SPRING 2021

OPEN DEBATE Leading scrubber suppliers discuss the options ahead BIGGER PICTURE Why data quality is key to smooth ship operations FUEL FOR THOUGHT An alternative approach to the fuels of the future

supporting Clean Shipping initiatives THE SCRUBBER MAKER

PureteQ scrubber systems feature the lowest OPEX in the business and are easy to install. We have now simplified the installation further in our Generation II scrubber, which potentially will reduce the shipyard installation cost by double-digit percentage.

All scrubber systems come with state-of-the-art intuitive control systems with full remote accessibility. In times like these it is very convenient to get 24/7 remote on- line support/guidance to ship crews from our professional marine engineers.

We strive towards further innovation every single day. At present, we are particularly focused on CO2 Carbon Capture and reutilization and Power to X in the same process.

We are always happy to elaborate on our Generation II scrubber, CO2 project and extensive knowledge of Maritime Scrubbers in general for all interested parties.

WWW.PURETEQ.COM FROM THE EDITOR 1 WE NEED TO ACT NOW!

To get to net zero emissions, what ship A charterparty also rarely depicts and equipment designs will be needed in alternative fuel use, such as wind-assisted the future? What do we need to do now – ships, although with Cargill and other and how? major charterers becoming involved, this is These are the main questions on gradually changing. shipowners lips, as they strive to Proper measurements still need to comprehend the sheer number of be developed – no measurement, no solutions being thrown at them to reach improvement, as the old saying goes. the International Maritime Organization’s Despite the clock ticking, shipowners are (IMO) goal. still ordering standard ships with standard The net result of all of these initiatives equipment installed, except for LNG-ready is to polarise the industry into separate and other designs, which have proved to be Ian Cochran camps, especially in the near term, until a expensive to retrofit. Further down the road, Editor, universally accepted solution is found. ammonia will need large storage space on Of course, impending regulations board the vessel. Clean Shipping also need to be fit for purpose, as A standard design is purely down to costs, International down the years, several have proved to as large shipyards normally offer a standard be impracticable. package at a set price with the owner paying Flexibility will be key going forward for any extra add-ons, such as scrubbers. with a combination of technologies coming Methane, hydrogen and other alternative together to solve the problem. fuels currently doing the rounds have With a new fuel will come new engine huge challenges ahead before they designs and supply chain logistics to make become commercially viable alternatives it work. But as one leading shipowner said to what is on offer today, both technically in a recent webinar: “Let’s concentrate on and commercially. what is possible today.” The bunkering and storage infrastructure The so called e-fuels look as though they of, say, hydrogen will take several years to are going to be very expensive, but with develop – maybe not at all without a sound further research and development, the cost business case. will come down – but will it be to the level of today’s options? BIGGEST BURNERS As it has been pointed out time and time For example, out of the world fleet, it has again, an importer of soya beans into China been estimated that 20,000 vessels burn will not care about how his or her cargo is around 80% of the mainstream fuels. shipped, only the cost involved. Drybulk still makes up the largest vessel In the container trades, major shippers, sector and tends to involve tramp ships that such as Amazon, Walmart and so on, are will often not know the next destination once getting more involved in how goods are their current voyage is completed. shipped, as are the major trading houses. World trade is forecast to double by 2050, All are claiming to be turning “green”. just at the time when the shipping industry should be reaching net zero emissions. To PROBLEM WITH CLAUSES cope with this huge demand, more ships will One problem, recently highlighted by a obviously be needed. leading drybulk broker, is that a standard This is only 30 years away, just over a charterparty does not include any clauses ship’s lifecycle, so we need to be investing on the amount of emissions the ship in new ideas, technology and designs now involved emits, thus not declaring a and ensuring they are workable both in carbon footprint. technological and economic terms.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 — —CEMcaptain Emission monitoring CEMcaptain Emissionon your wavelength monitoring on your wavelength

Simplicity is the key for stack emission measurements at sea and the CEMcaptain marine emission monitoring system carries all necessary type approvals. The internal gas-filled cuvettes simplify calibration and remove the need to hold gas cylinders onboard. Dynamic QR codes generated on the analyzer display allow easy transmission of all relevant TM diagnosticSimplicity is information the key for stackand ABB emission Ability measurements Remote Assistance at sea providesand the CEMcaptain secure remote marine emissionconnectivity monitoring to our global system team carries of experts. all necessary Measurement type approvals. made easy. The internal gas-filled cuvettes simplify calibration and remove the need to hold gas cylinders onboard. Dynamic QR codes generated on the analyzer display allow easy transmission of all relevant diagnostic information and ABB AbilityTM Remote Assistance provides secure remote connectivity to our global team of experts. Measurement made easy. Editor: Ian Cochran iancochran74@ gmail.com Project Director: Jonathon Ferris Jonathon.ferris@ csi-newsonline.com Sub-editor: Samantha Robinson sam.robinson.journalist@ gmail.com Publisher: Bill Robinson publisher@ csi-newsonline.com Designer: Justin Ives justindesign@ live.co.uk

Published by Maritime AMC, Clean Shipping International supports Clean Shipping Initiatives.

The views expressed in Clean Shipping International are not necessarily those of Maritime AMC unless expressly stated as such and disclaim any responsibility for errors or omissions or their consequences or for advertisements contained in this magazine and has no legal responsibility to deal with them. csi-newsonline.com

1 FROM THE EDITOR 44 PROFILES

To get to net zero emissions, what ship Clean Shipping International talks to and equipment designs will be needed in leading lights in the shipping industry the future?

Weather intelligence and decision 44 support services provider StormGeo on data 6 INTERVIEW » p6 Darren Jones, Founding Chair of the Titan LNG commercial director newly formed GloFouling Alliance 47 Marine Michael Schaap on the burgeoning LNG market 11 LEADING EDGE How has the IMO’s low-sulphur cap fared 49 COATINGS amid a truly turbulent year? Paying attention to niche areas will help ensure ships operate efficiently 17 EGCS » p17 Leading scrubber suppliers reveal their 52 BALLAST WATER thoughts on the best way ahead Why it could prove to be a defining year for the BWMS industry 35 ALTERNATIVE FUELS

The industry is examining a host of new methods of fuelling vessels 59 RECYCLING Industry leaders on recycling and the Corvus Energy joins forces with » p38 standards that still need to be set 35 Toyota to enable large-scale fuel cell production 62 WIND POWER High-level studies examine 38 the safe use of ammonia as Auxiliary wind power is beginning a fuel of the future to attract attention once again

41 PROPULSION LAST WORD » Lube oil manufacturers discuss how they p44 How the IMO is taking the industry forward will have to adapt in the future to a more environmentally friendly future

CLEANSHIPPINGINTERNATIONAL – Spring 2021 5 6 INTERVIEW

As Founding Chair of the newly formed GloFouling Alliance, Darren Jones is tasked with bringing together industry leaders to tackle two pressing IMO environmental objectives, a remit that has far-reaching effects, he tells Clean Shipping International

TIME TO TACKLE THE INVADERS

Darren Jones, director of Ultrasonic anti- academia and other international and fouling system provider Sonihull is taking regional inter-governmental organisations up the Founding Chair of the International that share the same goal. Maritime Organization’s (IMO) GloFouling Jones explains that GloFouling is a Alliance (GIA). global initiative, designed to bring together To give it its full title, he is Chair of the committed leaders from maritime, shipping, Global Industry Alliance (GIA) for Marine ocean energy, aquaculture and other Biosafety, part of the IMO’s GloFouling ocean-based industries, to support two Partnerships project, often shortened to the pressing IMO environmental objectives “GloFouling Alliance”. via improved biofouling management — The GIA was launched in June 2020 namely, to protect marine biodiversity to bring together shipping industry and decarbonise shipping. stakeholders, the private sector and “Environmental” no longer means Darren Jones global regulators to address the impact “expensive”, he says. Done correctly, of biofouling on greenhouse gas (GHG) preventing biofouling will be the exact Director, Sonihull emissions and the transfer of harmful opposite. Carbon and costs can both aquatic species. be reduced with existing technologies In essence, the partnership is a and that means that all countries can collaboration between the Global benefit from a united approach, especially Environment Facility (GEF), the United those whose marine environments and Nations Development Programme (UNDP) livelihoods are most likely to be damaged by and the IMO. invasive species. Also involved are more than 50 strategic Explaining the task ahead, he says that, in partners, which include government a nutshell, the aim of the GIA is to tackle two agencies, industry associations, international of the most pressing environmental issues non-governmental organisations (INGOs), of our time — invasive species and GHG

CLEANSHIPPINGINTERNATIONAL – Spring 2021 INTERVIEW 7

A Sonihull control unit emissions — while ensuring operational to be gained from implementing the GIA partnership. However, by efficiencies for operators, ports and existing technologies. 2026, any marine anti-fouling system other areas of the industry. Currently there are around 94,000 that uses a biocide will have to be Although “environmental” in title, ships in the world’s merchant fleet, re-submitted for very lengthy and these goals mirror the operational with a total capacity of 2bn deadweight expensive approvals. pressures on the world’s fleet. tonnes. Thus, it is going to be “Coating industry insiders already Operators are trying to reduce CO2 impossible to implement 100% zero- expect that many of the current emissions and fuel consumption, emissions vessels in the immediate biocide systems will be discontinued which are directly linked to the control future. But, by combining new before 2026, as demand grows for of biofouling. technologies and existing technologies, future-proof biocide-free solutions,” Jones’s short-term goals marine industries will be able to meet Jones explains. include the standardisation of data the economic and environmental “The IMO’s ultimate goal is for gathering to improve measuring, challenges created by biofouling, ‘zero-harm’ solutions, where poisons and the aggregation of the most without restrictive capital costs, can be factored out, at the same practical solutions from the world’s without unnecessary downtime and time as addressing invasive species leading technologies. without leaving a toxic legacy. control and maintaining or improving As antifoulings are probably one “Steel vessels will always need to vessel performance. of the costliest aspects of vessel be coated, for corrosion protection and “It is hoped that the coating majors efficiency, Clean Shipping International for biofouling prevention. I see these will engage with the GIA in the coming asked whether it was the intention to coatings being developed to work in months so that the industry can tackle eventually replace antifoulings with a harmony with other measures so that these issues together, combining the new type of coating. they enhance advances being made best of all the available technologies to Jones reveals that biofouling, and in hull cleaning systems, ultrasonic develop viable and effective anti-fouling its prevention, costs the commercial antifouling systems and extended systems that are fit for the future,” maritime sector an estimated $100bn drydock/repainting intervals,” he says. he added. annually. While there is no “silver At the time of writing, none of the Addressing the question of hull bullet”, there are significant margins major paint manufacturers had joined cleaning bans in certain areas of the

CLEANSHIPPINGINTERNATIONAL – Spring 2021 8 INTERVIEW

world and how the GIA is going to that in warmer waters like those plied Continuing to talk about Sonihull, address this, Jones says that all of the by ships in the Middle East Gulf, they Jones says that the company is already bans were as a direct result of invasive are much less effective. delivering results for worldwide species concerns. “Seachests and box coolers are an fleets, helping commercial shipping “The processes, legislation and integral part of a vessel’s efficiency and realise efficiencies that traditional technology that has developed in they remain a mainstay of Sonihull’s antifouling approaches are not capable recent years to control invasive species commercial marine installations. If of delivering. in ballast water gives us the pathway fouling develops in a seachest and on He claims that Sonihull is a needed to apply the same measures to box cooler elements, cooling systems “zero-harm” system that can banish protect against invasive species that will not perform as designed and you biofouling in refrigerated seawater arrive on hulls, or in seachests, or on could end up with some very costly pipework, seachests, propellers, box cooler elements,” he says. downtime. They also present the ideal box coolers and rudders without “With effective legislation and environment for invasive species extra cleaning regimes, poisonous practices, such as remotely operated transport,” he says. biocides or microplastic pollution from vehicles and self-contained cleaning Traditional seachest and box cooler ablative coatings. systems, it should be relatively simple systems rely on either chemical dosing Sonihull can keep propellers clean and viable to ensure that vessels are or ICAF systems with sacrificial anodes between drydockings — removing up to clean when they depart, clean in transit to flood the seachests with poisonous 20% of five-year fuel costs and millions and clean when they arrive.” chemicals and keep weeds algae and of tonnes of associated CO2 emissions. molluscs at bay. Both of these have In large vessels, before counting the FUEL SAVINGS their downsides — ICAF systems reduced maintenance costs, Sonihull Turning to propeller and rudder require very regular replacement of systems pay for themselves in about polishing, which have become popular, expensive copper anodes, while dosing four to six weeks, in fuel savings alone, as more owners and operators see systems require a large on board Jones claims. the financial benefits, Jones says: supply of hazardous chemicals. “I think owners and charterers will Ultrasonic systems use physics ULTRASONIC SOUND always adopt designs and maintenance instead of chemistry to keep Explaining how the company’s regimes that save them money. A these niche areas clear of marine ultrasonic system works with hull dedicated propeller and hull cleaning biofouling and they remain effective coatings today and how it is controlled, programme executed on an Aframax regardless of water temperature and he says Sonihull works with any hard tanker can deliver nearly $2m in vessel activation. surface that can support an ultrasonic fuel savings in the five-year period Vessels operating with ICAF systems sound wave. between drydockings. to protect their box coolers, can save Silicone-based coatings can dampen “But prop-cleaning does have its more than 90% of these systems the resulting signal, but all other downsides. It still involves expensive capital and lifetime maintenance, repair coatings are compatible. It is a fit-and- diving teams between drydocks and and operation costs if they are replaced forget system with central control and the newly clean surfaces begin to foul with Sonihull systems, he claims. fault-monitoring, he says. immediately after polishing. This means If a vessel is off-hire, due to reduced Through the process of ultrasound- that the operator gets a ‘sawtooth’ demand or lock-down restrictions, it induced non-inertial cavitation, effect in their fuel efficiency figures and is under attack while just sitting at microscopic bubbles are created as the transit times between major drydocks anchor. Anti-fouling coatings don’t pressure drops and are popped as the — along with the associated spike in CO2 work when the vessel is stationary and pressure increases. emissions,” he says. ICAF systems will only work properly Jones says that this process He adds that, by contrast, ultrasonic when main systems are running. should not be confused with inertial antifouling systems, such as those Sonihull systems require a fraction cavitation, which is the process caused offered by Sonihull, cost a fraction of the power of ICAF systems and will by massive pressure differences on of diving and polishing regimes and protect idle ships’ cooling systems propeller blades or inside large pumps maintain clean propellers, control from biofouling and avoid the need to — the forces involved in ultrasonic surfaces and operating speeds drydock, to clear the seachests, before induced non-inertial cavitation are between drydocks. These systems are safely re-commissioning. several orders of magnitude smaller already being used on hundreds of In addition, there is no draining, and will not damage metal or commercial propellers and hard-to- cutting, drilling or welding needed. So, painted surfaces. reach niches, saving millions of dollars there’s not a requirement for class The resulting water movement in fuel consumption and millions of re-surveying, Jones says. They can inhibits the creation of a biofilm and the tonnes of CO2 each year, he says. be fitted by small, isolated teams in a colonisation by larger, more complex Describing the relevance of cathodic matter of hours. This means that work organisms. The micro-jets created protection, he says that Impressed can be carried out in accordance with during bubble-collapse have been Current Anti Fouling (ICAF) systems COVID-mandated guidelines and can proven to prevent barnacle and mussel are still relevant, although “we’ve seen even be fitted while a vessel is at sea. larvae from embedding on the surface.

CLEANSHIPPINGINTERNATIONAL – Spring 2021

LEADING EDGE 11

How has the introduction of the International Maritime Organization’s low sulphur cap fared amid what has been one of the most turbulent years in living memory?

IMO2020: ONE YEAR ON

One year on from the introduction of the deliver goods and commodities, International Maritime Organization’s including essential foods and medicines, (IMO) low sulphur cap (IMO2020), around the world and the introduction indications are that the transition has been and implementation of IMO2020 did not extremely smooth. This is testament to cause any disruptions in trade. the preparations of all stakeholders prior Some ships limited their air to the new rules entering into force, the pollutants by installing exhaust organisation claims. gas cleaning systems/scrubbers. “Through 2020, just 55 cases of 0.5% More than 2,350 systems were compliant fuel being unavailable had formally reported to the IMO as an been reported in IMO’s Global Integrated approved “equivalent method” by flag Shipping Information System (GISIS),” States administrations. says Roel Hoenders, the IMO’s head of The majority of ships trading air pollution and energy efficiency.”Given worldwide switched from using heavy that more than 60,000 ships plied the fuel oil (HFO) to using very low sulphur world’s oceans in trade last year, this fuel oil (VLSFO), which were new blends was a remarkably low percentage of of fuel oil, produced by refineries to ships encountering difficulty in obtaining meet the new limit, in accordance with compliant fuel. IMO guidance and ISO standards. “We had a great deal of preparation Guidance issued by IMO on dealing during 2019 and before, from all with the new fuel blends in advance stakeholders, and all indications are that of the new requirement addressed there have been no significant issues with implications of switching to VLSFO, supply of low sulphur fuel oil.” including assessing and managing risks Even during the covid-19 pandemic, and highlighting potential safety risks, so cargo-carrying ships continued to that the risks can be mitigated.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 12 LEADING EDGE

% of Current Tanker Fleet Fied/to be Fied with Scrubbers

35% Planning to Retrofit Fied 30%

25%

20%

15%

10%

5%

0% HandyMRLR1/Panamax LR2/AframaxSuezmax VLCC

Source: Gibson Shipbrokers

Through 2020 and into 2021 to date Apart from the requirements in (end January), IMO has not received MARPOL Annex VI and SOLAS, VLSFO any reports of safety issues linked “Following a is required to meet ISO standard to VLSFO. 8217, as well as ISO Publicly Available Nonetheless, during 2020, an IMO turbulent 2020 Specification (PAS) 23263, providing correspondence group considered guidance as to the application of fuel oil safety issues in general and that saw a brief the existing ISO 8217 marine fuel the need for further mandatory standard to 0.5% sulphur limit requirements to ensure fuel oil oil price war, a compliant fuel oils. supplied meets the required standards Following a turbulent 2020 that saw and quality. global pandemic a brief oil price war, a global pandemic The group’s report is now available and oil demand destruction, it is and will be discussed at the next perhaps not surprising that to many session of IMO’s Maritime Safety and oil demand it feels like concerns surrounding Committee (MSC), MSC 103 in May of IMO2020 have long gone. this year. destruction, it Examining the economics of using Prior to that, the eighth session scrubbers, Gibson Shipbrokers of the Sub-Committee on Prevention is perhaps not said that prior to the onset of the of Pollution from Ships (PPR 8), pandemic, owners of tonnage fitted scheduled to meet remotely from surprising that it with scrubbers enjoyed a very 22-26 March, 2021, will further healthy discount for high sulphur consider VLSFO fuel quality issues, feels like concerns fuel oil (HSFO) versus VLSFO, which including possible effects on black averaged between $250 per tonne carbon emissions. surrounding and $300 per tonne in key bunkering Provisions in regulation 18 of hubs between December, 2019 and MARPOL Annex VI regulate fuel oil January, 2020. quality. The International Convention IMO2020 have However, the pandemic-driven oil for the Safety of Life at Sea (SOLAS) price collapse meant that the spread covers issues such as flashpoint long gone” sank to just $40–$60 per tonne (SOLAS regulation II – 2/4.2.1). between April and November last year.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 LEADING EDGE 13

