electrification isn’t on its way yet for components that don’t require that much power, like locking pins. For instance, we are now working on a fully electrical system for the linear motion of cradles on ships that are used to transport monopiles for the offshore industry.
A solution that will save over 400 kW on installed hydraulic capacity, equal to a 20 ft container and a lot of piping. Another step in the right, sustainable direction”, states Schacht proudly. Another milestone in the electrification of the offshore market that shows Vydraulics’ ambition to develop ‘fit for purpose’ solutions for its customers that have technological advancement in their core.
Contact Vydraulics E firstname.lastname@example.org I www.vydraulics.com
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happening The content of the K2 generator container.
Offshore gas platform owner to test wind potential in North Adriatic A confidential owner of oil and gas platforms in the North Adriatic Concession area has contracted renewable energy consultancy Megajoule to install multiple wind Lidars at gas platforms as part of the company’s Low Carbon Development Strategy. Lidar ZX 300M will be deployed to begin taking measurements up to 300 metres from their installed position on the gas platforms to support the assessment of potential wind energy in the area.
K2 generator container converts hydrogen into electricity The newly developed K2 generator container is capable of transforming hydrogen into an electrical power supply. Two companies are behind the K2 hydrogen generator are Koedood Marine Group and Kooiman Marine Group. According to the two companies, the K2 will be the first certified hydrogen generator container to be used onboard a ship, which is planned for early 2022. Gertjan de Gelder, sales director at Koedood, and Ron Verschoor, business development manager at Kooiman Marine Group worked closely together during the development of the K2 hydrogen generator. According to Verschoor, K2 is “a container which is capable of transforming hydrogen into an electrical power supply to be used, for instance, onboard a ship and maybe in the later stages on several other working stations.” The two companies have developed a 100 kW container and are currently developing a 500 kW version, De Gelder and Verschoor stated. The K2 generator uses PEM fuel cells to convert the hydrogen to energy. Because of the use of hydrogen there are no carbon emissions involved. The generator container can be used for different purposes. The propulsion for vessels is at this point the main focus, but the K2 container can also be as a sustainable power supplier in other industries How does it work? Fresh air from outside the container is transported to the fuel cells. It is needed to convert hydrogen into electricity. Under low pressure, the hydrogen is transported from the storage tanks to the fuel cells. In the fuel cells the reaction between the hydrogen and air is converted to electricity. Internal and external cooling water circuits cool the system, including the fuel cells. The only waste of this process to make energy is water.
Best practice for any wind development is to measure wind conditions at heights that respond to the expected wind turbines and with the introduction of 15 MW+ generators this introduces 260-metre hub heights and 220metre rotor diameters dismissing the feasibility of using met masts, Megajoule said. ZX 300M has been responsible for more than 95 per cent of offshore wind measurements from floating platforms and the use of the technology has attracted more than £150 billion (around US$200 billion) in clean energy investment in the last five years alone, according to Megajoule. It is expected that Megajoule’s deployment of these Lidars shall also be used to finance future offshore wind farm development in the Adriatic.In recent news, Italy’s Ministry of Ecological Transition has received 64 Expressions of Interest (EoI) for the construction of floating offshore wind farms off the country’s coast. More than ten of the floating offshore wind projects submitted are located in the Adriatic Sea.
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Greek cable manufacturer starts its net-zero journey Greek cable manufacturer Hellenic Cables has submitted its commitment to the Science Based Target Initiative (SBTi) to achieve net-zero greenhouse gas emissions by 2050. Hellenic Cables commits to developing science-based targets according to the SBTi Net-Zero Standard announced on 28 October which includes specific near-term target of five to ten-year requirements combined with net-zero target requirements by no later than 2050.
The submission of the commitment is the first step, and in the next step Hellenic Cables will further develop and specify a clearly-defined path to reduce emissions in line with the SBTi’s net-zero criteria which will be submitted for official validation.
The Greek company aims to achieve an aggressive decarbonization path of its Scope 1 and 2 emissions by at least 4.2% per year and Scope 3 by a minimum of 2.5% on average annually in line with the Paris Climate Agreement to keep global warming to 1.5 °C above pre-industrial levels.