For scrubber fitted tonnage, this extensive, while some governments fuel spreads at the end of 2019 and at meant that the savings for burning are calling for a gradual phase out of the beginning of 2020. HSFO fell from $16,000 per day in the technology, for example the EU, January’s favourable differential January last year to just $3,000-$4,000 or in extreme cases an outright ban – of $100 per tonne will become more per day on the basis of VLCCs trading Canada’s stance. advantageous for scrubber-equipped on TD3C (VLCC – Middle East Gulf/ For now, however, while tanker vessels this year. China) route and slow steaming for supply/demand conditions remain “We think that the market will most of last year, Gibson calculated. severely unbalanced, even a modest get better than that over 2021, as Despite such a dramatic decline, scrubber premium could mean staying basically jet fuel and other low sulphur the scope for scrubber cancellations afloat and earnings above daily transportation fuels increase in was limited, due to contractual operating expenses, Gibson said. demand,” he said during the webinar. obligations with shipyards and The current bullish sentiment scrubber manufacturers. was also shared by Wartsila’s Sigurd However, more recently, scrubber Jenssen, who said that scrubber economics have started to become inquiries were picking up again more favourable once again. Offering ”Offering some this year. some welcome news to those who He also agreed that the fuel price invested in this technology was the welcome news to differential would increase going upward trend in oil prices seen in forward making the case for scrubbers January of this year. those who invested more attractive (see Exhaust Gas The spread between HSFO and Cleaning System feature). VLSFO widened to around $80–$100 in scrubber Last year, Wärtsilä referred its per tonne and scrubber savings customers to a report from CE Delft on climbed to above $5,000 per day technology was the climate impact of EGCs. for VLCCs. The study compared the results In terms of tanker statistics, the to the use of low sulphur fuels and scrubber uptake is the highest in the the upward trend was calculated from a well-to-wake VLCC sector, followed by Suezmaxes, perspective in order to achieve an Gibson said. However, scrubber use in oil prices seen accurate comparison. is considerably lower for the smaller It concluded that the environmental size groups. in January of impact of EGCS would be less than According to Gibson’s records as that of low sulphur marine fuel. at January,2021, scrubbers have been this year” The report also noted that CO2 installed on 31% of the existing VLCC emissions associated with producing fleet, while another 7% is yet to be and installing an EGCS were small retrofitted. In addition, 32% of current compared to those generated when VLCC orderbook is expected to be fitted Another positive stance was taken operating the system. with the technology. by Star Bulk Carriers Corporation’s These emissions were mainly As a result, close to 40% of the VLCC president, Hamish Norton, during related to the energy demand of the fleet could be scrubber-fitted by the Capital Link’s Dry Bulk Sector webinar system’s pumps, which typically result end of this year, the shipbroker said. in January. in a total increase in CO2 emissions of The actual scrubber penetration During his talk, he described the between 1.5 and 3%. in the spot market is expected to be company’s scrubber strategy as a good By contrast, with de-sulphurised even higher when excluded tonnage decision. He claimed that the company fuels, the overall CO2 footprint (Iranian, sanctioned/storage vessels) had already covered half the cost of increase was as a result of the refining are accounted for, while the anticipated installing the technology, adding that processes. Theoretical calculations recycling during 2021 will also reduce the company expects to cover the rest range from an increase in CO2 the absolute number of non-scrubber of the costs this year. emissions of 1% to as much as 25%, fitted tankers. In 2018, Star Bulk decided to when removing the sulphur content of Although the scrubber uptake is equip its entire fleet with scrubbers, the fuel. significant for larger crude carriers, we and at the time said that it expected CE Delft said that while the lower are unlikely to see further exponential the average cost per unit, including figure was not physically possible, growth, Gibson countered. installation, to be below $2m the higher percentage increase was Major scrubber manufacturers per vessel. applicable only to a quality of fuel that reported a sizeable slowdown in new Despite last year’s unfavourable is too high for marine applications. scrubber orders last year. Regulatory market conditions in terms of bunker Therefore, the conclusion was that scrutiny is also expected to intensify. prices for shipowners and operators the CO2 emissions associated with the Today, the list of ports where the use with scrubber-equipped tonnage, production of low sulphur fuels would of certain scrubber types is banned is Norton said that Star Bulk had hedged be between these extreme values.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 14 COMPANY PROFILE

PURETEQ: STATE-OF- THE-ART SCRUBBER SYSTEMS

PureteQ designs, delivers and feature has contributed greatly the onshore employees participate commissions built-to-fit maritime to all our customers gaining a in the Remote Specialist Training. scrubber systems for open-loop, competitive advantage. In general, training cannot be hybrid-ready and fully hybrid (closed The scrubber system is a design of overestimated as it leads to higher loop, with and without bleed-off) superior quality, with easily installed up-time and compliance rates as operation to shipowners who want to water treatment systems. The open well as better performance and less save money on fuel by continuing to tower in-line scrubber system has no operational costs. use heavy fuel oil (HFO). moving parts nor obstructions such Recently, we have seen the price as a packaging layer. The simple SERVICE PROVIDER span between compliant fuel and HFO construction also requires less PureServ is PureteQ’s dedicated increase and interest for scrubber maintenance and is simple to operate service organisation. We offer fair- systems are increasing with the for the crew. priced service agreements designed price span. For shipowners and operators to meet shipowners’ specific needs All scrubber systems come with with remote access, we offer a based on a ship’s operational pattern state-of-the-art intuitive control remote Scrubber System Modular and qualification of its crew. systems with full remote accessibility. Training Program. In times where All clients with a PureteQ service In times like these, it is very convenient crew changes often, “touch and agreement have a designated to get 24/7 remote on-line support/ go” remote training has high service engineer – according to the guidance to ship crews from our value for all stakeholders. Some agreement, you only pay for what professional marine engineers. This shipowners even choose to have you get.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 COMPANY PROFILE 15

CO2 CAPTURE AND REUTILISATION In 2020, we began a research programme into carbon capture and reutilization technology and have now applied for patent on a process that combines carbon capture from exhaust gas with Power to X. Combining the processes allows for lower cost of removing/reducing CO2 as some of these costs are offset by earnings/ benefit of producing hydrogen. Currently, we are performing tests on lab scale and we have fully automised the system (PureteQ control system), so that the cell and micro scrubber is working 24/7. The results are promising. Our test on the scrubber tower is progressing and we have now begun testing the tower in an industry located just 30 miles from our HQ. We are testing on relatively clean gas from LNG-fuelled generator sets, so there is no fluid treatment/cleaning involved yet. We are now building a bigger scale plant with a small PureteQ scrubber on a portable skid, Test setup (micro scrubber) so that we can transport it to different locations, testing various types of exhaust gasses. Our service team has received lowest OPEX in the business, as Furthermore, PureteQ is involved in extensive training to assist well as being easy to install. We a project based on an American patent shipowners in safeguarding have now simplified the installation of chemical sequestering of CO2. The continuous operation, reliability even further in our “Generation II” process transforms the CO2 to sodium and MARPOL compliance of their scrubber system. carbonate and sodium bicarbonate scrubber systems. This entails expert This scrubber system aims to (baking soda), which in turn can be support and guidance for all scrubber reduce the total cost of installation, used to augment oceans’ natural systems on-site or via the safe considering the experience of carbon cycle or other purposes. PureteQ remote system, depending installing more than 100 scrubbers Finally, we are involved in a Dutch on the ship’s conditions and the on different types of ships at CO2 capture project together with DTU. client’s requirements. Our validated various shipyards around the world. The aim is to reduce the current cost of concepts allow us to assist crews From 2018-2020, the total cost carbon capture in amine processes. remotely with trouble shooting and of installation almost tripled on We are always happy to elaborate on advice on operation and maintenance, most shipyards across the world. our CO2 project, Generation II scrubber, as well as optimisation and training of We as manufacturers took on service concepts and extensive new crew. the responsibility to make green knowledge of maritime scrubbers in PureteQ PureServ is happy to quote investments more attractive to general for all interested parties. a service agreement for scrubber shipowners and therefore set systems of any brand to safeguard an ambitious goal to decrease For more information, contact: MARPOL compliance as well as the total cost of installation by Anders Skibdal, CEO optimise operational performance. 40% on retrofit projects and 25% Tel: + 45 4017 1400 on newbuildings. Email: [email protected] GENERATION II SCRUBBER We have not reached this PureteQ Scrubber Systems are ambitious goal just yet, but we Michael Mouritzen, Sales Director among the most reliable, safe and have, nevertheless, produced ideas Tel: +41 4014 4481 user-friendly scrubber systems that will significantly cut the cost Email: [email protected] in the industry. On top of that, of installing PureteQ scrubbers, by PureteQ scrubbers feature the double digit percentages. pureteq.com

CLEANSHIPPINGINTERNATIONAL – Spring 2021 16 COMPANY PROFILE

ECOSPRAY: A CLEAR VISION FOR A CLEANER FUTURE

The past year has redefined the rules, approach, in collaboration with Relayr – a performance ensures longer equipment causing us to face a turnaround in our company specialising in internet of things life and fuel savings by optimising perspectives. The maritime industry (IoT) solutions – ultimately envisions the pumping operation, while also is not only dealing with a crisis due adoption of a model based on a pay-per- allowing for a significant reduction in to the pandemic, but is growing and use offering, through which equipment operating costs. adapting to new challenges and is no longer purchased, but provided in Regarding health and safety, the preparing for the future: 2050. exchange for a usage fee. need to sanitize onboard environments Since industry urgencies have Offering innovative financing options, and surfaces from viruses and bacteria changed, we need to consider the we will be able to create even more value has galvanised us to deliver our latest long-term perspective. Not just for our customers and ensure that they solutions for air treatment. BreathES when it comes to regulations, but can focus on their core business. drastically reduces pathogens and also environmental awareness and contaminants inside closed spaces, in the sustainability. Together with the OUR ROADMAP TO 2050 air and on surfaces, ensuring a smoother latest technologies, these are the Concurrently, we have never ceased “return to service” for passenger drivers towards the CO2-neutral path. doing what we were created to and other ships and providing a safe Decarbonization is undoubtably the do: uncovering new innovative environment for guests and crews. most important priority in our industry solutions, skipping one generation of BreathES is a package that combines and a crucial opportunity – even if, in technological evolution and meeting different technologies (including UVGI terms of applicability, the regulatory with new challenges across brand lights, bi-polar cold plasma ionizers and framework still requires clarity. new sectors. filtration) with an air-quality monitoring The Ecospray path towards For more than a year, we have system and a centralised control unit decarbonization functions with a new been working on a solution for with shoreside/cloud data collection business model, new products and decarbonization, in collaboration with and analysis. Everything is connected remarkable technology in order to universities and research centres. in our signature platform One: from achieve the 2050 zero emission target. Our fuel cell technology is unique, as real-time awareness to performance, With a clear vision in mind – to make it reduces costs and environmental analytics, and maintenance services, the clean energy a reality – Ecospray has, impact, coupling carbon capture with EGCS are under control. in the past year, invested time and energy production simultaneously. With Substantial research and effort into developing new solutions and a cross-industry application, the Carbon development investments have also finding innovative ways to approach Friendly Fuel Cells feature a different brought about the development of the market. technology than that typically used, several water treatments. With our “We saw 2020 as entering a big which we believe will be in use by 2023. innovative solutions for vessels, tunnel, but we wanted to invest as much If our horizon is 2050, our newest available from the second half of 2021, as we could to prepare for the end of solutions – ranging from emission- performances beyond compliance will the tunnel in order to serve the market removal AI systems to fuel-saving and be achieved on a variety of applications, in the best possible way,” says Ecospray air-and-water filtration solutions – including DeSOx wash water, galley CEO Stefano Di Santo. “Ecospray’s represent the present. Smart scrubbers and laundry water, and bilge water. technological solutions leverage three and new technologies to sanitize We have a clear vision for the future, distinctive factors: technology delivered onboard spaces are just two examples. as outlined by our roadmap to 2050: as a service; the analysis and use of An advanced remote AI-enabled decarbonization is now inevitable and relevant data; and finance, to facilitate control and monitoring system is imperative, so we have made a choice access to innovation and significantly the technical core of our new smart for our future. We truly believe that all advance the transition towards scrubber: the integration of Relayr’s our technologies for the planet actively decarbonization and the creation of IoT and AI allows us to guarantee support decarbonization and the clean energy.” constant compliance with International creation of green power. Ecospray’s mission to tackle the Maritime Organization regulations for environmental impact of all industries is the containment of air pollution in the For more information, contact: solidified by a new business model: not maritime environment. Moreover, it Ecospray Technologies limiting itself solely to being a scrubber- allows significant savings in terms of Via Circonvallazione 14/14A 15050 maker, but becoming a multi-product performance and maintenance through Alzano Scrivia (AL) Italy company and empowering digitalisation remote monitoring and advanced life- Email: [email protected] ranging from technology to process, cycle analysis. The ability to constantly Tel: +39 0131854611 and products to services. This visionary monitor and analyse the scrubbers’ ecospray.eu

CLEANSHIPPINGINTERNATIONAL – Spring 2021 EXHAUST GAS CLEANING SYSTEMS 17

With arguments raging over the merits of various exhaust gas cleaning systems, Clean Shipping International spoke with leading suppliers to gain their views on the best way forward

OPEN, CLOSED OR HYBRIDS?

Setting the scene during recent Olli Somerkallio, Foreship’s chief conversations on the merits of various operating officer, explained that the majority exhaust gas cleaning systems (EGCS) of the hybrid systems the company has was Finland-based ship designer, naval worked on have been destined for cruise architecture and marine engineering firm ships or ROPAX vessels, where vessels Foreship, which suggested that better- spend more time operating on coastal than-expected return on investments from voyages and in port. open-loop systems will translate into However, lower cost open-loop further orders once coronavirus-related scrubbers have represented a larger part uncertainties pass. of the company’s workload, with owners Foreship’s scrubber selection switching to lower sulphur fuels where port recommendations to ensure ship emissions restrictions on washwater demand it. meet IMO2020 0.1% fuel sulphur content “It’s understandable that some local criteria are made totally independent authorities take a negative view on and based on cost, complexity and vessel acidity in washwater and the presence operating profile. With services ranging of heavy metals, no matter how low the from feasibility studies to concept design, concentrations, especially where water basic design, detail design and supplier exchange rates are not high,” he said. evaluation, Foreship said that with around “Hybrid scrubbers that switch to closed 60 exhaust gas scrubber references to loop operations in port certainly provide one date, the company has built up extensive option but the other remains to install an experience of open-loop, closed-loop and open loop system and manage a switchover hybrid systems, covering a variety of class to low sulphur fuels in port.” rules and yard installations in Europe, North Somerkallio said that the combination of America and Asia. covid-19 and cut-throat oil pricing has eaten

CLEANSHIPPINGINTERNATIONAL – Spring 2021 NEW: GCU evo For LNG tankers and bunker vessels Combustion of the boil-off gases on the basis of the 100 % free-flow solution

Low NOx values thanks to cold flame technology Short flame due to grid burner Methane combustion from 0.4 to 4.5 t/h

High availability

Low space requirement Easy installation

For pre-orders and requests

SAACKE GmbH www.saacke.com Südweststraße 13 | 28237 Bremen, Germany | Tel. +49 421 6495-0 | [email protected] EXHAUST GAS CLEANING SYSTEMS 19

NEW: GCU evo For LNG tankers and bunker vessels Combustion of the boil-off gases on the basis of the 100 % free-flow solution

Low NOx values thanks to cold flame technology Short flame due to grid burner Methane combustion from 0.4 to 4.5 t/h

High Olli Somerkallio, Foreship chief operating officer Andritz port barge design for vessels not fitted with a scrubber availability

into the differential between high- cargo ships the cost of the closed loop ALL-IN-ONE SYSTEM Low space sulphur and low-sulphur content fuel operation kills the economics of the Austrian plant engineering company, requirement Easy oils, leading demand for scrubbers to scrubber,” he said. Andritz has developed what it claims stagnate. These circumstances also He acknowledged that criticisms is an “all in one” dry scrubber installation had consequences for future scrubber are levelled at open-loop scrubbers system, which the company calls its technology demand. based on sulphurous washwater, but “dual/multi-filtration system”, as part Cruise ships that need hybrid emphasised that only specific ports of its SeaSOx EGCS range. scrubber systems to accommodate and coastal waters block their use. Marine solutions sales manager, closed-loop operations in waters While the efficiency indices driving René Schöberl told Clean Shipping identified as especially sensitive had International Maritime Organization International that the dry system already been equipped, while covid-19 (IMO) regulations favour liquefied uses sodium bicarbonate as has driven some older vessels that natural gas (LNG) over heavy fuel oil an absorbent. might have been hybrid candidates to (HFO), December’s Marine Environment He explained that being a system the recycling yard. Protection Committee (MEPC 75) that does not use washwater, it is The total cost of open-loop nonetheless pointedly replaced ideal for coastal and inland scrubbers, including equipment and the phrase “liquid effluents” with vessels, ferries, including ro-ros installation, is significantly lower than “discharge water” in its latest scrubber and ropaxes, feeder ships and fitting hybrid systems and owners that guidelines evaluation. small cruise vessels where there have committed to this technology are Somerkallio added that new are likely to be restrictions on reporting returns on investments far research from Tampere University, the washwater discharge. more rapidly than anticipated. Finnish Meteorological Institute and the There are two versions of this Somerkallio explained: “When oil VTT Technical Research Centre showed scrubber — a dual-filtration modular prices recover, we expect this type that using EGCS in combination system for removing SOx and fine of scrubber to attract significant new with HFO result in lower particulate particulates. In addition, Andritz offers investment. For cargo shipowners, the emissions than marine gas oil. “If there a multi-filtration version for removing fact that the closed loop needs alkali in was an outright ban on the open loop, SOx, NOx and particulates. significant volumes will always make it I believe there would only be a very The company also has a mainstream an expensive option. small number of scrubber installations SeaSOx scrubber for washwater For pre-orders and requests “Although lower fuel cost in port altogether each year. I don’t believe and applicable to worldwide trading can shift the economics in favour of that would be an environmentally vessels. It is available in-line (I-type) the hybrid option for some ships, for desirable outcome,” he concluded. or as a bypass system (U-type) SAACKE GmbH www.saacke.com Südweststraße 13 | 28237 Bremen, Germany | Tel. +49 421 6495-0 | [email protected] CLEANSHIPPINGINTERNATIONAL – Spring 2021 20 EXHAUST GAS CLEANING SYSTEMS

.A schematic of the Andritz dry dual multi-filtration scrubber system

and is offered in either a round or Andritz was responsible for the ENVIRONMENTAL IMPACT rectangular shape. design, engineering and supply of the Late last year, Wärtsilä referred its It can be installed as an open loop, main equipment. Partner SOLVAY was customers to the oft-quoted CE Delft closed loop, hybrid ready or hybrid in charge of the sodium bicarbonate report, regarding the climate impact fitted solution. delivery and the discharge of of EGCS. Schöberl claimed that Andritz was the residues. The study compared scrubber the only company that had successfully In addition, German shipowner results to the use of low sulphur installed SeaSOx scrubbers and TT-Line installed two SeaSOxwet marine fuel and was compiled dual/multi-filtration systems to open-loop scrubbers for the two from a well-to-wake perspective class satisfaction. main engines in December 2019 and in order to achieve an “As we are offering the complete January 2020 on board the ropax accurate comparison. portfolio — common wet scrubbing, Marco Polo, which operates in the CE Delft concluded that the EGCS’ as well as the filtration system — Baltic (Sweden – Lithuania). environmental impact would be less we are looking for the right solution Two others were ordered for the than that of low sulphur marine fuel. for each vessel/fleet respectively,” reefer container vessels ‘Dole Chile’ Its argument was that CO2 he said. and ‘Dole Colombia’, operating between emissions associated with producing Thus far, the company has installed the United States, South America and and installing an EGCS were small a filtration system on La Méridionale’s Europe in October, 2019 for their reefer compared to those generated when roro ferry Piana. The test results container vessels. operating the system. were even better than expected, By fitting this technology, Dole is CO2 emissions were mainly related Schöberl said. able to burn high sulphur fuel oil, while to the energy demand of the system’s An agreement to install the world’s complying with IMO2020 pumps, which typically result in a total first dry EGCS on Piana was signed “As this filtration system is emissions increase of between 1.5% in Marseille back in the summer interesting for lots of ship owners/ and 3%. of 2018. managers and also ports, we have By contrast, with de-sulphurised This solution uses patented Bicar developed a barge solution to serve fuels, the overall CO2 footprint increase sodium bicarbonate as the absorbent vessels arriving at a port and are not was a result of the refining processes. and a pulse jet fabric filter for SOx and fitted with a scrubber,” he said. Theoretical calculations range from particulate removal. One 9.6MW main “The restrictions will get tighter and an increase in CO2 emissions of 1% to engine and one 1.26MW HFO auxiliary there will be more in the near future,” as much as 25% when removing the was fitted to the filter system. he concluded. sulphur content of the fuel.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 EXHAUST GAS CLEANING SYSTEMS 21

The report said that while the lower figure was not physically possible, the higher percentage increase was applicable only to a fuel quality that was too high for marine applications. Its conclusion, therefore, is that the CO2 emissions associated with the production of low sulphur marine fuels would be between these extreme values. Turning to the perceived open loop scrubber problems, Wärtsilä’s exhaust treatment’s director, Sigurd Jenssen, told Clean Shipping International that despite the ban on open-loop scrubbers in some areas of the world, he had seen no shortage of orders for this type of equipment. In newbuildings, the mainstay of the company’s EGCS orderbook, some owners had opted for a mix of open loop and hybrid types. “It depends on the owner,” he explained. He said that there had been several retrofits last year, but nothing like the number seen in 2018 and 2019 — the boom years leading up to the IMO’s low sulphur ruling.