NYK starts research on battery-hybrid system Japanese shipping company NYK and its group company MTI, together with US classification society American Bureau of Shipping (ABS) and Swiss engine developer Winterthur Gas & Diesel (WinGD), have started joint research for optimization of ship design by using a battery-hybrid system to aid ship propulsion and thus reduce GHG emissions from vessels. In this joint research, NYK, MTI, ABS, and WinGD aim to create an integrated simulation model of ships by combining
the modeling technologies of each company to maximize GHG emission reduction through use of this battery-hybrid system. Specifically, an integrated model of an entire ship will be created by combining NYK and MTI’s modeling technologies for actual sea performance and WinGD’s modeling technology for engine plants that include batteries and using ABS’ advice on the evaluation of the effect of GHG reduction.
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energy efficiency transformation as well as the expansion of the Halden plant in Norway. Furthermore, the EIB loan will enable Nexans to intensify R&D projects aiming to optimise cable performance and design, improve fire safety and enhance circular economy through the use of recycled materials and recycling. The cabling specialist added that the financing will scale up innovations from its Cloud Digital Factory and Design Labs in the areas of digital services and connected solutions such as Infrabird and Vigishield.
EIB’s €200M loan to boost Nexans’ role in energy transition The European Investment Bank (EIB) has granted a €200 million loan facility to Nexans to support its role in the world’s energy transition and commitment to contribute to car-
bon neutrality by 2030. The loan covers financing of research and development (R&D), new product developments, and investments targeting digital plants. It also includes
“We are pleased to be able to boost our investment and innovation activities to amplify electrification thanks to the commitment from EIB and the strong support they are showing. This financing facility will allow us to lead the energy transition of Europe in a sustainable way by strengthening our innovations and ability to reduce carbon emissions in our operations”, said Christopher Guérin, CEO of Nexans.
BAE Systems propulsion system for hydrogen powered vessel British company BAE Systems has installed its zero-emission propulsion system in the first U.S. hydrogen fuel cell-powered marine vessel, the Sea Change. As informed, BAE Systems provided its HybriGen Power and Propulsion solution to Zero Emission Industries for integration on the Sea Change vessel that will operate in the San Francisco Bay Area. The Sea Change project is funded and owned by SWITCH Maritime, an impact investment firm building the first fleet of zero-carbon, electric-drive maritime vessels for adoption by existing ship owners and operators. SWITCH Maritime recently completed what it described as the world’s first hydrogen fuelling of a commercial marine vessel.
Specifically, BAE Systems’ propulsion system interfaces with a hydrogen and fuel cell system provided by Zero Emission Industries and lithium-ion batteries to power the ferry without
the need for a traditional combustion engine. The all-electric system eliminates diesel fuel use and reduces engine maintenance to create a clean mode of transportation.
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Ocean DEMO backs six offshore renewable energy developers
Jordan Cove LNG project offically ended by Pembina Canadian energy infrastructure company Pembina Pipeline has stopped the development of its proposed Jordan Cove LNG export terminal in Oregon, USA. Pembina envisioned the project to be the first liquefaction plant on the US west coast. Its concept included a pipeline through Southern Oregon and the 7.8 mtpa of LNG export terminal in Coos Bay. It would’ve received natural gas from both Canada and the U.S. However, the company put the project on pause back in April. It cited assessing the impact of recent regulatory decisions as to the reason. At the time, it found that the regulatory decisions could threaten the future of the project. Pembina has not been able to obtain the necessary state-issued permits from various Oregon state agencies. According to several sources like Platts, on 1 December 2021, it asked the U.S. energy regulators to vacate authorisations for both the LNG export terminal and related pipeline. In other words, it will not move forward with the Jordan Cove LNG project. “Applicants remain concerned regarding their ability to obtain the necessary state permits in the immediate future in addition to other external obstacles,” stated a brief with FERC.
Netherlands: 10 GW of offshore wind by 2030 The Dutch State Secretary for Economic Affairs and Climate Policy, Dilan YeşilgözZegerius, has announced the start of spatial planning procedures for cable routes that would connect more than 10 GW of the country’s planned additional offshore wind capacity to the national grid. In a letter sent the House of Representatives on 2 December, State Secretary Yeşilgöz-Zegerius informed the government of commencing investigations of grid connection routes for further 10.7 GW of installed offshore wind capacity the country plans to add by 2030, nearly twice the previously planned target. Last month, the Ministry of Infrastructure and Water Management issued an Additional Draft North Sea Programme 2022 – 2027 which increases the Dutch offshore wind target from the current 11.5 GW to 22.2 GW of operating offshore wind capacity by 2030 by proposing to develop additional 10.7 GW in order to meet the EU’s current goal of reducing CO2 emissions by 55 per cent by 2030 compared to the 1990 levels.
The EU-funded Ocean DEMO project has awarded recommendations for support to six offshore renewable energy developers to test their ocean energy products at Europe’s world-leading test centres. Successful applicants will receive free access to test their ocean energy products and services in real sea environments at the project’s network of test centres. Technology developers applied for support packages to test multi-device farms or single devices looking to scale up to multi-device in the future, according to Ocean DEMO. The following technology developers were recommended for support packages under the Ocean DEMO’s fourth call, and two of them already started testing in real sea conditions: Aquantis, Dutch Wave Power, LHYFE Labs, Mocean Energy, OV Wind and the University of Edinburgh. Funded by Interreg North-West Europe, Ocean DEMO is a €13 million project aiming to accelerate ocean energy’s transition from single prototype to multidevice farms by providing free access to world-leading test centres. The centres participating in the project include EMEC in UK, DMEC in the Netherlands, SEM-REV in France, and SmartBay in Ireland.
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What is happening Consortium wins €24M research grant for methanol as marine fuel Methanol as an Energy Step Towards Zero-Emission Dutch Shipping (MENENS) maritime consortium has been awarded a €24 million (about $27 million) grant to conduct research into accelerating the use of methanol as a low-carbon fuel within the shipping industry. Sponsored by the Netherlands Enterprise Agency, the research project aims to develop clean energy technology with a high degree of flexibility and broad applications within the shipping industry, from yacht building to offshore work ships and high-powered dredgers. The MENENS consortium includes 22 shipowners, yards, suppliers of specialist maritime equipment and knowledge institutions. The total research budget amounts to approximately €38 million including a contribution from Boskalis, a Dutch
dredging and heavylift company that participates in the consortium. “Alternative fuel types are the most significant driver for developing a more sustainable maritime industry… This research program looking into the use of methanol as a low-carbon fuel is another important step along the road to realizing net-zero objective,” Peter Berdowski, CEO of Boskalis, commented. Boskalis is already part of a joint industry project known as the Green Maritime Methanol Consortium which has previously investigated the feasibility of methanol as a sustainable fuel for the maritime sector. A 2020 study supported by TKI Maritiem and the Dutch Ministry of Economic Affairs and Climate Policy demonstrated that the use of methanol is not yet economically viable for retrofit in Boskalis’ vessels, however further research is currently being carried out with regard to its suitability for newbuild vessels. Methanol can enable significant reductions in CO2 emissions compared to traditional fuels and is
viewed within the international maritime sector as one of the most feasible ‘clean’ fuels for large-scale adoption by the industry. Specifically, the MENENS consortium will retrofit six different vessel types to test the viability of methanol fuel systems. One of these vessels is Fugro Pioneer, Fugro’s survey vessel that is set to become emission-free from 2023. Apart from MENENS, two other maritime consortia won grants from the government agency. Sustainable Hydrogen Integrated Propulsion Drives (SH2IPDRIVE) consortium has been granted a €24.2 million subsidy to accelerate the introduction of hydrogen as a marine fuel. In addition, the LNG-ZERO consortium has received a subsidy as part of the R&D Mobility recovery fund. The project partners intend to develop technology and strategy that are needed for reducing exhaust emissions in order to contribute to the sustainable shipping industry.
a cargo capacity of 174,000 cubic metres, It features a membrane-type tank that will make use of advanced insulating materials to reduce the boiloff rate (percentage of gas volume that vaporizes during navigation). It features a WinGD X-DF diesel engine that operates on fuel oil or boil-off gas stored in its cargo tank.
LNG Endurance delivered The new LNG carrier LNG Endurance, commercially managed by France LNG Shipping and under a long-term charter contract with French energy giant TotalEnergies, was delivered on 1 December. South Korean shipyard Samsung Heavy Industries built the vessel. Its commercial manager France LNG Shipping is a
French ship-owning company. Japan’s NYKLine and France’s Geogas LNG jointly own the said company. LNG Endurance is a sister-ship of the LNG Enterprise and LNG Endeavour, which TotalEnergies took over earlier this year. All three will engage in LNG transportation Being 293 metres long, the ship has
In February, NYK released the ‘NYK Group ESG Story‘. This is a guideline that aims to further integrate ESG into the company’s management strategy. In particular, NYK seeks to reduce GHG as it is working on new green businesses. The NYK Group will build up stable freight rate businesses such as longterm contracts. It will also encourage new value creation through a business strategy that includes the transportation of LNG. LNG will be a low-carbon bridging fuel prior to the transition to future zero-emission fuels.