Sigurd Jenssen, director Wärtsilä exhaust treatment systems However, since the business case for installing a scrubber system has improved, there have been more inquiries for retrofits recently. Back in 2019, scrubber suppliers found it challenging to reserve space at a shipyard for retrofits, due to the volume of work. SOx and particulate matter (PM) scrubbing is not going to stop, he said, while for NOx, Wärtsilä offers an exhaust gas recirculation (EGR) solution whereby the gas is recirculated into the turbocharger’s side inlet. Scrubbers are just one of the methods available and are the first step along the journey of emissions control, as there is a potential to add on other abatement technology today. In essence, fuel forms one part of the abatement equation, while abatement technology forms another, he said. He also claimed that it was relatively easy to upgrade a scrubber system for other emissions abatement solutions, as long as the work is planned in advance. For example, converting an open loop system into a hybrid type scrubber involves adding additional water handling equipment, etc. For newbuildings and retrofits, Wärtsilä offers a modular solution for ease of installation. He stressed that the financial case for scrubbers will not change going forward, as the alternative would be to switch to other more expensive fuels. As mentioned, the business was

CLEANSHIPPINGINTERNATIONAL – Spring 2021 22 EXHAUST GAS CLEANING SYSTEMS becoming more favourable again as the Jenssen is based at Moss in Norway, FAVOURABLE SPREAD fuel price spread widens and should where the R&D is carried out, but Chelsea Technologies’ Adam Jolliffe, continue to rise going forward. the company also has operations in senior sales manager – maritime, At a spread of around $100 per Finland and Poland, and its equipment said the rapid payback times scrubber tonne between high sulphur fuel is manufactured primarily in China and owners saw during 2019 and the first and low sulphur fuel, the scrubber Vietnam. The monitoring equipment few months of 2020 quickly stalled, as case becomes a good investment, mainly comes from Europe. the spread between HSFO and VLSFO he thought. Today, Wärtsilä markets its scrubber narrowed to historic lows last March. Jenssen also claimed that being technology to both shipowners and However, that spread is now able to offer a lifecycle solution set shipyards. In general, the shipyards creeping back up and the future of Wärtsilä apart from other system were maturing in terms of installations, scrubbers once more looks bright, providers, as within the group the skill he concluded. illustrated by a recent report from sets exist to support an installation Gibson Shipbrokers (see Leading Edge) on board and the infrastructure is INCREASED INTEREST saying that 40% of VLCCs are now set also in place to offer spare parts and Steven Pieters, Alfa Laval’s sales to install scrubbers, given that savings technicians anywhere in the world. director, exhaust gas cleaning, told had increased to some $5,000 per day. This has encouraged many service Clean Shipping International that while “Scrubbers represent a legitimate and maintenance agreements being it was true that most systems being compliance method for the IMO2020 signed with the installation contracts. ordered were the open loop variety, global sulphur cap, slashing air The pumps and valves are mainly over the past months, the company pollution and reducing the health- standard equipment, which the crew had seen an increased interest in related dangers for crews and coastal can maintain, as they should be familiar hybrid systems. communities. Yet they have been mired with this equipment. He also confirmed that Alfa Laval in a certain level of controversy and Wärtsilä also offers classroom offers and has delivered all types of uncertainty since their introduction — and simulator training at its Land scrubber systems. and regulation change has never been and Sea Academy, as well as on-site, out of the headlines. hands-on training in operations and “An EGCS represents a multi-million- maintenance on-board. dollar financial outlay for a shipowner. Looking ahead to the IMO meetings At the time of writing (beginning of this year, he said that the industry February), scrubber systems are still needed predictability with no rule a long-term investment and payback changes. He thought that there were times are expected to remain in the still some ambiguities in the scrubber years rather than months. Shipowners regulations. However, he said these need to future proof their systems could easily be ironed out. if they’re to see the full return on He stressed that Wärtsilä has and investment,” he said. will still argue for goal-based and not Under the IMO scrubber rules, solution-based standards in emissions the equipment’s washwater effluent reduction systems regulations is required to be monitored to and guidelines. ensure that it is not damaging the In general, Jenssen thought that the Steven Pieters, Alfa Laval sales director, marine environment. newbuilding sentiment was picking up exhaust gas cleaning An issue with a ship’s engine or again, but by how much will depend on Although he said that Alfa Laval scrubber could inadvertently push oil how the pandemic pans out in the next can’t predict what will happen with or other pollutants through the system, few months. However, he said that the regulations, the company does follow he stressed. market had been more active recently, their developments closely. Global regulations are clear on compared to much of 2020. “As a scrubber supplier, we ensure which kinds of pollutants must be Despite the rise of LNG as a our systems are fully compliant with monitored, as well as how to measure fuel engine fitted or LNG-ready today’s regulations and we anticipate for these irregularities. There is newbuildings, he thought that the upcoming regulations with our one exception — polycyclic aromatic majority of containership, bulk carrier technology and development, making hydrocarbons (PAH). and tanker owners opt for scrubbers sure our customers will also comply PAH particles are a series of when ordering anew. tomorrow,” he said. “An example of carcinogenic hydrocarbons created as He also explained that as Wärtsilä this can be seen with our open-loop a by-product of poorly or improperly had been in this particular segment for scrubbers. They are all designed as burnt marine fuels. 10-12 years, the company was at the hybrid-ready, having the necessary As things stand, there is a global forefront in research and development connections present for a later divergence in measurement regimes (R&D) and in the art of keeping vessels conversion to a hybrid system if the across different jurisdictions, with operating almost emission-free. customer so chooses.” the IMO requiring measurement for

CLEANSHIPPINGINTERNATIONAL – Spring 2021 EXHAUST GAS CLEANING SYSTEMS 23 only the most common type of PAH EXTENSIVE SUPPORT is not too difficult to install systems particle and others like the US Coast seem to be attractive at the moment. Guard (USCG) requiring a full range However, with the vaccine against PAH measurement. covid-19, we expect that the world The IMO is currently seeking to and the fuel prices are already on the harmonise global regulations on recovery route and increasing the this. New regulations are anticipated interest for the technology as a valid at MEPC 76 to achieve this, and it is alternative,” he said. expected that this approach will see the DESMI also offers after-sales higher standard introduced globally, services and support throughout the Jolliffe explained. lifetime of the installation/vessel. This The long-term nature of scrubber offering doe not stop with the scrubber investments means that shipowners installation but covers the complete are tasked with anticipating future range of products, such as engine room regulatory change. Shipowners are pumps, pump control systems and facing major regulatory risks, as their John Kristian Pedersen, segment director engine room fans, as well as ballast entire multi-million-dollar system could marine & offshore, DESMI Pumping Technology water systems. be in danger months or years before an John Kristian Pedersen, segment Addressing MEPC 76, Pedersen said: owner has seen a penny of profit. director marine & offshore, DESMI “We hope that it will be possible to take For this reason, owners need to Pumping Technology joined the a more holistic approach looking at ensure that their scrubber washwater argument by saying that the ban both air and water emissions. monitoring systems measure PAH on open-loop discharge is only “Scrubbers have some great particles to the higher standard today. limited to a few ports where the advantages by saving all the energy A system must use a proven, accurate ships only burn a minority of their that the refineries elsewise would need methodology to provide a full-range fuel, so it will not have a great impact to refine the HFO. This corresponds — PAH measurement, he said. on the scrubber business case for as far as we are informed — to about most owners. 10-20% CO2 reduction. It also captures He agreed that hybrid systems were a lot of the particulate matter and more expensive than an open loop generally, the scrubbers are reducing scrubber types and due to the current the sulphur to lower levels than the spread between HFO and compliant 0.5% global cap. fuel, the more expensive systems can “Furthermore, with our Optisave be difficult to justify at this point of systems for controlling the pump time.However, if the system is prepared operation in accordance to actual so it can also operate in closed-loop needs and engine loads, safe mode in the future, DESMI will support guarding the total power consumption the scrubber manufactures with the for the system is being kept to a best technical and economical solution. minimum at all conditions. A great “At present, only the ships with a asset to keep the total costs down Adam Jolliffe, Chelsea Technologies senior sales large fuel consumption and where it at all times.” manager — maritime “Chelsea’s Sea Sentry system uses bespoke sensors and a user-friendly interface to provide this full-range lab accurate analysis. Installed in hundreds of vessels and certified by DNV GL and ClassNK, Chelsea’s Sea Sentry is trusted by shipowners seeking to futureproof their vessels from impending regulation,” Joliffe says. “Scrubbers are an opportunity for shipowners and will lead to significant OPEX savings if the systems remain compliant. However, their cost and payback time highlight the need for shipowners to ensure that they have done all they can to future proof their installation against regulatory change.” A typical DESMI pump installation

CLEANSHIPPINGINTERNATIONAL – Spring 2021 24 EXHAUST GAS CLEANING SYSTEMS

FUTURE DEVELOPMENTS washwater filtration system, not only to the washwater are removed and Looking ahead, Marcello Vercellino, comply with actual IMO requirements delivered ashore for proper treatment,” Ecospray’s sales manager, said: but to go beyond the expected she added. “Bearing in mind the 2050 zero- parameters, mitigating also possible She explained that the company, emission target, Ecospray is working visible effects overboard,” he said. which also manages ships, focused on the development of new solutions to on closed-loop and hybrid scrubbers. reduce CO2 and greenhouse gas (GHG). SMALLER IMPACT Langh also supplies closed-loop water “As with many other players, we treatment systems for other scrubber are looking forward to the finalisation manufacturers, for instance Valmet, from IMO of the EEXI/EEDI calculation CR Ocean and Hyundai, which are guidelines and carbon intensity using the company’s closed loop water indicator (CII) limits, which have an treatment for some of their projects. impact on any new technologies under “We also have open-loop scrubbers development (for example fuel cells). in our product range as most of the “In order to plan investments, owners still want to invest only in open shipowners and all the marine loops. Anyway, all open-loop systems industry players need to have a that we supply can later be upgraded clear scenario for the future and to hybrids,” she explained. precise indications on how to manage the energy transition and the de- BUILDING ON SCIENCE carbonisation process. Aleksander Askeland, chief sales “While Circular 883 issued in officer, Yara Marine Technologies, said: 2019 definitely helped significantly “We are excited to see how IMO/MEPC in clarifying operational aspects and will eventually address the issue of real-life scenarios of EGCS usage on scrubber washwater and the discharge board ships, we still think there would Laura Langh-Lagerlöf, commercial director of same into the oceans. be room for further clarifications and Langh Tech “All available science documents harmonisation on some key compliance Laura Langh-Lagerlöf, commercial that washwater discharge is harmless aspects of the rules, for example pH director of Langh Tech, said that in her even within confined waters. We are limit calculation and PAH measurement opinion it is understandable that more confident that IMO/MEPC will build methods,” he said. and more areas ban the use of open further regulatory development for He explained that Ecospray’s loop scrubbers. scrubbers on science, like they have portfolio boasts a wide range of EGCS “It is logical that closed-loop done to date,” he said. to meet all the needs: both open-loop operation has a smaller impact on He explained that Yara Marine and hybrid design, Inline or U-Type the environment as the residues from Technologies offers the full range of configuration, in different sizes, to serve engines with a rated power from 5-80MW. The Ecospray EGCS are designed for SOx removal from different types of vessels — such as cruise ships, ferries, and commercial vessels — and can be integrated with a broad set of new technologies for green ships. With regards to the EGCS design, open-loop and hybrid systems have different features and the adoption of one of the two depends on the client’s needs and specific assessments, plus the evaluation of operational profile of each specific ship. “Ecospray has installed mostly open- loop types, proving that this design is still the most cost-effective solution for ships sailing worldwide (for technical, operational and economic reasons). “For this reason, we recommend the open loop type, especially if integrated with our second generation of Yara scrubber systems getting ready for installation

CLEANSHIPPINGINTERNATIONAL – Spring 2021 Marine Emissions Monitoring and Testing Service

Protea manufacture the equipment and supply qualified engineers to Approvals carry out the on board testing. UK Maritime and Emissions Testing using the latest Coastguard Agency Certificate of Protea Transportable FTIR European Commission Directive Design Assessment • Know your ship gaseous emissions 2008/67/EC of 30th Protea P2000 • Verify your continous emission monitoring system June 2008, amending Council RINA Rules for the Classification Directive 96/98/EC of Ships - Part C “Machinery, • Verify your Exhaust Gas Cleaning Systems on marine equipment (4th Systems and Fire Protection”, (EGCS) performance Amendment) Annex 2, A2/2.1- Chapter 3, Section 6, Tab.1 and IMO • Data contributes to engine efficiency checks On board NOx monitoring and Res. MEPC.259(68) Chapter 6 recording devices, MARPOL 73/78 • Emissions Testing “Emission Testing” as well as the Annex VI regulation 13 and the NOx relevant requirements of Revised Technical Code. MARPOL Annex VI and NOx Technical Code 2008. ATEX Protea P2000 Certficate Number: Lloyd’s Register - Type Baseefa 18 ATEX 0060X Approval Certificate Markings: II 2 G Exdb IIBT* Gb Protea P2000 T6 TaSub-Brand -20˚C – +40˚C Sub-BrandSub-BrandSub-Brand LR Rules & Regulations for the T4 Ta -20˚C – +60˚C classification of ships (July 2014) LR Test Spec No.1 AdvancedAdvancedAdvanced EmissionsEmissions Emissions MonitoringMonitoring Monitoring AdvancedIEC Protea Emissions P2000 Monitoring(2015) Certificate Number: Continuous Emission Monitoring System IMO Resolution MEPC 184(59) IECEx BAS 18.0040x - 2009 Guidelines for exhaust gas StackStackStack Gas Gas Gas Markings:Stack Gas Ex db IIB T*Gb cleaning systems T6 Ta - 20˚C – +40˚C IMO NOx Technical Code (2008) T4 Ta -20˚C – +60˚C MCERTS Protea P2000 AnalyserAnalyserAnalyser International Association MCERTS Performance Standards of Classification Societies for Continuous Concerning Electrical InstallationsAnalyser - Emission Monitoring Systems ProteaACWnACWnACWn for Analyserfor for IACS E10 Test Specification for Type Product Conformity Certificate windowswindowswindows Control Unit Approval and relevant IEC 60945 No: Sira MC 050060/12 ACWn for windows

MainsMainsMains Telephone: +44 (0)1270 872000

InstrumentInstrumentInstrument Air Air Air SpanSpanSpan Gas Gas Gas Email: [email protected] (Zero)(Zero)(Zero) Website: www.protea.ltd.ukMains

EuropeanEuropeanEuropean USUS EPA USEPA EPA EN14181EN14181EN14181 4040 CFR CFR40 CFR QALQAL QAL3 3 3 PartPart 60Part 60 & & 6075 75 & 75 CompliantCompliantCompliant CompliantCompliantCompliant ATEXATEXATEX Instrument Air Span Gas (Zero) Tel:Tel: Tel:+44 +44 +44(0) (0) 1733 (0)1733 1733 232495 232495 232495 www.procal.comwww.procal.comwww.procal.com www.parker.com www.parker.com www.parker.com

European US EPA EN14181 40 CFR QAL 3 Part 60 & 75 Compliant Compliant ATEX

Tel: +44 (0) 1733 232495 www.procal.com www.parker.com

PRO080_CSI_Full Page_297x210mm.indd 1 04/01/2021 10:26 26 EXHAUST GAS CLEANING SYSTEMS

scrubbers — open, hybrid and closed preventing downtime. That is why loop. Only open and hybrid types are those who invest in scrubbers, also used by shipowners, while closed loop ensure that they invest in the people scrubbers are virtually non-existent. who keep them running, he explained. Askeland also said that the Crew training is more popular now coronavirus pandemic has had a major than ever, he said. Online training is impact on the shipping industry. usually either a one- or a two-day As a result, he said that the company course. They must adapt to both now has their hands full with online beginners and more experienced training to help superintendents and crew, and they need to fit the chief engineers overcome downtime. crew’s schedule. The number of training courses has The online training programme nearly doubled. focuses on expanding equipment Aleksander Askeland, chief sales officer, “Scrubbers are still considered as operation knowledge and safe Yara Marine Technologies new equipment and our experience is maintenance standards for crew, “Operational disruptions are that key crew members could still use electrical and engine officers, technical expensive, and proper training better understanding, more experience staff and superintendents. minimises the risk of downtime. Also, and training,” he said. “Yara’s scrubbers are quite easy to we see cases where maintenance Scrubber downtime is often operate, but you need to know what is performed incorrectly, with very due to lack of knowledge on you are doing and there has never bad results. Correct operation and maintenance, troubleshooting and been a better time to do training and maintenance makes you compliant, general operations. A trained crew to maintain SOx scrubber system skills extends the life cycle of the scrubber, always makes better decisions, thus than now,” he said. saves time, saves spare parts and reduces overall operational costs.”

SHORT SEA TRADE OFFERING In 2013, Bremen-based engineering company SAACKE installed a scrubber on board Carl Buettner’s products tanker Levana. Today, the company offers open loop and hybrids, which are capable of operating in both open and closed mode. These are of particular interest to smaller and mid-size ships on short sea trades, the company explained. Larger vessels tend to burn a small percentage of fuel in zero discharge areas and so may prefer to switch to diesel oil when manoeuvring and when in port. Looking to this year’s IMO meetings, the company said that it was likely that the regulations in respect to measurement methodology and threshold (PAHs) and the quality of bleed-off water might be re-specified. On the other hand, SAACKE said that the company will be happy if the high emission of soot and particulate matters from non-scrubber fitted ships would be regulated as well.In this respect a scrubber, that reduces particles by more than 80% by weight, gives a remarkable contribution to environmental protection. SAACKE is a leader of the SAARUS project, which aims to reduce the harmful fine/ultrafine particles even A SAACKE scrubber system further, the company explained.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 COMPANY PROFILE 27

CHELSEA: STAYING AHEAD OF SCRUBBER WASHWATER REGULATIONS

The rapid payback times scrubber An exhaust gas cleaning system The long-term nature of scrubber owners saw during 2019 and the first represents a multi-million-dollar investments means that shipowners few months of 2020 quickly stalled, financial outlay for a shipowner. At are tasked with anticipating future as the spread between high sulphur the time of writing, scrubber systems regulatory change. Shipowners are fuel oil and very low sulphur fuel oil are still a long-term investment and facing major regulatory risks, as their narrowed to historic lows last March. payback times are expected to remain entire multi-million-dollar system could However, that spread is now creeping in the years rather than months. be in danger months or years before an back up and the future of scrubbers Shipowners need to futureproof their owner has seen a penny of profit. once more looks bright: Gibson systems if they’re to see the full return For this reason, owners need to Shipbrokers recently said that 40% on investment. ensure that their scrubber washwater of VLCCs are now set to install the monitoring systems measure PAH systems, as savings increase to $5,000 HARMONISING RULES particles to the higher standard today. per day. The IMO rules that permit A system must use a proven, accurate scrubbers require that their methodology to provide a full-range washwater effluent is monitored to PAH measurement. ensure that they are not damaging the marine environment. After all, FUTURE PROOFING an issue with a ship’s engine or Chelsea’s Sea Sentry system uses scrubber could inadvertently push bespoke sensors and a user-friendly oil or other pollutants through interface to provide this full-range lab the system. accurate analysis. Installed in hundreds Global regulations are clear on of vessels worldwide and certified which kinds of pollutants must be by DNV-GL and ClassNK, Chelsea’s monitored as well as how to measure Sea Sentry is trusted by shipowners for these irregularities. There is one seeking to futureproof their vessels exception though: polycyclic aromatic from impending regulation. hydrocarbons (PAH). Scrubbers are an opportunity for PAH particles are a series shipowners, and will lead to significant of carcinogenic hydrocarbons OPEX savings if the systems remain created as a by-product of poorly compliant. However, their cost and or improperly burnt marine fuels. payback time highlight the need for As things stand, there is a global shipowners need to ensure that they divergence in measurement have done all they can to future proof regimes across different their installation against expected jurisdictions, with the IMO requiring regulatory change. measurement for only the most Author: Adam Jolliffe, senior common type of PAH particle sales manager – maritime, Scrubbers represent a legitimate and others like the United States Chelsea Technologies compliance method for the IMO2020 Coast Guard requiring a full range global sulphur cap, slashing air PAH measurement. pollution and reducing the health- The IMO is currently seeking related dangers for crews and coastal to harmonise global regulations communities. Yet they have been mired on this. New regulations are in a certain level of controversy and anticipated at MEPC 76 to achieve uncertainty since their introduction — this and it is expected that this and regulation change has never been approach will see the higher For more information, visit: out of the headlines. standard mainstreamed globally. chelsea.co.uk

CLEANSHIPPINGINTERNATIONAL – Spring 2021 28 COMPANY PROFILE

MAGTREAT®-S: SETTING NEW STANDARDS

MagTreat®-S is a stable, non-foaming Company LLC and its subsidiaries for lines can save significantly storage suspension of magnesium hydroxide the mining and processing of brucite space on board. that is used as an alkali in marine (natural magnesium hydroxide). The natural magnesium hydroxide scrubbers. It is based on the natural RMCC started its activities in 2002 and from Brucite+ comes from the world’s mineral brucite and is made in various reached total sales of 450.000 tons largest brucite deposits in Russia. It slurry make-down plants, which are in 2020. is unique in its high level of purity and strategically located near main ports. “MagTreat®-S offers significant the absence of any crystalline quartz. Since the introduction of IMO 2020 advantages in handling and efficiency There is often some confusion about enforcing measurements to drastically compared to caustic soda” says Don. the chemical analysis of the different reduce the emission of sulphur oxide MagTreat®-S is a non-hazardous magnesium hydroxides. In the mineral (SOx) the sales of MagTreat®-S have product, thanks to it’s buffering world, it is common practice to list all skyrocketed. What makes shipping capacities at a pH of 10. This is a big components as “oxides”, but in reality lines choose MagTreat®-S and not advantage in handling and storage as the components are present in a another alkali? no special requirements are needed. different chemical form. Henk Don, Managing Director of the Thanks to the bivalent magnesium Don confirms: “We often get Rotterdam-based company Europiren ions, magnesium hydroxide is 30% questions about the abrasiveness of BV says: “I believe it is a combination more efficient based on 100% alkali. MagTreat®-S because people confuse of various unique properties of our But caustic soda is delivered as a 50% silica (sand) with silicates (for example product and our service.” Europiren is solution and MagTreat®-S in its highest talc). MagTreat®-S only contains a small the exclusive distribution partner of the concentration has 65% solids. In that percentage of silicates and does not Brucite+ group of companies, which case, the efficiency of MagTreat®-S is contain noticeable amounts of silica. includes Russian Mining Chemical even 70% higher, which means shipping Silicates have the same hardness as

Mining of brucite with latest mining technologies and with maximum care for the environment

CLEANSHIPPINGINTERNATIONAL – Spring 2021 COMPANY PROFILE 29

In Antwerp and Rotterdam MagTreat®-S is supplied by barge which offers flexibility in volumes and delivery times

magnesium hydroxide and therefore if the customer prefers to buy product Europiren has also started to supply MagTreat®-S has the same low with a lower solids content ,we can fulfill MagTreat®-S to several ports in Asia. abrasion rate as synthetic magnesium those needs as well.” According to Don, it supplies from hydroxide and much lower abrasion In Rotterdam and Antwerp Europe at the moment, but Brucite+ rates as brucite from other sources. MagTreat®-S is supplied by a dedicated has decided to build a new milling plant This is confirmed by endurance tests barge that also serves as a floating in Eastern Russia, close to the border in extreme conditions in the lab, but storage. The biggest advantages of with China. “From there, we can better even more importantly by the absence supplying by barge are the maximum serve the markets in China and other of any signs of excessive abrasion after flexibility (delivery times of less than countries in eastern Asia. We are also in supplying tens of thousands of tons to 24 hours) and the absence of any the process of setting up slurry make- marine scrubbers.” interruption of the onshore operations. down plants close to the main ports in Some magnesium hydroxide Europiren expects to be able to offer this Asia,” Don states. suspensions are known for creating service also in other ports within the The carbon footprint of raw problems with foaming in the scrubber, foreseeable future. materials is gaining importance in but not so for MagTreat®-S. It contains many industries and, indeed, also in a unique additive that combines shipping. MagTreat®-S has a very low stabilisation with anti-foaming “MagTreat®-S carbon footprint: compared to synthetic properties. Don states: ”Initially, we magnesium hydroxide it is more than 50 also had some issues with foaming, has the same times lower and, compared to caustic depending on the salinity of the soda, more than 100 times lower. This is scrubber water. But since we changed thanks to the absence of any chemical to a new formulation foaming has not low abrasion processing and efficient logistics that occurred anymore.” mean travelling just a short distance by MagTreat®-S is distributed through rate as synthetic truck with minimal transport of water. a network of different slurry make- down plants, strategically located magnesium close to main ports. MagTreat®-S is shipped in dry form to different plants hydroxide and where it is processed to a suspension. The suspension can be supplied with much lower For more information, contact: different solids contents, ranging from Rotterdam Science Tower, 32 to 65% solids. Don underlines: “We abrasion rates as 18th Floor, Marconistraat 16, always promote the use of 65% solids 3029 AK Rotterdam, The Netherlands because this offers the biggest benefits Tel: +31-(0)6-150 81 860 is terms of economy (lowest costs per brucite from other Office: +31-(0)10-350 62 06 ton based upon 100% alkali), storage E-mail: [email protected] space required and carbon footprint sources” [email protected] (less transport of water). But of course, europiren.com

CLEANSHIPPINGINTERNATIONAL – Spring 2021 30 COMPANY PROFILE

PROTEA: MONITORING MARINE EMISSIONS

This is a demonstration of of which necessitate inclusion in a Protea took over the collaboration between users and maintenance regime. manufacture of the Kittiwake manufacturer, enabling state-of- The P2000 analyser is certified Procal analyser range, including the-art developments to meet the by several classification societies the successful P2000 used in requirements of a critical industrial as an analyser system suitable to both land-based and marine sector to meet environmental goals. monitor sulphur dioxide (SO2) and applications. In the process of Protea, among its extensive carbon dioxide (CO2) and report the evaluating the performance of the advanced analyser range, manufacture SO2:CO2 ratio. installed base, it was determined a marine In-Situ Continuous Emission The P2000 was first installed on that the P2000 was an ideal Analyser. The analyser — the P2000 — early exhaust gas cleaning systems solution for the majority of is a variant of an analyser previously (EGCS) in 2010 and was developed land-based applications. manufactured by Procal Kittiwake and from a successful land-based analyser. However, for marine is an in-situ analyser. Since 2010, several hundred P2000 installations, the instrument This unique approach to monitoring have been installed on several classes would benefit from a series of exhaust emissions monitoring is an of vessels, both on scrubbed and product improvements. ideal solution for the marine industry un-scrubbed applications. Working with existing users and to enable compliance with IMO The installed base of in-situ marine industry specialists, the regulations. The P2000 In-Situ analysers are photometers using outcome of the evaluation identified analyser is fitted directly to the the absorption of selected infra- three main areas that would benefit exhaust with the gas monitored red wavelengths to determine the from improvements: within the exhaust duct. The in-situ concentrations of both CO2 and SO2. » Capable of monitoring lower levels technique, unlike extractive systems, The analyser is zero based, therefore of SO2 in a background of relatively does not require any sample every 12 hours the system automatically high water vapour preparation components. switches in instrument air, which forces » Capable of monitoring post scrubber Extractive monitoring systems out the exhaust gas from the probe (EGCS) with liquid phase water require the sample to be transported enabling the analyser to verify zero. In vapour carryover to an analyser cabinet employing the same way, manually or automatically » Enhanced support to enable vessels pumps, filters, heated line and other certified test gas can be introduced engineers to identify and rectify sample conditioning components, all allowing a span check (Fig 2.) performance issues.

Figure 1

CLEANSHIPPINGINTERNATIONAL – Spring 2021 COMPANY PROFILE 31

The solutions are as follows:

Capable of monitoring lower levels of Capable of monitoring post scrubber phases of operation. These include Sulphur Dioxide (SO2) in a background (EGCS) with liquid phase water zero (instrument air), certified test gas of relatively high water vapour vapour carryover and process. The data is collected in The P2000 is an infra-red analyser, The analyser probe is mounted within a file which is then e-mailed to Protea monitors SO2 in a region of infra-red the duct and therefore subject to support for analysis. Findings including where there is interference from water the emission flow, which if mounted any remedial actions are then reported vapour, in many marine applications post scrubber in certain designs of back to the vessel’s chief engineer. involving monitoring post wet EGCS meant liquid water droplets This approach has been invaluable scrubbers, and inevitably the water were present. This caused the during the current pandemic, which vapour is high and variable. probe to be “chilled”, resulting in has enable Protea to support installed CO2 is monitored in a part of the condensation forming and errors in the systems remotely. infra-red spectrum unaffected by water monitored concentrations. vapour. As part of the maintenance PROTEA’S SUPPORT procedure for the existing installed PROTEA’S SOLUTION In addition to acquiring the Procal base of P2000, the visiting service Design an enhanced analyser probe Kittiwake products, Protea has also engineer is required to verify that the with thermal barriers, which increases taken over the support of the installed analyser monitored concentration are the probe temperature, thus ensuring base of marine installations. Protea is unaffected by water vapour. To achieve any liquid water is vaporised before the only organisation able to support this, the engineer is required to use a coming in contact with the system in- the Procal Kittiwake P2000 installed sophisticated water vapour generator, situ optics. instruments with marine Clarification which inevitably adds time and expense Society Certified spares. to a routine service visit. Enhanced support to enable vessels Protea has also entered into engineers to identify and rectify contracts to update existing PROTEA’S SOLUTION performance issues installations to the latest standard Develop a highbred UV/IR analyser to with the current uses of the P2000 monitor the SO2 using Ultra violet (UV), PROTEA’S SOLUTION analysers. This includes system which is unaffected by water vapour. Develop an integrated software software upgrades, enabling the CO2 cannot be monitored in the UV and application that automatically runs a operator to take advantage of the therefore is still monitored in infra-red. routine that collects data under all the remote diagnostic capability of Protea’s customer support team. In addition, Protea operates an extensive worldwide network of factory trained sales and service partners strategically located to support the marine industry. Protea would like to invite all users of the Parker Kittiwake Procal P2000 to enter into a conversation of ongoing support and cost-effective upgrade of their current Exhaust Emission Monitoring analysers. Protea would also like to thank and recognise the input from our valued marine engineering end-users for their undoubted expertise in improving our products for installation in their challenging application.

For more information, visit: Figure 2 protea.ltd.uk

CLEANSHIPPINGINTERNATIONAL – Spring 2021 32 COMPANY PROFILE

SAACKE MARINE SYSTEMS: BREAKING NEW GROUND

SAACKE Marine Systems is breaking designed this system solution STANDALONE SOLUTION new ground in methane combustion incorporating significantly smaller AND EASY HANDLING on LNG tankers with its new product dimensions with the same or even The optimised design not only – the GCU evo. improved performance. reduces the required space on board, The further development of In addition to saving space, the but also installation costs and thus its existing Gas Combustion Unit new model offers many further the effort for customers when using a (GCU)consists of a cost-effective advantages for marine engineering. SAACKE GCU. combination of the combustion For example, nitrogen oxide (NOx) In addition, maintenance costs unit with a modified grid burner. emissions are reduced in the range can be reduced due to the lower The abbreviation evo stands of 60-80mg/m3 thanks to special complexity of the system. No special for “evolution”. cold flame technology. For any foundation is required for the GCU Due to the limited space assistance, digital remote support evo with an output of 5.5 to 63MW. on LNG tankers, SAACKE has can be used, too. The system can be mounted directly on the deck as a standalone unit with simple installation. In addition, due to its compact design and functionality, the grid burner offers a short flame and requires a smaller number of blowers. The further development does not forego the proven strengths of the existing GCU – such as fail-safe control, electric ignition and the 100 % free-flow solution for combustion of the methane components in the climate-damaging boil-off gas without a compressor and at very low pressure. The GCU evo, which is ready for series production, is available in different output sizes from 0.4-4.5t/h methane combustion with various size gradations. Based in Bremen, Germany, SAACKE GmbH specialises in thermal processes and systems for industrial and maritime energy management and is one of the world market leaders in this field. Since its inventing and patenting in 2003, SAACKE has sold more than 110 Gas Combustion Units.

For more information contact: Email: [email protected] Tel: +49 421 6495-0 The GCU evo saacke.com

CLEANSHIPPINGINTERNATIONAL – Spring 2021 ALTERNATIVE FUELS: FUEL CELLS 33

Corvus Energy has tapped into Toyota’s 30 years of fuel-cell experience to form a partnership that will enable large-scale production of fuel- cell systems for the maritime industry

CORVUS ENERGY IN TOYOTA TIE-UP

Bergen-based energy storage company in the development and production of fuel Corvus Energy is to start the development cells for the automotive market and other and production of large scale maritime- land-based applications. certified hydrogen fuel-cell systems. Corvus and Toyota signed a partnership Production will be located in Bergen in a agreement in December last year, which tie-up with Toyota as a key partner, which gives Corvus access to mature fuel-cell has the ability to supply mass-produced technology while enabling large-scale fuel-cell technology. production with competitive pricing, Corvus is heading up the collaborative Corvus CEO Geir Bjørkeli said at a project with Norwegian partners Equinor, recent presentation. shipowners Norled and Wilhelmsen, ship Interest in hydrogen for maritime design company LMG Marin, the NCE applications has been increasing rapidly Maritime CleanTech cluster and R&D and is seen as an important step to reach Geir Bjørkeli institution The University of South-Eastern shipping’s ambitious goal to cut greenhouse Norway (USN) to develop and produce gas emissions by 50% by 2050, Toyota’s Chief Executive Officer, modularised and cost-effective proton senior manager strategy and business Corvus Energy exchange membrane (PEM) fuel-cell systems development, Fuel Cell Business Group, for the marine market. Freddy Bergsma said. The project has received €5.2m in funding Reducing the cost of fuel cells and from Norwegian state agency Innovation increasing access to the technology is Norway. The first marine fuel-cell system is crucial in accelerating the transition. scheduled to be fitted on a vessel in 2023 Corvus claimed that this initiative was an and the product will be marine certified and important step towards achieving both available for commercial delivery from 2024. goals by producing modularised systems Fuel-cell modules will be supplied by not available on a large scale today. “Adding Toyota, which boasts 30 years of experience fuel-cell modules to our product portfolio is

CLEANSHIPPINGINTERNATIONAL – Spring 2021 34 ALTERNATIVE FUELS: FUEL CELLS

a natural step for Corvus and advances power; a liquid organic hydrogen auxiliary equipment. A 10-90% ratio for our vision to be the leading supplier carrier and a vessel using synthetic long distance shipping would need to of zero-emission marine solutions, fuels would use an internal combustion take into account degradation — wear said Bjørkeli. “Fuel-cell technology engine (ICE) to convert the energy to and tear — servicing and dual energy. has reached a maturity level where rotating power, while ammonia would He also said that the batteries would scale-up of systems will be the next need a heater to convert to heat power. need charging and the fuel cells would step. Toyota is in the forefront of the He also revealed that the need feeding. development and is by far the best company had fuel cell management At the presentation, Toyota’s partner for us to make this a success.” systems under development to Bergsma stressed that hydrogen will “De-carbonisation is inevitable optimise the integrations with power pay a central role in creating a better and at Toyota, we are convinced management systems. future. He said that Toyota’s fuel cell that hydrogen will play a central Outlining the development timeline, technology can be re-packaged in a role in creating a better future, both Holmefjord said that the system is standard modular approach for the environmentally and economically,” being launched in the first quarter of marine industry. In addition, the next added Thiebault Paquet, Toyota this year with pilot system trials due generation of systems would be lighter, Motor Europe’s director of the Fuel to take place during 2023, followed more compact, higher powered and Cell Business Group. “Our recently by formal type approval a year later more dense. established Fuel Cell Business Group together with the scaling up of an Modularisation would help the in Brussels is looking forward to automated factory to manufacture the companies with mass production, working with Corvus Energy and the cells. A second Corvus fuel system Bergsma explained, thus giving consortium members to offer fuel cell — called SOFC/HTPEM — is to be economies of scale, as seen in the solutions for marine applications. This launched in 2025. automotive industry. project will play an important role He also thought that there would be in the development of the hydrogen a market for combusting hydrogen and society.” ammonia, but these alternatives were not as efficient as fuel cells. DEDICATED DIVISION “Fuel-cell “They (fuel cells) are easily 50% Corvus has set up a dedicated fuel- more efficient,” he stressed, adding cell division to design and certify technology has that over the next 20 years, fuel cell the marine fuel-cell system using efficiency would be much greater. the Toyota fuel-cell technology as a reached a maturity “There is no doubt that the cost of an building block for larger systems. A energy carrier will be higher in the specific marine control system to join future, but as the production ramps up, the battery and fuel-cell operation will level where scale- so the costs will come down. The cost be developed for easy integration with of fuel is going to be vital.” power management systems from a up of systems will He thought that a fuel cell was “very range of system integrators. scalable”, anywhere from 200-300 kW Backed by stakeholders, such be the next step” to 5-10 GW, so would fit the operations as Norsk Hydro, Equinor, Shell and criteria of a lot of vessels. BW Group, Corvus plans to scale up Bergsma agreed that today’s production. The development partners market would be near shore, short USN and NCE Maritime CleanTech sea and cross channel type ropaxes. will contribute knowledge regarding In addition, Corvus’ chief commercial As mentioned, deepsea shipping hydrogen safety, while Equinor, Norled, officer, Halvard Hauso gave a could make use of the technology Wilhelmsen and LMG Marin will bring breakdown of the fuel cell versus for auxiliaries. in experience gained from ongoing the battery size in three different He also advised shipping companies hydrogen projects, Corvus said. scenarios. He also explained that the thinking about opting for fuel cell and At the presentation, Corvus company started with just one battery battery technology to act now. “A wait- explained that this propulsive energy but now has seven. and-see attitude is very dodgy,” he said. system was ideal for prime movers Explaining the breakdown, he “You had better be first.” fitted on board smaller coastal and said that a 90% fuel cell against a The co-operative has already short sea-type ships, but the system 10% battery, which is ideal for short persuaded classification society, DNV could also be used for powering distance ferries and the like, would GL, soon to become DNV, to become a auxiliaries in larger deepsea vessels. incur electricity, hydrogen and possibly support partner and all of the major Corvus’ executive vice president and other fuels costs. class societies will become involved project director Kristian Holmefjord A 50:50 ratio between the fuel cell going forward. explained that pure hydrogen and battery, ideal for the majority of Bergsma said that other projects necessitated the use of a fuel cell, vessels, would involve costs, such as are currently underway, including which will be converted to electric fuel cells, an ICE, a battery system and Equinor’s liquid hydrogen development

CLEANSHIPPINGINTERNATIONAL – Spring 2021 ALTERNATIVE FUELS: FUEL CELLS 35

The Bergen manufacturing facilities

along the West Coast of Norway, be the first of two all-electric vessels while Japan, California and Rotterdam to be built from the e5 Lab initiative are making moves towards the and is expected to enter service as a “There is no doubt use of hydrogen as an alternative bunker tanker in Tokyo Bay by 2022. power source. The ships will be built by Japanese that the cost of an “It will take time to get there, but shipbuilders, KOA Industry Co and countries are pushing forward, so we Imura Shipyard Co. energy carrier will will get there,” he concluded. KHI awarded the contract for the ship’s propulsion system in September be higher in the ETANKER AWARD of last year and will integrate a Corvus Illustrating the potential, Corvus Energy 3,480 kW/h Orca ESS to power Energy recently won a contract from the vessel. future, but as the Kawasaki Heavy Industries (KHI) to Asahi Tanker, which operates 137 supply the energy storage system vessels, claimed that the e5 tanker production ramps (ESS) for the first zero-emissions design will achieve zero emissions of electric “e5 tanker”, currently under CO2, NOx, SOx, and particulates. up, so the costs construction for Asahi Tanker Co of In addition, reduced noise Tokyo, Japan. and vibration will create a more will come down. This battery-powered coastal comfortable work environment for the vessel was designed by e5 Lab Inc, a crew and limit noise pollution in the The cost of fuel is consortium of Japanese shipping and bay and its surroundings. The vessels maritime services companies, including will also be able to make their battery going to be vital” Asahi Tanker, which was set up to power available to emergency services build infrastructure services focused in the case of a natural disaster in and on electrically powered ships. She will around Tokyo Bay.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 36 COMPANY PROFILE

ABB: MARINE MONITORING TO REDUCE EMMISSIONS

ABB is helping the marine industry “Knowing that, we incorporated our analyse NOx concentrations. Gibbons fight air pollution and prepare for robust Uras26 infrared gas analyser says: “We are thinking of the future, the battle against climate change. into our CEMcaptain marine emission when NOx emissions measurement

“The launch of our new CEMcaptain monitoring system. It uses light in the IR will be equally as important as SO2 is helps shipping operators improve wavelength to analyse sulphur dioxide today. Our equipment is ready for the air quality according to the IMO2020 and carbon dioxide concentrations.” coming decades.” regulations. It also incorporates the Carbon dioxide emission monitoring, and technology to support operators in reduction will be essential as shipping EFFECTIVE SOLUTIONS their desire to reduce carbon dioxide plays its role in decarbonisation. Meeting the IMO 2020 targets can be emissions in line with the Paris The gas analyser is designed with achieved using clean burning fuels Agreement,” according to Stephen busy maritime engineers in mind. such as low sulfur fuel oil. Modern Gibbons, describing the impact of its It is fitted with optical cells that are alternative fuels such as methanol, latest maritime continuous emissions filled with gas mixtures of a known LNG and even ammonia are also monitoring system. concentration that enable automated emerging. But the prices can be high In line with the IMO2020 marine calibration of the analyser. The solution and availability is not universal. emissions regulations, many ships is ideal for shipping operators because Retrofitting flue gas scrubbers have installed scrubbers to remove they can achieve regulatory compliance is therefore a popular solution to pollutants from the exhaust gases. From without the need for test-gas bottles achieve regulatory compliance a public health perspective, port cities on board. at lowest total cost. And for each and coastal regions have benefitted An industrially proven non-dispersive scrubber retrofit, an emission gas from air quality improvements ultra-violet Limas gas analyser can analyser such as CEMcaptain is since the implementation of the IMO also be integrated into the CEMcaptain. required to monitor and report SO2

2020 standards. It uses light in the UV wavelength to and CO2 concentrations. “IMO 2020 shone the spotlight on sulfur dioxide and nitrogen oxide emissions”, says Gibbons, who is the global market manager, continuous gas analysers at ABBs Measurement & Analytics Division. “There is now an equally strong focus on monitoring and reducing carbon dioxide emissions to combat climate change.”