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What is happening Dutch LNG-ZERO concept receives subsidy
Bringing the captured carbon to shore for new applications or directly offshore for permanent geological storage. Additionally, any residual emissions are offset by the use of bio-LNG. Furthermore, ships running on conventional fuels can also apply the technologies for capturing carbon and reducing N-emissions. The project specifically gathers: Energy and infrastructure developers like Shell and Carbon Collectors; End-users like Heerema and Anthony Veder; Suppliers & system integrators like VDL AEC Maritime, Carbotreat, and Conoship International.
A Dutch maritime consortium has received financial aid for the LNG-ZERO concept, an ambitious research project originally introduced by TNO. LNG-ZERO is an ambitious research project, in addition to international carbon capture research projects like Everlong. It wants to develop technology and strategy for reducing exhaust emissions to contribute to the sustainable shipping industry.
CSA goes 2.4 kilometers deep for Barbados survey campaign U.S.-based marine environmental consulting firm CSA Ocean Sciences has completed a two-year environmental baseline survey (EBS) at depths of up to 2,400 meters in waters offshore southeast Barbados. Scientists from CSA’s local Trinidad and Tobago office conducted a series of EBSs in the Carlisle Bay Block and Bimshire Block during the wet and dry season in 2019 and 2021, respectively, to assess temporal variability of environmental parameters. The survey campaign, designed to characterize the existing physi-
“LNG-ZERO is ahead of future IMO regulation and in this project, we’re developing technology which can ensure total decarbonisation of the maritime industry – which enables us to fight the worldwide challenge regarding the climate crisis.” The threefold strategy for the project is as follows: Capturing the carbon dioxide (CO2); Significant reduction of methane slip (CH4) / N-emissions;
cal, chemical, and biological marine resources within a study area of approximately 5,000 km2, included the collection of hydrographic profile data to depths of 2,000 meters, sediment and water samples, air quality data, characterization of plankton, and high-definition imagery to help document the existing condition of the local seabed environment.
TNO and the technical universities of Twente and Delft are the research partners. Also, Lloyd’s Register will help with safety and performance standards. Two essential companies support this consortium. Firstly, there is Shell, which wants to support this consortium with economic and infrastructural studies. Secondly, there is PortXL that wants to contribute by bringing these developments quicker to the market from this consortium.
The company deployed two “l”shaped moorings within the study area, one in each block, to measure baseline current data within the water column at depths of approximately 2,000 meters.
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Rotech finishes London Array OWF gig Aberdeen-based Rotech Subsea has concluded de-burial and post-lay trenching works on the London Array offshore wind farm. According to Rotech, the work in the other Thames Estuary was completed for a ‘major’ marine services player. A de-burial and post-lay trenching campaign of one kilometre of subsea cable at the offshore wind farm was carried out in Q3 2021. The company deployed its controlled flow excavator TRS1LD tool using the vessel crane of the Forth Jouster for the de-burial phase of the cable, which was around 1.5 metres below the seabed. The cable was subsequently extracted, Rotech explained.
“This London Array offshore wind assignment was another extremely successful deployment for our TRS1LD controlled flow excavator which is capable of delivering deep, narrow, precision trenches with speeds more than double that of competing mass flow excavation tools or other methods such as contact trenching systems and ploughs”, said Stephen Cochrane, Rotech Subsea director of Subsea.
In the post-lay trenching phase, which took place in October, the tool was mobilised on the Nora B. The cable was buried to a minimum of 1.5 metres below the seabed. A first pass excavated to 1.75-2.1-metre depth with a second survey pass confirming the cable had dropped to a 1.5-2.6metre depth below the seabed.
Cochrane added that all operations were carried out at speeds of 2-4 metres/minute depending on the areas with each phase completed in two passes. Most recently, Rotech wrapped up export cable de-burial and re-burial work at the Saint-Nazaire project, which is to become the first commercial offshore wind farm in France.