LAND-BASED TECHNOLOGY The IMO regulations have brought maritime air pollution control closely in line with shore-based power plants, cement works and oil refineries, where more than 60,000 ABB continuous emissions monitoring (CEM) systems have been used for decades. The selection of instrumentation for ocean-based emission monitoring can draw from lessons learned in land- based CEM applications. Gibbons adds: “Simplicity is the key for continuous emissions monitoring at sea. On the oceans, gas analysers are exposed to the roughest possible conditions. Cruise ships on the Caribbean confront 10m waves during the ABB CEMcaptain:a new powerful emission monitoring solution for the marine industry hurricane season.”

CLEANSHIPPINGINTERNATIONAL – Spring 2021 COMPANY PROFILE 37

Fuel switching is not an issue for the CEMcaptain. Sample preparation of the exhaust gases is optimised to cope with the full range of typical maritime liquid fuels. The oily carry-over from the engine means that hot-wet analysis systems that are used on some land- based CEM systems would quickly get fouled. Therefore, the ABB CEMcaptain uses a cold-dry sample handling system as a robust solution to this problem. Cost of ownership is also a major consideration for the gas analyser. Working with a proven solution such as CEMcaptain minimises the maintenance effort and simultaneously eliminates Compliance with maritime emissions regulations becomes easy with ABB’s new analyser solution the stress and workload caused by non-compliance. Reliability of the gas analyser optimises processes onboard and reduces ownership costs. industrial tablet computer. The QR code combining three ingredients to create “The surge in the use of marine can communicate the real-time analyser synergy for customers: the right exhaust gas cleaning systems is status to a proprietary ABB App called hardware, the best services, and driving a peak in the demand for our “my Installed Base (myIB)”. If required, leading digital innovations. The right CEMcaptain,” confirms Gibbons. “And the maritime instrumentation technician marine emissions gas analyser can ABB is 100% ready to support marine can send status information to an make a big difference and the kit inside exhaust gas scrubber manufacturers ABB service expert to get immediate the box really matters. That’s why our and maritime operators with the guidance on any maintenance that products are continuously evolving transition that is in full swing. In might be recommended. to ensure that our gas analysers are addition to having the best products, ideally suited to the application.” we also have the best production: to SERVICE AS YOU SAIL Maritime operators sometimes ensure worldwide availability of the Despite advances in digital technology, require support for their gas analysers. CEMcaptain, we have invested in hands-on maintenance is occasionally Gibbons continues: “We are exploiting world-class manufacturing centres required to maintain the CEMcaptain, the latest digital innovations to link in China and Germany.” and any other ABB emission our expertise to the end-users on the Type approval certification is also monitoring system, in prime condition. ocean. We’re on a mission to control highly sought after in this sector. With a team of 600 certified service our customer’s costs, cut complexity In recognition of that, both ABB technicians worldwide, ABB’s reach is and make their CAPEX go further. factories produce CEMcaptain with unparalleled. Whether the ship is in CEMcaptain is a powerful new emission certification according to DNV GL, port at Barcelona or Bangkok, the right monitoring system designed to help Lloyds Register, ABS, Bureau Veritas, spare parts and a competent expert guarantee compliance to emission NK, and CCS. Certifications are a will be on hand to execute any required regulations today and tomorrow.” fundamental part of ensuring emissions maintenance procedure. Author: Carolin Seubert measurement compliance. On the topic of services, Gibbons confirms that “end users of our gas DIGITALLY ENABLED analysers are requesting more services Dynamic QR codes are integrated with deep integration to digital solutions. For more information, contact: into CEMcaptain display panel. This is They are also looking for flexible service Carolin Seubert, one of the digitalisation features that bundles.” ABB Measurement Care Global Product Manager helps shipping operators get closer to service packages are built up from a Email: [email protected] 100% uptime availability for their gas modular framework which allows each Melinda Dörrschuck analysis instrumentation and emissions operator to customise a package to ABB Marketing Communications data reporting. That supports the meet their needs. Email: melinda.doerrschuck@ tough compliance requirements and de.abb.com removes the complexity of dealing with HASSLE-FREE COMPLIANCE abb.com compliance failures. Gibbons sums up the ABB The Dynamic QR code displays the Measurement and Analytics business latest system configuration data and line’s overall approach as “working can be scanned using a smartphone or in the sweet spot”. He says: “It means

CLEANSHIPPINGINTERNATIONAL – Spring 2021 38 ALTERNATIVE FUELS: AMMONIA

Several high- level studies are examining the safe use of ammonia for marine propulsion, while several industry consortia are gearing up to embrace its use

Schematic of the fuel cells fitted on Viking Energy

AMMONIA: THE FUTURE OF FUEL?

The use of ammonia as a future fuel is combustion predominantly produces water currently gaining traction with several and nitrogen. Unburned ammonia must high level studies ongoing aimed at testing be closely controlled and guidance on various solutions. In addition, there are a acceptable limits to avoid plume formation growing number of Approval in Principals or human health hazards can be drawn (AiPs) being awarded to ammonia- from other regulatory requirements, where powered vessel designs by the major limits of 2-10 parts per million (ppm) may classification societies. be applied. IMO NOx limits would also be Of course, the use of ammonia is not applicable upon its combustion. without its challenges, as highlighted by Fuel containment, distribution and a recent study published by classification supply systems can be based on existing society American Bureau of Shipping (ABS). technologies and prescriptive requirements. Ammonia is in the early stages of In a liquid state, ammonia is not flammable development for marine propulsion. For and cannot ignite. However, it vaporises example, ammonia-fuelled engines are under rapidly and this vapour has a narrow development and the use of ammonia in fuel flammable range. cells is also being explored. The main concern is toxicity and Two major barriers exist — the cost of additional measures are needed to control producing ammonia-based fuels and the normal and abnormal discharges. need to ensure that they are safe to use on Understanding the requirements of ships. Apart from the cost of adapting the ammonia gas, including low-temperature infrastructure, ammonia is toxic to humans service, pressurised storage tanks, and aquatic life. Therefore, considerable flammable gases and working with corrosive safety measures must be taken, ABS warned. and toxic materials, is key to addressing the When used as an IC-engine fuel, ammonia safety hazards involved.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 ALTERNATIVE FUELS: AMMONIA 39

Ammonia tanks need to be designed consideration. It is a globally traded while ammonia requires about 2.4 for temperature and/or pressure commodity and there are many smaller times more volume. Therefore, as a control if it is stored in a refrigerated gas carriers that may be suitable to be long-term solution, zero carbon fuels condition, as it continuously evaporates used bunkering vessels. would require new vessel designs and and generates boil-off gas (BOG), However, for ammonia to become optimisation of operational factors to due to heat gain, which increases the a commercially-viable long-term fuel avoid compromising sailing distance, pressure in tanks if not managed. option, comprehensive supply-side refuelling needs, or cargo volume. Alternatively, ammonia can be stored in infrastructure would need to be built Ammonia has a higher volumetric Type C tanks. and stringent new safety regulations energy density than liquefied New challenges apply to ammonia. developed and implemented. This also hydrogen, closer to that of methanol, These will typically include crew applies to all alternative fuels under which reduces the need for larger training, bunkering availability, port consideration, ABS stressed. tanks. The volume of NH3 storage discharge limit compliance, tank When measuring the net carbon tanks will be significantly less than venting and planning for human impact, “tank-to-wake” only considers of those for liquid hydrogen for the exposure beyond permissible limits. the emissions from burning or using same energy requirement — even These challenges need to be addressed an energy source, not the process of more so considering the volume of during the Hazard Identification (HAZID) sourcing the fuel or getting it to the ship. insulation required. study when designing the vessel. As a result, “well-to-wake” emissions Its fuel characteristics enable the use ABS outlined the advantages and should be considered for alternative of Type C or prismatic tanks and require challenges to using ammonia as a fuels because this encompasses the significantly lower re-liquefaction marine fuel: lifecycle of a fuel, including production, energy compared to hydrogen or LNG. Advantages transportation and use. Ammonia can be stored in liquid form at

» Carbon free — no CO2 or soot. Interest is growing in the use of 8.6 bar and at ambient temperature (20° » Low flammability risk — 15.15% to ammonia as a feeder to hydrogen-fed C) on board a vessel. 27.35% in air fuel cells by owners operating liquefied In its 2020 Energy Prediction report, » Can be produced from electrical petroleum gas (LPG) carriers carrying the International Energy Agency (IEA) energy — renewable ammonia as cargo. forecast that the use of ammonia and » Easily reformed to hydrogen When used as a fuel, hydrogen is hydrogen as vessel fuels will expand and nitrogen zero carbon at point of use (tank-to- and will account for 60% of marine » Can be stored and transported wake). However, if it is produced from fuels by 2060. as a liquid at a practical pressure non-renewable feedstock, such as Similarly, BP announced in its 2020 and temperature non-renewable natural gas through energy forecast that the percentage » Established commercial product. a process using energy not from of non-hydrocarbon fuels, such as renewable source, the process (well- ammonia, hydrogen, biofuel and others, Challenges to-tank) could produce significant will increase to 85% of 2018 total » Toxicity emissions. Alternatively, it can be energy amount by 2050. » Fuel infrastructure produced by water electrolysis with » Lack of regulations renewable energy to eliminate the AMMONIA-READY VESSEL » Engine development at design stage emissions from feedstock and the ABS also recently classed the world’s » Cost production process. first ammonia-ready vessel. This was a » Corrosiveness to certain materials Once cracked, the hydrogen Suezmax ordered by Avin International, » Poor combustion characteristics for from ammonia can be an abundant the lead vessel of a potential three IC-engine application resource for fuel cells to generate ship order. The 274m long tanker (Hull » Possible need for high percentage of electric power. However, ammonia’s number 0315852), is under construction pilot fuel advantages should be weighed against at New Times Shipbuilding. Options exist » Possible increased NOx emission the energy losses and additional for another two vessels. » Possible ammonia slip. equipment required for conversion to To be conventionally fuelled, the Marine engines are currently being hydrogen before it is used in fuel cells. vessel will comply with the ABS developed by applying existing ABS warned that an issue with using Ammonia Ready Level 1 requirements, dual fuel (DF) engine technologies ammonia as a fuel is its concentration indicating it is designed to be converted to ammonia. in the product gas. Although the to run on ammonia in the future. All of Designs for ammonia-fuelled concentration may be less than 50ppm, the ships in this project will also meet feeder ships have also been unveiled this is still enough to damage fuel these requirements. by consortia involving designers, cells with acid electrolytes, so an acid This indicates that the vessel classification societies and shipyards. scrubber is needed to remove the final conforms to the requirements outlined Ammonia has greater prescriptive traces of gas from the cracker. in the ABS Guide for Gas and Other requirements for containment and Storage of liquid hydrogen requires Low-Flashpoint Fuel Ready Vessels. equipment than most of the other at least five times more volume Another classification society alternative fuels currently under compared to petroleum-based fuels, has recently awarded two AiPs for

CLEANSHIPPINGINTERNATIONAL – Spring 2021 40 ALTERNATIVE FUELS: AMMONIA

ammonia fuelled ship designs — an vessel, will increase understanding of offshore construction vessel and ultra large containership and a tanker. the application of both fuels within the a containership. For the containership, Lloyd’s shipping industry with opportunities The technical and economic Register (LR) has granted an AiP to apply designs to different types of experience gained from the to Daewoo Shipbuilding & Marine ships, RINA claimed. Viking Energy pilot project will be Engineering (DSME) and MAN Energy External support to the project will incorporated in a broader analysis Solutions (MES) for an ammonia be provided by MES. of ammonia in the maritime fuelled 23,000teu ultra-large sector and comparison with other container ship design. This was a joint DANISH INITIATIVE alternative fuels. development project (JDP) launched MES is also leading a Danish “Ammonia presents certain technical earlier focusing on developing consortium on the development of challenges, but even though it is ammonia propelled ships. ammonia as a marine fuel. corrosive, the safety trade-off between As part of the JDP, DSME generated This consortium is backed by Danish ammonia and hydrogen favours the basic design of the ammonia investment entity Innovation Fund ammonia,” Dr Cheliotis says. “It is propulsion system and MES was Denmark and is aimed at developing less explosive, requires less complex responsible for the development and a two-stroke, ammonia-fuelled storage and transport solutions, and specifications of the ammonia dual-fuel engine (AEngine). It aims to specify it is a well-known commodity from propulsion engine. and demonstrate an entire, marine- industry. Based on this experience, the LR said that its role was to review propulsion system that will pave the necessary safeguards can be built in.” the suitability and risks of the design, way for the first commercial order for Experience with gas fuels will be which involved a HAZID workshop, an ammonia-fuelled vessel. a significant building block, he says. a hazard and operability analysis As well as MES, the consortium also “We have seen that liquid ammonia is (HAZOP) workshop and a design review includes Danish fuel-system supplier similar to liquefied gas in the handling in accordance with the Approval of Eltronic FuelTech, the Technical process. Industry has a high level Risk-Based Design (ARBD) process, University of Denmark (DTU) and of maturity and an excellent track which led to the AiP. classification society DNV GL. The record in handling LNG and LPG, and The certification constitutes the development is scheduled for 2024. this experience is proof that it can be first phase of the JDP. The second Another initiative, the ShipFC done safely. phase will involve further design project, was granted funding last year “We will be looking at the entire life development for meeting market from the EU’s Research and Innovation cycle of ammonia, from production to demand in terms of commercial programme Horizon 2020 under transport and bunkering. One of the viability, as well as technical and safety its Fuel Cells and Hydrogen Joint ShipFC partners is a major supplier maturity. The design is expected to be Undertaking (FCH JU). of ammonia, and we will be working commercialised by 2025. The offshore supply vessel Viking together with them to address these LR has also granted an Approval Energy, owned and operated by issues,” he explains. in Principle (AiP) to Samsung Heavy Eidesvik and on charter to Norwegian ShipFC’s project partners are: Industries (SHI) for its ammonia-fuelled energy major Equinor, will be fitted » The University of Strathclyde (UK) tanker design. with a 2MW ammonia fuel cell, allowing and National Centre for Scientific This was described as a key progress it to operate for at least 3,000 hours Research Demokritis (GR) will milestone in the JDP involving LR and annually on clean fuel. assess safety criteria. SHI with industry partners MISC Berhad Following the completion of this » Norwegian members of the and MES, formed in January 2020. The phase, the project will ramp up to European consortium include JDP is aimed at commercialising the delivering 20MW fuel cell solutions for NCE Maritime Cleantech, Eidesvik design by 2024. oceangoing vessels. Shipping, Equinor, Prototech, Elsewhere, classification society “The ultimate goal of the project is to Yara, and Wärtsilä Norway, RINA and the Shanghai Merchant Ship demonstrate the feasibility of ammonia responsible for fuel systems, ship’s Design & Research Institute (SDARI) fuel cells for ocean going vessels and design and stability, and vessel have signed a JDP agreement to long sea voyages,” explains Dr Michail energy management. develop a ship design capable of being Cheliotis, research associate at the » Fraunhofer IMM will assist Prototech fuelled by either ammonia or methanol. University of Strathclyde, lead partner in the development and construction SDARI is to focus on the ship in the project. “The huge difference of the ammonia fuel cell system, concept development and design, while in scope makes ShipFC much more while Persee will provide expertise RINA will verify the compliance with interesting than just a replication of on energy management controls the applicable rules, including those for Viking Energy. The similarities basically and data. the use of alternative fuels. end with ammonia, because a 20MW » Vessel owners are StarBulk The selected ship type is a tanker power plant requires significantly Management (bulk carrier), North but the project, which is claimed to different treatment.” Sea Shipping (offshore construction be the first to investigate using both The project will involve three vessel) and Capital Ship methanol and ammonia in this type of vessel types: a bulk carrier, an Management (container vessel).

CLEANSHIPPINGINTERNATIONAL – Spring 2021 PROPULSION: LUBE OILS 41

Clean Shipping International spoke to leading lube oil manufacturers to find out how they will have to adapt in the future as engines switch to using renewable fuels and advanced combustion techniques

POURING OIL ON TROUBLED WATERS

Dr Luis Garcia, Technology Manager – engines. The latest engine designs operate Marine & Power Engine Lubricants, Shell at higher pressures and temperatures and Global Solutions (Deutschland) GmbH, says aim for using less lubricant per unit of power that shipping is one of the harder sectors produced. This has resulted in increased to de-carbonise and there will likely be performance demands for marine lubricants multiple solutions across sub-sectors. and in response, additive companies and Shell’s analysis points to hydrogen with lubricant suppliers are currently developing fuel cells as the zero-emissions technology higher performing oils. that has the greatest potential to help the As an example, MAN Energy Solutions shipping sector achieve net-zero emissions (MES) 2-stroke division has recently by 2050. introduced a two category system looking However, a zero-emissions fuel is not for higher performance cylinder oils and likely to be available on a commercial scale Shell and other players in the industry are Dr Luis Garcia globally until the 2030s. The industry must currently working on developing category II take action to reduce emissions now with oils at 40 BN level. Technology Manager solutions available today, such as advanced Lubricant solutions will also need to be – Marine & Power engine lubricants and digital optimisation developed at an accelerated pace in line Engine Lubricants, technologies, he says. with shortened hardware development Shell Global Solutions There is consensus in the industry that cycles.Typically, developing a new engine (Deutschland) GmbH deepsea-going ships will continue to rely lubricant can take a few years, from on the internal combustion engine for their laboratory studies, bench and rig testing, main propulsion. lab engine testing to full-size engine testing. However, in recent years, significant Added to this, the engine design involved gains in fuel efficiency have been attained by might not be entirely mature, for example, engine manufacturers (OEMs) in diesel, gas the original equipment manufacturer and dual fuel (diesel/natural gas) marine (OEM) could still be making the first field

CLEANSHIPPINGINTERNATIONAL – Spring 2021 42 PROPULSION: LUBE OILS

experiences with the design and combined with red iron burrs in already closer to an overhaul did fine tuning some hardware such as scavenge ports. The deposits are struggle sometimes,” he says. “Cylinder piston rings. associated with abnormal liner wear units that could have run for another Looking at the near future, OEMs will — or scuffing — since the fuel switch, six months or a year on HFO did not face a great challenge to create engine particularly on older two-stroke marine survive the tougher conditions with the designs capable to operate safely and diesel engines. new fuels.” even more efficiently with a variety of Chevron used a four-step laboratory An engine maintenance programme new gaseous and/or liquid fuels. analysis to narrow down the likely recommended by Chevron, supported Future fuel prospects are causes. Deposits were found to include by routine testing using Chevron’s Dot. fundamentally different from existing a compound of materials, including Fast on-board testing kit, helped to diesel fuels or natural gas, so it can harmless detergent additive residue provide protection against liner wear be expected that combustion concepts and iron oxide. The detergent residue and damage. and lubrication needs will differ from was determined not to be a source of Incidents of red deposits and those already known for recently wear, as the deposits were only found scuffing that were relatively frequent developed engines. in single cylinders rather than across in the early days of VLSFO operation Whereas some of the lubricant the engine. have since reduced significantly, the performance needs and possible The fuels associated with the red company claims. challenges can be estimated for the deposit and scuffing incidents were use of carbon-free or carbon neutral also analysed. Chevron found that FUTURE PROOFING fuels, there is limited availability or still the VLSFO blends involved showed ENGINES non-existing capacity to test with these differences from others in two fuel Jean-Philippe Roman, project fuels (eg ammonia) and so it is likely characteristics, typically a lower manager at Total Lubmarine that different lubricant technology will calculated carbon aromaticity index explains how the energy major be needed to cope with combustion (CCAI) and high estimated cetane claims to be ahead of the curve with products and operating conditions in number (ECN). its recently requalified Talusia future marine engine applications. Although VLSFO has been found to Universal single cylinder oil and As development cycles for marine offer a typically higher energy value how the company’s engine lubrication engines and lubricant solutions are content than heavy fuel oil (HFO), and solutions are helping optimise currently not synchronised, this can therefore can offer value for money, its engines of the future. lead to a difficult start on addressing combustion engine density properties “Twelve months into IMO2020 lubrication needs and reliability for can result in harsher operating and we are already seeing how engines to operate with future fuels. conditions and more stress on the the transition is shaping a cleaner “It is of the utmost importance for engine components. industry,” he says. OEMs and lubricant developers to While most users transitioned New internal combustion engines closely collaborate in understanding smoothly, these properties can cause (ICEs) that are readily available the possible challenges and co-develop trouble for older engines, says Luc across the shipping industry are being or even co-engineer solutions that will Verbeeke, senior engineer, Chevron designed to match the targets on enable higher efficiency and reliable Marine Lubricants. GHG emissions from the international engine systems in which lubricants “While newer ships do not have a shipping sector according to the play a role as an important component. problem using these fuels, engines IMO goals: “Collaboration can lead to a better » reduce carbon intensity of 40% by definition of performance needs and 2030 and of 70% by 2050 to create more efficient ways to test » reduce GHG emissions of 50% reliably lubricants technology that will by 2050 be required to cope with future fuels,” What about the current engines Dr Garcia concludes. operating in today’s ocean-going vessels? Advancements in the FACING THE CHALLENGES chemistry of lubes ensures OF SWITCHING engines can run cleaner and are Speaking about the switch to very low optimised for better performance, sulphur fuel oils (VLSFOs) Chevron says Roman. Marine Lubricants claimed that it However, any adaptation of an had addressed their use given the engine lubricant is influenced by distinctive engine condition challenge two parameters, both of which are associated with the widespread switch. aimed at minimising greenhouse The manufacturer said that some gas (GHG) emissions and to reduce shipowners using VLSFO had reported fuel consumption: a build-up of red deposits on piston Piston with scuffing and deposits clearly seen » The increase of the constraints crowns and top edges, sometimes (©Chevron) in engine operation, for example,

CLEANSHIPPINGINTERNATIONAL – Spring 2021 PROPULSION: LUBE OILS 43

increase of peak pressure, increase research and development into lubes providing a “test-bed” for industry as of temperature and the recirculation that will handle alternative fuels of an early adopter. of exhaust gases the future. “To achieve the planned goals » The diversity of the fuels available Even though the alternative fuels of 2030 and beyond, we all have a at the point of purchase, existing market is not yet at a level of maturity responsibility to work in co-operation or renewables, and the way to use to accept the economic change that with various stakeholders in a project. them in marine engines. sparks the scaling-up of technology “The collective mindset of all the The first, and often more demanded improvements, the industry must lubricant manufacturers including our adaptation, is related to existing anticipate the demand and be ready own, is set on the ambition to develop engines. Whether they are diesel or to propose sustainable solutions in viable technologies and to test it at dual-fuel engines running with either engine lubrication that will most likely scale. As an industry, we must also liquid fuels or LNG, these engines can be flexible enough to run on several look to change our paradigm and accumulate deposits. types of fuels. thinking,” says Roman. An example of this is underlined “Our work in this area with Talusia “Lubricants are not just for a unique by the two-stroke engine Universal is just one example of how fuel type — the conventional fuel oils of manufacturers. Since the introduction we have created a single cylinder oil the market — but for engines of various of the IMO2020 regulation change on for multiple fuel use, including LNG technologies, flexible enough to run fuels, there is an imbalance between with OEM endorsement from MAN ES on many different fuel types, from the the low BN lube oils in use and the and recently WinGD,” Roman explains. ‘here and now’ solution of LNG to the need for detergency to maintain Total Lubmarine technicians are future fuels such as biofuels, synthetic clean engines. focused on identifying performance fuels, ammonia, or on mixtures and Thus, the first action for the issues relating to the fuel and combinations of these fuels that at the lubricant supplier is to adapt to this lubricants used by each ship operator end of the day, aim to match the IMO situation. This is what Total has been in their engines. targets on GHG emissions of vessels doing with its lubricants range. Their chemical nature is assessed running internal combustion engines,” Work continues on new alternatives as are base assessments on the he stresses. to help further improve engine engine operating condition reported He claims that Talusia Universal performance and cleanliness, but more by the engine manufacturer, and is an example of this where a single importantly, to move the baseline to a the company works closely with cylinder oil was created for multiple higher level as required by the of ICE the OEMs on all elements of fuel use, including LNG. technology improvements. lubricant development and options In terms of lubricant formulation, The second approach, which in by sharing insight and knowledge many more new advanced chemistries Romans’ opinion is a priority, is on the product chemistry, engine will enter the market, such as low- or linked to the alternative fuels that inspections and recommendations, no-ash components. are, or will soon be on the market. Roman says. As an example of this approach, The importance of this is shown The manufacturer’s product Total has pioneered this strategy with by a huge number of projects chemists address performance issues Talusia Optima — a product that uses gathering all the stakeholders through the formulation and chemistry ash-free neutralising molecules. together, from the technical of the lubricant. Roman claims that this was a unique specialists to the regulators, This process is complex because and patented technology that provides including the ship operators, the lubricant has a critical role to play fast and effective acid neutralisation at a level often above the shipping in achieving engine cleanliness in without mineral deposit build-up sector itself. all conditions. And, Total’s approach from the most demanding two-stroke Engine technologies dedicated applies to any engine design engines. This lubricant was developed to these alternative fuels are being (with any OEM) and to any engine through intensive R&D at Total’s developed quickly and by 2030, technology (diesel or dual-fuel) — Solaize Research Centre. Total estimates there will be many engine lubricants must handle the “Looking to the future, I believe commercial applications of oxygenated potential issues related to each fuel every one of us has a part to play fuels like methanol or ethanol, as mix available to the operator, and in the transition to a cleaner, better well as mixtures of conventional fuel they must also provide a level of performing industry. It is a period in oils with biofuels. In addition, engines qualification in the reliability of the our time, which represents incredible running on “no-carbon” fuels, such as emission treatment systems that are evolution through innovation and ammonia and hydrogen, will begin to coupled to the engine. advancement, and it’s exciting. be seen. All the solutions highlighted have “At Total Lubmarine, we are Existing lube oils have been to be tested, selected and validated confident tomorrow’s developments designed to achieve the reliability in operation, which is a significant in marine lubricant chemistries will of engines running on conventional challenge when considering that provide even better solutions for OEMs high and low sulphur fuel oils, so it the vessels using the very latest and operators — and not just on the is reasonable to expect increased technologies and new fuels are also lead up to 2030,” he concludes.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 44 PROFILE: STORMGEO

Data quality is often lacking in ship operations’ reporting, with just the basics taken into account, Madeleine Engelhardt, product manager at weather intelligence and decision support services provider StormGeo tells Clean Shipping International

The Hamburg Fleet Performance Centre

HOW DATA REVEALS THE TRUE PICTURE

Drawing on her seagoing and shoreside say much for technical and environmental experience with DNV GL, Offen Group performance analysis. The cargo weight also among others, Madeleine Engelhardt, needs to be reported to create an accurate product manager at weather intelligence picture of the ship’s performance. and decision support services provider She says that there is little motivation to StormGeo, is now advising on how to drill increase the report’s data quality as this is down into data to get the true picture of a regulation driven in a conservative industry vessel’s performance. and is also subject to a company’s bespoke She feels that part of the problem is management systems. the lack of a clear understanding of what However, on a more positive note, she is required, especially in the tanker and reveals that there are a lot of pilot projects drybulk sectors, in terms of vessel operating underway. She points to the container Madeleine Engelhardt efficiency, especially as we approach sector as being much more advanced by an era of new fuel types and emissions way of having strong co-operation between Product Manager, reduction initiatives. shipowners and charterers. StormGeo For example, one of the main data criteria Both parties see the benefits of fuel is fuel consumption, but it is difficult to savings and thus less emissions emitted,

calculate CO2 emissions without knowing the especially in the case of the major shippers, consumed fuel type at the time of the report who could claim a competitive advantage. as this is elementary to the application the Charterers in the drybulk and tanker corresponding emission factor, she says. segment are accommodating and verifying Often, a report will convey whether the that ships are meeting contractual ship is in a laden or ballast condition, which stipulations, Engelhardt says. Parameters in Engelhardt’s opinion, is relevant for include speed, fuel consumption and commercial charterparty terms, but doesn’t weather conditions, with alerts given

CLEANSHIPPINGINTERNATIONAL – Spring 2021 PROFILE: STORMGEO 45

Through S-Planner, electronic navigational charts (ENCs) can be downloaded to enhance voyage planning

to indicate that the vessel is over- All functions have been combined support system matched to the consuming, respectively losing time. into a complete, one-stop solution. individual needs of both, owners The recently announced Sea Cargo The flexible solutions can be used and operators, integrating different Charter initiative was revolutionary, as an integrated package or as data sources within the applications says Engelhardt, and she also individual modules. of the s-Suite, for example intended mentions the financiers who were Promoting co-operation and faster tracks, manual event data reporting, becoming much more environmentally decision making based on real-time sensor data combined respectively, aware with the Poseidon Principles data sharing to optimise vessel superimposed with metocean data and scheme, which thus far has attracted performance, s-Suite offers an all- other parameters, such as war risk 20 major banks. in-one, optimised workflow where areas, etc. On the back of the International the ship and shore staff work from a It provides tools for assessing Maritime Organization (IMO)-mandated common operational platform. commercial, technical and operational initiatives, the shipping industry needs Three modules are available either performance to reveal potentials for to reduce its carbon footprint, she says, separately or integrated: s-Planner, improvement or identify potential stressing that accurate data was key. s-Insight and s-Routing: consumption claims. By improving l s-Planner integrates voyage ship-to-shore collaboration, SOFTWARE SUITE planning, route optimisation, as well as the crew on board and the fleet Last October, StormGeo launched charts and publications management in manager are able to boost the s-Suite, a software and services suite one user-friendly workflow for efficient voyage’s performance. for the maritime industry. The software planning and navigation. S-Insight is a powerful application includes voyage planning, on board route Information on route, weather, charts to ensure operational safety, reliability optimisation, route advisory services and publication orders and inventory of service, compliance to IMO DCS/ and fleet performance management and is shared in shore-based modules, MRV and environmental initiatives such is backed by the company’s maritime improving collaboration to ensure as Sea Cargo Charter and to improve experts employed in route advisory and safety, fuel efficiency and compliance. fuel performance and thus to reduce fleet performance management. l s-Insight is a fleet decision GHG emissions.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 46 PROFILE: STORMGEO

The product is strengthened by operational data will become even management processes the data and StormGeo’s Fleet Performance Centres more critical that is why data quality is what information and action can be (see below), which can assist in data crucial. The data should be consistent derived from it. validation, provide in-depth analysis and reliable with no gaps and should “Only crews that feel they are and fuel-saving recommendations be always subject to verification. “We being taken seriously, continuously and assistance from the company’s need this data to see what’s going supported and which can see that their maritime professionals. wrong and to understand the impact of work creates a valuable output for the s-Routing combines experienced measures,” she emphasises. company, are open minded and act as route analysts with StormGeo’s “We conduct plausibility checks and a multiplier by sharing and promoting advanced technology to enhance validate the data already on board knowledge, which is important safety, save time and fuel while before it is sent to shore and reflect it considering the crew changes,” reducing emissions. Skilled route in our tools to create awareness and she explains. analysts and service teams help to trigger timely rectification. In s-Insight “It can be observed that tankers and ensure that commercial requirements we combine and superimpose reported bulk carriers’ speed and consumption are optimised through strategic data with metocean data and calculate reporting tends to be a flatline, guidance 24/7. weather and current factors and reflecting commercial instructions but Today, StormGeo routes more performance speed, which increases not the actual operation.” than 65,000 voyages annually, saving the quality of performance evaluation StormGeo can trace its history clients nearly 1m tonnes of fuel and by having normalised and hence back to weather reporting. Today reducing CO2 emissions by 3m tonnes, comparable data,”she adds. with the weather getting more while more than 12,000 ships use the Engelhardt expresses concern about extreme and climate change upon software or other services offered. the use of data collected by sensors on us, ship routing and voyage planning The company has 24 offices in board ship as the signal could easily needs to include metocean data, 15 countries, including eight 24/7 go down. The data source needs to be which is becoming more complex. global operations centres and two accurate and reliable, she says. The company is using various fleet performance centres located in “Combining different data sources, models for forecasting weather and Hamburg and Singapore. such as manual event data and high current conditions. frequency sensor data, does help to “StormGeo’s duty of care and PERFORMANCE CENTRES identify and differentiate between commitment for the environment is The two fleet performance centres random and systematic errors.” reflected as an integral part of the collect, collate and analyse data, which She adds that as the emissions data s-Suite applications. We actively can be used for benchmarking. Some needs to be published, this encourages support our clients by providing shipowners and operators do not have transparency and at the same time, the respective framework and the resources or the time to analyse accountability for the vessel’s carbon tools, as well as populating the data, so rather than take on extra footprint. For the IMO’s emissions requested documents and formats staff, the centres are there to help, reduction goals, joint ventures and in alignment to the initiative or she explained. collaborative initiatives will be needed regulatory requirement. Each centre is based around the involving all stakeholders. “This facilitates the workflow s-Suite software and they offer three As mentioned, although not the only and reduces the immense workload main services: parameter, one of the major baseline’s it’s linked with for our clients. On 1. A daily alert service, by which to vessel performance is the fuel and the other hand, we also liaise with under-performing ships are its type. Fuel specifics are taken from working groups from the IMO, EU or identified using various key the bunker delivery notes and the initiatives in order to ensure technical performance indicators (KPI) to recognised fuel sampling laboratories. correctness, transparency and monitor and grade a vessel’s Today and even more so in the feasibility of workflow. performance using green, yellow, future, the fuel is and will be even more “Calculating climate alignment or red colour codes. Daily alerts diversified so, for example, biofuels and for shipping companies but are company and ship specific, LNG will need engineers and crew with also from an administrative and containing both the alerts and a operational experience of using these governmental point of view data proposed solution as needed. fuels, she says. should be accountable and reflects real 2. A report service, comprising Crew training plays an essential role operations because based on these monthly and quarterly reviews. and quality data reporting will come new requirements a new trajectory is 3. Ad hoc investigations, which from those on board the ship. “There set for the future,” Engelhardt says. could relate to various issues needs to be a common understanding “StormGeo is a UN Global Compact or claims where the centres’ on board plus feedback from those member and we strive to support not teams address problems and ashore together with a commitment only ourselves. but also our clients to recommend solutions. from management,” she says. Feedback comply with environmental, social and Engelhardt explains that ships’ is needed to reflect how shore governance criteria.”

CLEANSHIPPINGINTERNATIONAL – Spring 2021 PROFILE: TITAN LNG 47

Clean Shipping International talks to Titan LNG’s Commercial Director Marine, Michael Schaap, about the burgeoning LNG market

Titan LNG’s new bunker barges ‘FlexFueller 001’ and ‘FlexFueller 002’ seen at Antwerp

A BRIGHT FUTURE AHEAD FOR LNG

Today, there is more LNG bunkering achieving greater maturity, the authorities infrastructure in place than demand, worldwide are generally more comfortable according to Michael Schaap, Titan LNG’s with the operations. commercial director marine. “The chicken Although there are still relatively few and egg situation has been fixed,” he asserts. suppliers, there are others entering the This follows years of arguments and market, which creates healthy competition, counter arguments over the use of liquefied giving customers more of a choice, he says. natural gas (LNG) as a fuel on board ship, Titan LNG operated its first barge, mainly concerning its availability worldwide. FlexFueler 001 for around 18 months in the He describes the orderbook for LNG Antwerp/Rotterdam/Amsterdam (ARA) range, bunkering vessels (LNGBV) as spectacular, being based at a dedicated LNG transfer saying that it was a clear demonstration of jetty at Amsterdam. The ARA range is inter- market interest in natural gas as a fuel. connected via inland waterways. meaning that Another positive was the variety of each port has easy access to barge traffic. Michael Schaap infrastructure in place or being planned to Also today, more terminals are comfortable suit different ship type and sizes, operating with LNG bunkering vessels lying alongside, Commercial Director on different trades — deepsea, coastal and while working cargo. Before, a vessel taking Marine, Titan LNG inland. This infrastructure now includes on LNG had to switch to a layby with the road trucks and barges, as well as land added expense of the pilots and tugs involved. storage facilities. For ARA operations, Titan mainly receives Titan LNG started its LNG bunkering the LNG from Rotterdam’s GATE receiving operations with trucks and has now taken terminal or Zeebrugge either by truck or delivery of a 1,500m3 barge with another transferred from small-scale LNG carriers. two to come, the latter being a much larger The second barge, FlexFueler 002, was 8,000m3 “mother ship”, which the company due to be delivered in February this year and plans to order this year. she will be operated by Fluxys in Antwerp at Schaap thinks that with LNG bunkering another dedicated quay at which a truck-to-

CLEANSHIPPINGINTERNATIONAL – Spring 2021 48 PROFILE: TITAN LNG

ship transfer system operates, while Schaap explains that Titan is looking Volkswagen and Siem claimed to be the Titan has an inland waterway barge to take delivery of Titan Hyperion at the first company to introduce LNG powered bunkering operation. end of 2023. The demand element is vessels in transatlantic trades. The two companies agreed to being finalised and an order is expected Following the bunkering operation in co-operate in early 2019 to build the to be placed by this summer. Emden, the Engie Zeebrugge delivered bunker barge and she was delivered He also comments on the recent 150 tonnes to the DEME-owned from Koolman Marine. Before her growth in interest for LNG-powered dredger Scheldt River at Brunsbuettel. delivery, she embarked on trials and containerships, saying that this was a The dredger is one of Titan LNG’s crew training. separate market as far as bunkering regular customers. Titan has already bunkered several is concerned. Titan LNG has agreed to charter the vessels in Antwerp, with the FlexFueler For example, the 20,000teu-plus 5,200m3-capacity Green Zeebrugge, 001 thus gaining experience in the large vessels have a capacity to hold around ex Engie Zeebrugge, from NYK, which Belgian port in co-operation with the 18,000m3 of LNG each, which would had become the vessel’s sole owner. port authority. Schaap described the necessitate at least two bunker stems, The charter lasts for several years FlexFuelers as flexible in design and although larger barges are under and commenced in February. She will versatile assets. construction for other suppliers. be used to supply LNG to larger LNG- Due to this flexibility, the Antwerp- An LNG-powered car carrier is fitted fuelled vessels in the ARA region. based FlexFueler will be able to carry with bunker tanks to hold around Schaap says: “January has proved to liquefied biogas from organic waste or 3,000m3, which Schaap describes as be exceptionally busy, underlining the liquefied synthetic methane from green a “more comfortable challenge”. timeliness of our decision to secure this hydrogen and captured CO2 and supply Most of Titan’s clients are European additional capacity.” Titan LNG carried the fuel to LNG-powered vessels in based, but the company is keen to out seven LNG operations during one the future. forge alliances worldwide, illustrated weekend using Green Zeebrugge, three Schaap says that Titan LNG was by last November’s joint venture with of which were to large crude shuttle confident in making available liquefied Malaysia’s Petronas to bunker the Siem- tankers from Equinor, a term contract biogas (from organic waste) or liquefied owned, LNG-powered car carrier Siem partner of Titan’s. synthetic methane (from green Aristotle at Pasir Gudang. He also says that operational hydrogen and captured CO2) to LNG- This followed 2019’s Singapore standards must remain high in LNG powered vessels soon after starting and Indonesia operations to service bunkering and platforms, such as operations with the second barge Heerema’s self-propelled LNG- the Society for Gas as a Marine Fuel in February. powered crane barge Sleipner — the (SGMF) and Sea/LNG, are key to LNG, combined with BLNG and world’s largest. raising standards. later synthetic liquefied gas (SLG), offers For the Malaysian bunker operation, In addition, the International Code a credible and cost-competitive path the LNG was purchased by Titan and of Safety for Ships using Gases or to de-carbonisation whilst immediately transferred to the car carrier using other low-flashpoint Fuels (IGF Code) improving local air quality. The company Petronas Marine’s chartered small- must be included in a company’s is also looking at alternatives, such as scale LNG carrier/bunkering vessel, Safety Management System (SMS). hydrogen, according to Schaap. Avenir Advantage. Other areas, such as the flexible hose The FlexFuelers are fitted with four She delivered around 3,000m3 of guidelines, should also be adhered to. tanks with separate pumping systems, LNG to the Siem Aristotle. Apart from Titan LNG will also offer observers, so certain tanks can be allocated to bunker deliveries, she can also be used such as LNG-powered vessels’ hold biofuels under European inland as a feeder LNG carrier in and around crew to gain practical experience waterway rules. Malaysia, calling at ports such as the while undertaking an LNG bunker Late last year, Titan LNG finalised Sungai Udang regasification terminal, stem. Once they have witnessed the €11m funding from the European Pengerang and Johor. operation, they will receive a letter Union’s Connecting Europe Facility This is not the first time that Titan from Titan confirming their presence at (CEF) to expand a bio-LNG bunkering LNG bunkered a Siem car carrier the bunkering. supply chain under the banner of the with LNG. He says that Titan LNG has company’s Bio2Bunker project. In August last year, the company’s ambitious expansion plans to set up The project’s primary aim is to chartered 5,000m3-capacity Engie in other locations and taking on long introduce another three bunker barges Zeebrugge delivered just over 1,000 term commitments. to be based at Zeebrugge, Rotterdam tonnes of LNG to the Siem Confucius Finally, LNG also significantly and in Luebeck, Germany. The Belgian at Emden in Germany. Titan LNG now reduces quantity and quality bunker and German barges will be similar to operates the bunkering vessel on a long disputes, common with normal fossil the two FlexFuelers. term charter basis. fuel operations, he says, as the loading However, for the ARA range, Titan She was described as a “step up” in and discharge is measured using mass LNG will build an 8,000m3 “mother ship” size, before the delivery of the larger flow meters fitted on the barges, giving — Titan Hyperion — that will supply the Titan Hyperion. a closed system, which cannot be smaller barges. The car carrier is chartered to tampered with.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 UNDERWATER COATINGS 49