ENGIE and Masdar partner up for UAE green hydrogen hub tarities between the two companies. Masdar is an investor and developer of renewable energy projects. On the other hand, ENGIE’s position in green hydrogen deployment can establish an early mover position in the market. By leveraging existing infrastructure, the companies will initially target local supply. The end goal, however, is to expand capacity to create a giga-scale green hydrogen hub for the GCC, with the potential to export to other markets.
French energy company Engie and Abu Dhabi-based renewable energy developer Masdar have signed a strategic alliance agreement to explore the co-development of a UAE-based green hydrogen hub. The parties are looking to develop projects with a capacity of at least two gigawatts by 2030. There-
fore, they will invest a total of $5 billion in the region. Sultan Ahmed Al Jaber, UAE minister, ADNOC CEO, and Masdar chairman, and Catherine MacGregor, ENGIE CEO, signed the deal. This partnership aims to capture synergies and complemen-
MacGregor said: “We are very pleased to partner with Masdar to make a direct contribution to the UAE’s Net Zero 2050 strategic initiative. This strategic alliance illustrates ENGIE’s goals for the long-term development of renewable hydrogen, an essential tool for the energy transition.”
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WIND POWER NOT HOT AIR The latest on the UK’s drive toward net zero
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PES looks back on a real and virtual show: a true hybrid
We are delighted to bring you the very latest product innovation & developments from across the global wind industry, along with looking into some of the major policy developments across the sector. We are excited to bring you some of the thoughts & views from several of the industry’s key players & leading names.
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Demystifying the law behind renewable investment and generation
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All of the latest news, views and pioneering innovations from across the industry. Including show previews, product updates, expert analysis, insights and opinions from the leading players. PLUS, industry legislation, objective assessment on key issues and a huge amount of food for thought in this evolving and exciting energy sector.
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A look into sizing of wind turbine generators
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We are pleased to bring you some of the most recent innovation & product developments from the global wind sector. We also look into some of the advances in project installation & industry legislation. We are thrilled to bring you some views and insight from several industry mainstays, as well as from more recent movers and shakers.
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POWER AND ENERGY SOLUTIONS • ISSUE 2, 2021
SMART JUST GOT SMARTER
An already intelligent sector is evolving further still.
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are efficient and compact in the process.
Next to Stage V Veth Propulsion focusses on electrification of its products. The very compact fully electric Integrated L-drive is already gaining high recognition in the market.
Veth Propulsion signs contract for refit Stage V engines Wilco Ooms and Veth Propulsion will do a refit of the current CCNR-2 Engines in the "Semper Fi" (Green Award-Gold ship) to new Scania Stage V engines. The 10-year partnership (Veth delivered the first Hybrid Drives) is rewarded with a new investment in sustainability
Wärtsilä partners with Microsoft to enable future tech for shipping Wärtsilä Voyage, part of Finnish technology company Wärtsilä, has entered into a strategic partnership with US technology corporation Microsoft. Wärtsilä Voyage, which provides maritime end-to-end onboard solutions, plans to accelerate its efforts towards industrialising the Internet of Things (IoT) for shipping through a highly scalable cyber-secure platform. This is planned to be achieved through an integration with Microsoft Azure IoT Edge. As explained, the Wärtsilä platform will help the company and its partners deploy digital solutions to the market faster and more easily.
through this order and contributes to the sustainability of shipping in general.
We create these solutions together with our customers, as partners. Another example is the collaboration with Oudcomb & Sastech for the development of the Shallow Draft Rudder Propeller. A solution for vessels with varying drafts where efficient sailing is paramount.
During the construction of the ship the most favorable exploitation was taken into account in all aspects."We continue to think modularly and can also make strides into the further future in the way the ship is powered, precisely because of the choice of hybrid at the time. With thrusters aft, the combination from hybrid is perfect. The rudder propellers for the future also take up little space and
The streamlined Intelligent Edge technology is seen as “an essential enabler” to meet the industry’s decarbonisation targets as well as large-scale application of autonomous technology. Specifically, Wärtsilä Voyage, in partnership with Microsoft, aims to
reinforce the synergies within its endto-end digital services portfolio and bring all its current and future products on a common platform, enabling faster deployment and easier maintenance of all Wärtsilä Voyage technologies and software.
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