Coating and cleaning underwater sections of vessels’ hulls — including niche areas — will help to ensure the ship is operating efficiently and not fouling the environment

COVERING A NICHE SUBJECT

Late last year, BIMCO issued an industry CO2 emissions. It is therefore important to note advising that cleaning a ship’s remove the growths every couple of years, submerged parts from barnacles and other BIMCO claimed. growths, while the ship is in the water, can A number of countries and regions transfer invasive species to local marine have put biofouling management high on environments unless it is properly cleaned the agenda, with regional and national and the debris is captured. regulation on the drawing board or already To combat this problem and to provide in place. This includes the US, Australia, clarity and quality assurance to shipowners, the Baltic Sea region, New Zealand, Hawaii ports and government authorities, BIMCO and California. and the International Chamber of Shipping John Stawpert, ICS manager (ICS) published the first industry standard on (environment and trade), added: “This in-water cleaning of ships. new industry standard establishes a David Loosley “This standard will help protect the benchmark for safe and environmentally environment in the port. Not only that, it sound underwater hull cleaning, an Secretary General and will also help every organisation that is issue that is of increasing concern to the Chief Executive Officer, part of this process by raising the minimum international community. BIMCO standard of cleaning several notches higher “We hope that this first step by industry and ensure that the end result is both a bodies will allow cleaning companies to clean ship, and safe working practice,” said demonstrate that their products protect David Loosley, BIMCO secretary general at the marine environment and that the time of its release. shipowners can be confident that their Organisms growing on the ship increase ships are cleaned to a safe and effective its drag through the water and can reduce level around the world. fuel efficiency of the ship by as much as “With these industry standards, port 35%, leading to higher fuel bills and higher authorities can also have confidence

CLEANSHIPPINGINTERNATIONAL – Spring 2021 50 UNDERWATER COATINGS

Underwater areas of a ship’s hull can get badly fouled (credit: I-Tech) that underwater hull cleaning can The industry is now working to » Methods to help shipowners act be completed with minimal risk to implement the standards with a before the biofouling growth and the environment by independently number of stakeholders, including coverage become severe approved cleaning companies working paint manufacturers, in-water cleaning » An approval procedure for to proven high standards,” he said. companies, shipowners, ports, and cleaning companies According to the industry standard, classification societies. » Minimum reporting requirements at least 90% of the macro fouling must They will have to update their » Minimum requirements for be captured by the cleaning company, procedures, which will lead to an inspection, service and and effluent water coming back into successful cleanings, and ultimately — cleaning reports. the sea will have removed organisms BIMCO and ICS hopes — to a general The standard was developed and materials down to a microscopic wide-spread acceptance of by a coalition of companies and size (0.000001m). the standard and associated organisations, which included Akzo For BIMCO and the partners certification and in more ports Nobel, BIMCO, C-Leanship, CMA Ships, involved, the next step is to implement allowing in-water cleaning. DG Diving Group, Fleet Cleaner, Hapag- the standard on a small scale and The standard details planning, the Lloyd, Hempel, HullWiper, International several shipping companies have documentation and assessment part Association of Classification Societies, already signed up to participate, the of the operation, as well as the actual ICS, Minerva Shipping, Portland organisation said. cleaning, the management of the Port (UK), Port of Rotterdam and “It is one of the typical, long-term, effluent — the water involved in the PPG Coatings. unglamorous, behind-the-scenes cleaning — including the capture of Also commenting on the subject, efforts that the industry undertakes, particles, before it is released back into paint manufacturer I-Tech said that which will hopefully have a wide- the sea. marine biofouling build-up on ships’ reaching positive impact on the The standard also includes: hulls and submerged niche areas marine environment and the industry,” » Criteria for the cleanliness of water may be out of sight and out of mind, Loosley said. pumped back to sea even though they represent a huge

CLEANSHIPPINGINTERNATIONAL – Spring 2021 UNDERWATER COATINGS 51

environmental impact and a constant such as the Poseidon Principles and I-Tech and Safinah’s research commercial threat building up under the Sea Cargo Charter. study also found that hard fouling the waterline. Given that the biofouling challenge was present in 95% of niche areas The negative impacts of biofouling is only likely to increase as water in the 249-ship sample inspected are increasingly well-documented temperatures rise, due to the impact and analysed. and the issue has been thrust into the of climate change, it should be of Therefore, even if a ship has a spotlight in recent years due to the key consideration when tackling the barnacle-free hull, its niche areas huge risk that ship hulls, as a vector de-carbonisation of ships for owners could be heavily infested, putting the for invasive aquatic species (IAS) and operators, especially as warming vessel at risk of spreading IAS and also transfer, pose to biodiversity in local waters temperatures increase the risk putting the functionality of the niche ecosystems and economies around of barnacle fouling and many of the area at risk of malfunction. the globe. industry’s key trade routes put ships Although the main penalties of Biofouling on a hull also decreases directly in biofouling hotspots. biofouling in niche areas lie within the a ship’s efficiency, since it creates regulatory efforts to limit the spread of additional hydrodynamic drag when IAS, particularly in certain regions of the hull travels through water. This the world, there are also commercial in turn creates greater fuel demand “It is one of the drivers to dealing with niche areas to maintain the same speed through head on. water. Or, if a ship is operating on fixed typical, long-term, For example, biofouling in box shaft power or a set fuel consumption, coolers can impede the engine cooling speed losses result. system, reducing their efficiency in One type of biofouling organism has unglamorous, cooling inlet water during the start-up a particularly detrimental effect on process as part of the cold-water chain. ship efficiency and fuel consumption behind-the- In the worst-case scenario, heavy is the barnacle. Grouped with other fouling of the sea chest grate can lead hard-shelled organisms, this type of scenes efforts to a total failure of the box cooler. “hard biofouling” will create the highest Undoubtedly, current approaches to levels of hydrodynamic drag on a hull. that the industry preventing the build-up of biofouling A study conducted by I-Tech and in niche areas are not up to standard, independent coating consultants the undertakes yet there are simple steps that the Safinah Group last year revealed that shipping industry can take to tackle barnacle fouling adds an estimated this problem, the company said. $6bn to the shipping industry’s annual The first step is to pay greater bunker bill. attention during antifouling coatings This huge figure is based on the Yet, even among those that application to niche areas. For example, study findings that out of 249 ships of recognise biofouling on ship hulls taking greater care during the coating most types and sizes inspected over as being a huge risk to the bottom application process. This includes a four-year period between 2015 and line and to the environment, there is considering antifouling coatings 2019, more than 40% were suffering an additional sub-layer of sea with a higher polishing rate for from over 10% hard fouling coverage blindness emerging. specific use in the niche areas and on the hull. This level of hard fouling While a significant amount of those that include additional and its impact was quantified using emphasis is focusing on biofouling on protection against barnacle fouling, published data taken from a 2011 the flat surfaces of the hull, there are such as antifouling coatings that study by Michael P Schultz that other areas within a hull structure that contain the patented Selektope, an examined biofouling impact on shaft are not so well-known for their risk to active agent which, when added to power requirement. the environment and ship operations if coatings, repels barnacles even under The scale of barnacle fouling on the biofouled — niche areas. extended static conditions of global fleet, as quantified in the study, Cumulatively, niche areas represent 45 days plus. also makes this type of biofouling a a significant proportion of the When it comes to niche areas and significant contributor to shipping’s underwater surface area of the global preventing biofouling build up, it’s carbon footprint since even 10% shipping fleet — about 10% of the total time for greater attention to be paid barnacle fouling on just under half of surface areas available for colonisation to biofouling mitigation in these areas, the global shipping fleet would equate by biofouling marine organisms. and this isn’t just a case of taking to around 110 mill tonnes of excess CO2 While biofouling in niche areas — advantage of antifouling coating emissions annually. which includes sea chests, gratings, technology in the short term. Shipping’s carbon footprint is and box cooler inlets — may be a small The application methods and increasingly being scrutinised by percentage of a vessel’s hull surface, the design of niche areas should regional regulators and the IMO, as these areas can cause a huge negative be re-visited on a long-term basis, well as outside commercial influences, impact to a ship’s operations. I-Tech recommended.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 52 BALLAST WATER MANAGEMENT SYSTEMS

Shipowners need to be aware of the rules and regulations surrounding ballast water management systems, in what could prove to be a defining year for the industry, as leading BWMS players reveal

ACT NOW OR FACE THE CONSEQUENCES Clean Shipping International talked to comply with the regulations. Unfortunately, several leading ballast water management this is not always the case. system (BWMS) players to hear their views Since BWMS became mandatory on testing, the G8 rules and the forthcoming there have been repeated concerns from International Maritime Organization (IMO) regulators, as well as some owners, that meetings later this year, which are due BWMS have been installed incorrectly. to address issues surrounding the use Errors during the installation process, of BWMS. or during the manufacture of a system, Opening the debate, Simon Hodgkinson, could cause a system to fail to treat global head of loss prevention at West P&I, water properly. said that global ballast water regulations have It is common practice for shipowners created an inherently complex environment for to limit their risk contractually through Simon Hodgkinson shipowners, especially those operating across indicative commissioning testing. However, two different regulatory frameworks. recent research by certification company Global Head of Both IMO and US Coast Guard (USCG) SGS showed that the majority of failures Loss Prevention, rules set strict standards for the treatment were due to the largest microbes, which West P&I of ballast water, which means that a ballast are not currently measured by most water management system must be working indicative tests. as intended. For some shipowners, this is These risks were reduced under the proving to be a complex task. IMO regulations at November’s Marine For example, many shipowners that Environment Protection Committee (MEPC Hodgkinson has spoken with – quite 75) meeting. New commissioning testing reasonably – assume that keeping logbooks, standards were set, which required that a following paper-based rules and installing a BWMS is tested before delivery for every certified BWMS on their vessel is enough to regulated organism type, including the

CLEANSHIPPINGINTERNATIONAL – Spring 2021 BALLAST WATER MANAGEMENT SYSTEMS 53

largest. However, these new standards If untreated ballast water was Response (PPR8) meeting, scheduled will only enter into force in October, accidentally discharged, or if a BWMS for 22-26- March this year, will look at a 2021. Shipowners planning newbuilds had an undetected fault that was proposed protocol for the verification of or retrofits before this date should discovered only through compliance BW compliance monitoring devices. ensure that they have taken these risks action, it would be treated as a There is a joint submission from into account when talking to suppliers, pollution incident. In most cases this Canada, Denmark and Germany, as he warned. will be covered by P&I cover. members of the International Council However, a vessel that arrives for the Exploration of the Sea (ICES) BWMS FAILURE at port with a broken BWMS and (PPR8/11), plus and independent There are a lot of reasons why a BWMS discharges untreated ballast water, comment on PPR8/11 from France. might fail. In most cases, a crew will be where there has been no attempt As for MEPC 76 (10-17 June), able to readily identify that there is an to remedy the situation, will not no BWMS documents have been issue before a discharge. be covered. submitted as yet, as submissions If a BWMS fails while at sea, the It is thus critical that shipowners for this meeting are due by crew must communicate the issue with work with ballast water suppliers and 10 March, 2021. the destination port prior to arrival. their P&I Club to ensure that they are Guy said she was encouraged to The ship may then conduct a water following best practice at all times. see the finalised adoption concerning exchange offshore, or, if facilities exist, From the commissioning of systems BWMS commissioning testing at last arrange to discharge the ballast water to operation, a shipowner must ensure year’s MEPC 75 and the confirmation to an onshore facility. that their systems are working as that the amendments will come into Should a failure happen in port, designed and their paperwork is up to force 1 June 2022. there are fewer options open. date, he concluded. The finalisation of BWM.2/Circ.70- Depending on where the ballast is Rev.1 and its associated document, situated, it may not be possible to BWM.2/Circ.42/Rev.2, provided the load or unload cargo until specialist industry with the vital instructions engineers have fixed the system, “Indeed, a needed for implementation. Hodgkinson said. Further, BWM.2/Circ.42/Rev.2 There is also the risk of an shipowner showed significant progress, compared undetected failure, due to issues with to the previous version in respect of filters or turbidity causing faults that could have done its general approach for indicative and could only be detected through lab detailed analysis. quality testing. Indeed, a shipowner To ensure confidence in this could have done everything by the everything by emerging requirement, Guy said that book yet face fines and delays upon she hoped the IMO will continue to compliance testing. the book yet face build upon this document during MEPC 76 and MEPC 77 when it comes to PAPERWORK ISSUES fines and delays a level of confidence, which today is Despite the mechanical risks created largely still “to be determined” or to be by ballast water regulations, the upon compliance internationally standardised. majority of non-compliance issues so With this clarity, a unified way far have stemmed from paperwork testing” of working can be implemented by issues. Lapses in paperwork currently Flag Administrations, Recognised account for most of these cases, Organisations and testing suppliers to where a vessel has been granted an bring piece of mind to shipowners and exemption that has then been allowed STABILITY NEEDED BWMS suppliers alike, she concluded. to lapse. These are often caused by Looking into her crystal ball, Michelle vessels travelling between IMO and Guy, Wärtsilä BWMS team sales TEST PROTOCOLS USCG jurisdictions and neglecting to manager, said that as shipowners, Alfa Laval explained that when the renew the required exemptions. managers and operators need to be work with the new revised IMO test Certificates, logbooks, exemptions, compliant with both international and regime G8 was initiated back 2014, and the ballast water plan must all localised rules, a period of regulatory the aim was mainly to make the be up to date – and specific to the stability is required for vessels to settle testing protocol: vessel in question. The crew must into their new operations. » More robust and maker independent also be aware of the contents of the Constant uncertainty with changing » Bring transparency of test results Ballast Water Plan and able to answer standards, compliance testing and and system design limitations questions about it. This can be a so on makes a hard operational and » Last, but not least, harmonise the mystifying process for shipowners. economical decision even harder. requirements and make sure a In some cases, however, a claim She explained that the IMO’s Sub- consistent review was conduct with might stem from a faulty BWMS. Committee on Pollution Prevention and all member states.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 54 BALLAST WATER MANAGEMENT SYSTEMS

In practice, the USCG requirements operated in one mode in US waters G8 GUIDELINES had already set the technical bar for as in the rest of the world. Since Debra DiCianna, senior compliance making the testing more robust and UV systems generally have no manager, Choice Ballast Solutions independent, but what has been of temperature or salinity limitations, this explained the role of G8. great value for vessel owners was new policy will enable the acceptance She said that the Guidelines for the transparency of the system’s of usage of the system also in low UVT BWMS approval (G8) were established design limitations. (turbid) waters this is of great benefit to support the Ballast Water Today, it is clearly stated on for UV technology, the company said. Management Convention (BWMC) for the certificates what associated As for the forthcoming IMO the BWMS type approval. limitations the systems have in terms meetings, Alfa Laval explained that The initial Guidelines G8 of salinity, temperature, hold-times PPR 8 will be digitally held in March, (Resolution MEPC.125(53)) were and UV-transparency. After a review, 2021. The aquatic species (ballast revised in a series of amended it can clearly be concluded that resolutions (MEPC.174(58), some systems are less suitable for MEPC.279(70)) to improve type global trades. approval testing. In 2018, MEPC One example given was that more adopted the Code for Approval than half of the UV systems can’t treat of Ballast Water Management water below a UV Transmittance (UVT) systems (BWMS Code) through of 60% without limitations – 60% of “It is important for Resolution MEPC.300(720). all UV and electrical conductivity (EC) The BWMC was then amended to systems have some in-tank ballast vessel owners to include the BWMS Code. There are water hold-time limitation. many technical differences between Of the EC systems, many have assess their fleet the G8 and BWMS Code, which limitations in temperature or salinity, would be too lengthy to explain in and without, for instance, power plugs requirements, this feature. that consume a lot of energy or supply The Guidelines G8 were only of salt they will not be operable in so they don’t recommended procedures for a type many waters, Alfa Laval explained. approval. The BWMS Code includes It is important for vessel owners find out after an requirements for BWMS type approval to assess their fleet requirements, so and certification to ensure all BWMS they don’t find out after an installation testing undergoes the same, more that the system is inoperable. Vessel installation that rigorous testing. owners should simulate their trades Talking of the new testing regime, to give a compliance navigator. Then the system is she said that its value has yet to be they can assess beforehand if the proven. From Choice Ballast Solution’s system design limitations will match inoperable” experience, most BWMS installation the water conditions for the vessels’ issues could be resolved through more trading pattern. thorough surveys by class societies Turning to the US Environmental and/or flag administrations, which is Protection Agency (EPA), Alfa Laval required for a BWMS operation – not said that the main purpose of its Vessel additional testing. Incidental Discharge Act (VIDA) act water) will be tackled in a working Commissioning testing to receive was to implement a national standard group that also will manage topics a International BWM Certificate in order to have vessels comply related to anti fouling systems. A (IBWMC) makes a BWMS installation with various standards, as they pass topic on the ballast water agenda is to and commissioning more complicated state borders while sailing on the finalise the protocol for the verification and creates many logistical problems. US waterways. of ballast water monitoring devices. If the BWMS installation is undertaken The act also states that the new For MEPC 76 and MEPC 77, it is in a shipyard and the IBWMC needs standard must be as stringent as the expected that the regulatory activity to be issued at that time, Vessel General Permit (VGP) 2013. One will be low, but activity will increase commissioning testing may be very important new step in VIDA is the once the building phase is seen to start difficult to complete, due to the acceptance of type approval protocols to come to an end (MEPC 79). water quality in the yard and ability that render organisms non-viable. This At that time, it is expected that to get testing support. In addition, finally put the US authority’s definition states and organisations will share the cost of commissioning testing of live/dead versus the IMO’s non- their experience and the convention can be significant. viable discussion to an end. will eventually be amended to fix any Currently, she said that Choice is Once testing policies are released, common problems that were identified, supporting its customers that want a this will enable UV systems to be the company concluded. test to ensure their BWMS is operating

CLEANSHIPPINGINTERNATIONAL – Spring 2021 BALLAST WATER MANAGEMENT SYSTEMS 55

as promised from the manufacturer’s MORE ROBUST in only two different salinities, but purchase agreement. This type of Expanding on G8, Ecochlor CEO Steve received an approval for all three water testing usually occurs during the first Candito claimed that the BWMS Code types – fresh, salt and brackish water. year of operation. type approval is more robust than However, under the new requirements, Turning to the US Environmental earlier versions of G8 and is closer manufacturers must test in all three Protection Agency (EPA) proposed to the BWMS standards regulated by salinities to receive approval. Vessel Incidental Discharge the USCG. Furthermore, the BWMS A BWMS that has not been tested Performance standards, DiCianna Code contains requirements for type in all salinities will have limitations, explained that these did not require approval versus G8 guidelines that included within the BWMS Code Type an assessment of new environmental were open to interpretation. Approval Certificate. impacts on ballast water discharges. The second change focuses on SDLs The EPA proposed new type and, again, the certificate must identify approval testing for low salinity ballast each relevant operational parameter water, which would be a new challenge together with the validated low and/or for BWMS suppliers. high parameter values. One of the keys to compliance is The system’s design capacity is simple regulations. The differences obviously a critical parameter since it in type approval certificates (that is, must match the vessel’s ballast flow USCG versus BWMS Code) are already rate. For example, the Ecochlor system complicated and confusing. Adding is approved for 50-16,200m3 per hour, another different point could further which is the highest approved flow rate confuse the ship’s crew and complicate in the industry. the ship’s compliance. This flow rate capacity must be Choice Ballast Solutions offers noted on the type approval certificate support for BWMS compliance – and the vessel may not exceed the flow from scanning, surveys, integrated rate listed on the certificate. engineering designs, installation to The third factor in the BWMS Code post installation compliance. is related to bypass requirements The company has expanded its that requires manufacturers to have support to include many environmental “…bypasses or overrides to protect areas, such as EPA Vessel General the safety of the ship and personnel…” Permit, the upcoming Vessel Incidental Ecochlor CEO Steve Candito that are connected to the vessel’s Discharges regulations, biofouling and As of 28 October, 2020, it became a ballast system. various MARPOL issues. requirement for shipowners to install These bypass systems must As for the forthcoming IMO a system that has BWMS Code type activate an alarm and be recorded by meetings, she said that the main approval in order to be compliant with the BWMS’ control and monitoring focus of PPR8 in March is biofouling, the IMO BWMC. This requirement will equipment. The crew is required to MARPOL Annex IV, the IBC Code and negatively impact any vessel with trade record this information within the black carbon. routes outside the US that selected a ballast water record book every Choice’s main attention will be BWMS without this approval. time the system is bypassed or an directed at the review of the 2011 In addition, the BWMS Code type alarm activates. Biofouling Guidelines to ensure approval process has a number of Finally, with regard to general any changes are in line with the changes that are different from the G8 monitoring, the system must monitor, company’s experience. approval and these restrictions are record and store sufficient data on the As it will be a virtual meeting, it will now noted directly on the certificate. various operating parameters to verify be difficult to address any topics that Requirements that vessel owners correct operation for at least two years. require extensive discussion at MEPC should keep a particular eye on are: Alerts must automatically occur when 76. She said she hoped that MEPC 77 » System operating parameters the system is shut down or when an will allow the full discussion of topics » System design limitations (SDL) operational parameter exceeds the that need to be considered, such as » Bypass requirement records approved parameter. an amendment to the BWMC to permit » General monitoring notations. As for the testing regime, Candito ballast water exchange (BWE) as a Analysing each of the above factors explained that a BWMS efficacy test at contingency measure if a system is more closely starting with system commissioning is a small but important not operable. operating parameters in relation to step within the scope of a BWMS The BWMC is worded such that BWE water quality, it typically focuses on the installation. It is critical to provide clear is no longer an option after a ship’s salinity and temperature of the water. and concise evidence that the BWMS compliance date for Regulation D-2, Prior to the BWMS Code, has been properly installed and is she explained. manufacturers could test their BWMS operating correctly so that it can meet

CLEANSHIPPINGINTERNATIONAL – Spring 2021 56 BALLAST WATER MANAGEMENT SYSTEMS

the compliance requirements at any to install a system to be compliant. of the Final Vessel Incidental Discharge port worldwide. While vessels operating exclusively on National Standards of Performance. This testing process during the Great Lakes will not be required From that date, the USCG has two commissioning is not dissimilar to the to comply with the ballast water years to publish its final regulations on-board testing that all BWMS have discharge standards, extra ballast for implementation of the performance undertaken during their IMO/USCG water exchange requirements may standards established by the EPA. certification processes. The owner apply to vessels operating in the Pacific As for Ecochlor, the company had must select an independent testing region and those trading to and from increased the number of chemical organisation to carry out the IMO the Great Lakes. service resupply hubs and spare parts BWMS commissioning test. supply network and has further plans In most cases, according to the to develop more locations that align guidelines set in place by the flag with the needs of the client-base. administration, the manufacturer may The goal is to have these services be allowed to be present, but is not “Under the current located throughout the three main time permitted to either operate the system zones – Asia, Europe and the US – and or to assist the crew, as they are Proposed National in multiple areas. required to run the system from uptake to discharge. GREEN MARINE Standards of Furthermore, Candito said that TESTING ADVOCATE Ecochlor is continuing its ongoing Along with shipowners, Ecochlor has Performance, a plans for expansion and diversification always been an advocate for testing through a “Green Marine” platform after the installation. “The reason for national standard in collaboration with other maritime our support is clear,” said Candito. business providers that offer “It is just as important to us, the will pre-empt environmental products and services manufacturer, as it is to an owner, to to the maritime industry. be confident that our system is working state and local Addressing future IMO meetings, effectively prior to the ship leaving Candito said that at MEPC 75, the the shipyard.” laws, making it committee adopted amendments to Expanding on the EPA proposal, the BWMC in regard to commissioning Candito said that it contained a new testing along with a new 1 June, 2022 set of regulations covering discharge less confusing for date for mandatory compliance. of ballast water – among a list of 20 The committee also approved different types of discharge – under shipowners sailing “Revised Guidance for the the new Vessel Incidental Discharge commissioning testing of ballast water Act (VIDA). to multiple ports in management system” (BWM.2/Circ.70/ The proposed standards are in the Rev.1); and “Revised Guidance on form of “numeric effluent limits and the US” ballast water sampling and analysis best management practices… that for trial use in accordance with the are at least as stringent as the 2013 BWM Convention and Guidelines Vessel General Permit (VGP), with (G2)” (BWM.2/Circ.42/Rev.2). limited exceptions”. At PPR8, one item on the agenda Under the current Proposed Candito said that a long-awaited for discussion is the “Evaluation and National Standards of Performance, a question that remains unanswered harmonisation of rules and guidance national standard will pre-empt state concerns the quantification of “non- on the discharge water from EGCS into and local laws, making it less confusing viable” organisms in ballast discharge. the aquatic environment, including for shipowners sailing to multiple Under the proposed VIDA standards, conditions and areas”. ports in the US – although there are the EPA has taken the position that The virtual meeting will also procedures in place for States, working until the USCG has identified testing consider a draft protocol for verification through the EPA or the USCG, to seek protocols based on best available of ballast water compliance monitoring different discharge requirements. science available for enumerating devices (CMDs). If the sub-committee In addition, VIDA has extended its non-viable organisms as there are for agrees to a final draft protocol, this jurisdiction for regulating incidental “dead” organisms, the current testing would be presented for consideration/ discharges out from three to 12 requirements will remain the same. possible approval at MEPC 76. nautical miles at sea. Many UV BWMS manufacturers were This topic is of interest as it could One interesting change relevant to expecting the USCG to follow the IMO provide insight of how use of CMD’s US flag coastwise crude oil tankers standards on this issue. may influence and be incorporated is that the exemption for BWMS is The next step in this process occurs into compliance monitoring for ballast removed, thus they will now need when the EPA releases the publication water regulations, Candito concluded.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 BALLAST WATER MANAGEMENT SYSTEMS 57

STEP FORWARD that they are selecting has met a overall effectiveness of the entire Dimitrios Tsoulos, De Nora’s regional standardised and rigorous testing system – and leaving manufacturers sales manager EMEA, said that the process,” he said. open to criticism from shipowners amendments to the BWMS Code “We note that these efforts take and operators. introduced at MEPC 75 last year were a great deal of input from many The new requirements for a real step forward for shipowners. stakeholders. There are significant commissioning testing, rather than G8 After early reports of widespread differences in technologies, water testing, are really bringing filters to the operational issues in some systems, quality and vessel operating fore, he said. the authorities acted to update parameters that impact the use of This process is a critical test of the standards that systems must these guidelines and protocols. filter performance, with less robust meet to better reflect how they “We highlight here that the Ballast models unable to perform adequately work operationally. Equipment Manufacturers’ Association in the challenging conditions at or near This very much chimes with De (BEMA) is an important and co- shipyards where water quality is poor, Nora’s philosophy, he claimed, saying; ordinated voice in supporting the and the [water] depth is shallow. “We designed our BALPURE system ongoing successful implementation of Poorly performing filters can return to meet these goals from the start. the Ballast Convention,” he concluded. an “unsatisfactory” test, which must The system’s original design and be repeated at a later date, triggering configuration has been rigorously KEY ELEMENTS additional expense and inconvenience. and extensively tested throughout its Filters are obviously a key element As a result, shipowners and end- development, and is still in use.” of any BWTS. There are two key users increasingly understand that Testing has been conducted around considerations BWTS manufacturers to avoid problems with their BWTS the world in a range of natural waters should be aware of when selecting a they must select a system that with varying ecosystems and salinities filter, Mark Riggio, Filtersafe’s head of comes with a strong and robust filter, in accordance with strict quality marine explained. Riggio stressed. standards and the efficacy of the The current virtual IMO meeting system is in line with the IMO BWMS format adds a challenging new Code and USCG regulations, he added. dynamic to current MEPC meetings; “At the same time, it is not a in particular, placing additional time panacea; there is ample scope for constraints on delegates. operational issue with many BWMS on This means many pressing the market right now. agenda items are competing for “Shipowners and suppliers must the committee’s attention and work together closely to ensure that Filtersafe expects that items related the compliance challenge is met to greenhouse gases, pollution and consistently in operation. This level of sewage treatment will be given priority collaboration must include supporting over ballast water. with an installation, but it must extend There are several ballast-related into the operational phase,” he said. issues, including the experience- building phase, that still need to ONETANK SUPPORT be addressed. Kevin Reynolds oneTank Managing Riggio said that he expected to see Director said that he and his team the industry starting to look closely supports the IMO’s efforts, through at replacement components and MEPC and PPR committees, to undertaking further work to look at clarify guidance and increase the modification of type approvals as confidence in the effectiveness of Filtersafe head of marine Mark Riggio equipment continues to improve. BWTS technologies. First, the most important foundation “This is critical for filter The implementation of the BWMS for an efficient BWTS is the filter’s manufacturers including Filtersafe, Code, also called Revised G8 last ability to remove large organisms. This as it opens up the opportunity for us October, was a good example. This reduces stress on the treatment aspect to introduce product improvements revision built on over a decade of of both chlorine and UV systems, based on our experience, such as new experience to provide clarity to the reducing power and chemical usage. cleaning mechanisms and improved testing process and added some Second, manufacturers should filter meshes,“ he said. important checks, such as regrowth. consider the filter’s operational A new USCG policy letter (CG-OES “This is positive as it provided performance in heavy sediment Policy Letter 03-20) supports more increased clarity to ballast water loads. It is imperative that the filter defined testing regimes for product treatment makers on testing does not clog, as this would limit improvements, streamlining approval requirements and increased confidence or even prohibit water flow through processes and enabling BWTS to to vessel owners in that the equipment the BTWS, ultimately impacting the evolve. This evolution can be realised

CLEANSHIPPINGINTERNATIONAL – Spring 2021 58 BALLAST WATER MANAGEMENT SYSTEMS

faster if the IMO steps in and follows OPTIMARIN CERTIFICATED compliance, reliability and performance the USCG’s lead, he stressed. Norwegian-based BWTS provider have been central to building our As for the life of a filter, Riggio Optimarin, meanwhile, has received a reputation in the market, as it means explained that it is designed for the life revised IMO G8 certificate. more uptime for the shipowner. We’re of the vessel, therefore has a roughly This ensures complete global pleased to move forwards with a 20-year life span. compliance for a growing customer certificate for a top-class system that However, Filtersafe recommends base, which includes the latest orders ensures our customers can enjoy the mesh screens are inspected received from Arriva Shipping, for its flexible, worldwide operations with every five years during routine BWTS fleet of drybulk vessels, and Østensjø complete peace of mind.” inspections to ensure they are still Rederi, for four newbuilds currently “Shipowners and operators looking operating effectively. under construction at Spain’s Gondan to select systems need to ensure that As the mesh filter screens are shipyard, the company said. technology is future proof in terms typically 20 or 40 microns in opening, Optimarin’s revised G8 certificate of regulations,” Kallestad warned. they cannot be easily reverified visually followed a successful testing “Suppliers, like Optimarin, that and instead require special tools for programme conducted at Norway’s can offer full USCG and revised G8 detailed inspection. NIVA facility, from September, 2019 to certification, alongside a long history He revealed that Filtersafe is June, 2020, where 32 IMO and USCG of operational success, will provide currently developing its own tool tests were run in parallel using two that reassurance. to simply and rapidly verify mesh filters – Filtrex and Boll & Kirch – “It’s important to identify suppliers integrity. This aims not only to increase simultaneously across three salinity that actually have the approvals in place the lifespan of screens, but also to give conditions – fresh, brackish and marine now, rather than promising they will owners confidence that the filter is still water – with zero interruptions or get it, to make sure installations and operating effectively. mechanical issues recorded. operations proceed with the minimal of Filter service packages are To gain a certificate, five tests are disruption… or disappointment. In other typically included in the overall needed on the three salinities, which words, choose a partner you know you BWTS service plan, with inspections should take place consecutively can trust,” he added. completed by BWTS manufacturers on each. G8 testing can also Optimarin’s technical sales every five years at the same time as be combined with a USCG type manager Jurrien Baretta, speaking disinfection equipment. approval. A plan approval is required, at a seminar, explained that, as the He added that the company has a Optimarin explained. type approval is linked to all of the highly collaborative relationship with equipment’s components as tested – BWTS manufacturers. the company is not allowed to remove “It’s absolutely essential for us or replace anything without losing to ensure that manufacturers are the type approval – this new testing provided with a filter that supports sequence was a good opportunity to the overall performance of the BWTS, carry out some improvements to the ensuring it meets shipowner and end original design. user expectations,” he said. The original protocol still gave “When a problem is reported some room for interpretation, which to us, we aim to react quickly, even was further detailed in the revised supplying free filter screens outside G8/IMO code, as DNV GL’s Martin of the warranty period if the product Olofsson explained. doesn’t meet our expectations. Under the IMO D-2 rules, all new We’re also actively investigating vessels built on or after 8th September installations where problems have 2017 must be in compliance with BWMC, not been seen. while existing ships must comply at “We’re making a huge effort to their first IOPP renewal survey after 8 reach out to BWTS manufacturers, September, 2019. All vessels must be in asking them to open their filters and compliance by 8 September, 2024. assess their performance. If a filter has Olofsson explained that the USCG was performed particularly well, we want the driving force in the type approval to extract lessons learned and share Optimarin CEO Leiv Kallestad process. Today, some 37 different BWTS them with others to increase standards “Our simple, easy to install and have gained USCG Type Approval with across the industry. environmentally friendly UV-based another five under test, according to “This outreach programme is technology has a history of reliable the USCG. He agreed that installations only set to grow once the covid-19 operation, both at sea, with our would probably peak in the summer of pandemic subsides and international customers, and in the most stringent 2022 with maybe up to 10,000 vessels travel mobility starts to improve,” testing environments,” said Optimarin involved, which will cause problems in he concluded. CEO Leiv Kallestad. “Market leading the shipyards’ scheduling.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 RECYCLING 59

A recent seminar revealed industry

Sotiris Raptis, ECSA director ICS’ expert John Stawpert leaders’ thoughts Petter Heier, Grieg Green CEO marine safety & environment on the recycling industry and the standards that still need to be set

Ilker Sari, President Rata Shipping GMS head Dr Anil Sharma IS RECYCLING COMING UP TO SCRATCH? Effective from 31 December 2020, ships To create a more efficient and transparent above 500 gross tonnes flying the flag of IHM approval and certification process, DNV an EU/EEA member state, or third-party GL introduced a feature in June last year to flagged vessels calling at European ports, “Request IHM approval” in “My Services”. must carry an Inventory of Hazardous Materials (IHM) certification on board PART I MAINTENANCE – the EU Ship Recycling IHM Part I should be properly maintained Regulation (SRR). and updated throughout the operational life To make the process as efficient as of the ship, reflecting new installations possible, IHM services are now provided containing any HAZMAT referred to in Annex through digital platforms. II of the EU SRR and relevant changes in the There are several companies offering this structure and equipment of the ship. service. For example, DNV GL, soon to In case there is no procedure become DNV, has developed software under implemented on board the ship for the the banner of IHM Green Server (IGS) in the maintenance, a detailed inspection may be “My Services” area on its Veracity platform. carried out by Port State Control. IGS can be used for the initial IHM Part I DNV GL said that it was crucial an IHM preparation, for approval and certification maintenance procedure be established and and for further maintenance activities. implemented, and to identify products that The software can be used by any fall into its scope. For these items, interested party, such as a shipyard, shipowners need to collect information in the shipowner/manager or hazardous materials form of Material Declarations (MDs) and (HAZMAT) expert company. When the Supplier Declaration of Conformity (SDoC). relevant data is entered, the software The EU SRR states that “an IHM certificate generates IHM Part I in a digital format: shall cease to be valid, if the condition of the

CLEANSHIPPINGINTERNATIONAL – Spring 2021 60 RECYCLING

ship does not correspond – with the When on-board attendance is not says, although he admitted that the particulars of that IHM certificate, possible, due to covid restrictions European yards were more involved in including where IHM Part I has not and where an IHM Part I has been newbuildings and shiprepair, so hadn’t been properly maintained and fully prepared, the administrator will taken recycling seriously. updated”. If a valid IHM certificate is not agree to Recognised Organisations Those yards embracing change, heldon board then a ship can be (ROs) conducting remote initial were mainly based in China – which detained, DNV GL warned. IHM surveys subject to their has since banned the recycling of A real-time IHM is kept in the IGS satisfaction with the contracted overseas ships, but could restart soon software and can be generated at any expert company’s experience, and – Turkey and India. Bangladesh will time with one click. All the changes are that the IHM Part I complies fully hopefully come up to scrutiny in the not recorded in the vessel’s audit trail, with the EU’s SRR requirements too distant future, he said. which acts as an IHM Maintenance and the guidelines contained in IMO It is not only the facilities that should Log Book. Resolution MEPC.269(68). pass audits, it is also the responsibility Verification confirmation on board of the shipowner to send his or her REMOTE SURVEYS will be carried out at the next assets to the right yards, he said. Gaining greater relevance since the scheduled statutory survey where the Before the pandemic, Grieg Green COVID-19 pandemic restricted travel, RO surveyor’s physical attendance had introduced a remote IHM survey remote surveys and sampling under is possible. capability. Heier believed that there the EU SRR are now being offered by This Technical Circular should be are around 30,000 ships needing a several companies. retained on board the vessel to present hazardous material survey before the According to the flag state Marshall as evidence to EU Port State Control EU’s deadline. Islands’ maritime administrator, when, should there be any questions on the Heier said that the use of remote due to covid-19 restrictions, on board Administrator’ policy regarding surveys helps to create crew attendance is not possible by an IHM this issue. awareness on board, with seafarers expert company to conduct the The circular is valid until 30 June, becoming engaged and taking sampling portion of the IHM Part I 2021, the date on which the ownership of the IHM regulations by preparation, the ship’s crew can “harmonised approach” by the EU on conducting their own HAZMAT surveys. undertake this task under the remote enforcing its SRR expires, unless He went on to explain that it was guidance and direction of an otherwise extended. necessary for expert companies to expert company. have a representative at the yard This is on condition that all ACCENTUATE THE POSITIVES continuously, while one of their audited documented training and qualification Despite still getting a bad press, the art ships is being recycled. records are provided for the crew, of recycling ships has come a long way There are now 10 or more IHM which cover the sampling procedures, in the past 10 years. auditing companies and, as a result, hazard awareness, and safety Today, there are far more positives a big change could be seen in yard measures to be implemented, than there are negatives. Now, across personnel training and the general including the requisite personal the world, there is a mix of good and awareness of safety, efficiency and protective equipment (PPE). bad yard facilities worldwide, leading compliance, he said. The IHM expert company should experts said at a recent seminar. Grieg Green monitors the world’s ensure that o- board visual and Many recycling yards have adopted top ship recycling facilities and audits sampling checks are carried out in compliance with the IMO’s Hong them regularly. They must be ISO 9001, accordance with the plan prepared Kong Convention (HKC), the EU ISO 14001 and OHSAS 18001 certified, by the expert company. The samples RSS and are operating in a safe and as well as adhering to the HKC and should then be packaged and sent responsible way. EU SRR. ashore to the expert’s appointed Global green recycling consultant Each yard must have developed a laboratory, and the IHM Part I Grieg Green’s CEO Petter Heier, Ship Recycling Facility Plan where all process completed in the part of the Norwegian family- technical and human aspects of the normal manner. owned Grieg Group, said scrapyard recycling process are described and Where a vessel has a semi- or audits were being carried out covered ensuring that working and partially-completed IHM with an based on EU regulations with environmental conditions are met in a associated approved Statement of other soft issues added, such as proper way. Compliance (SoC) that does not looking at the management of the The Basel Convention, which contain on-board (either targeted recycling companies. dates from 1992, was designed to or random) sampling, the flag state He thought that many yards were control cross border movement of will accept remote surveys provided operating in “a good way”, especially hazardous waste, especially from a that documentation is kept on board in India. The ones that are perceived developed country (OECD) to a non- the ship indicating when it will be to be below standard had a lack of OECD country. feasible for qualified samplers to understanding of today’s issues and A vessel sold for recycling is complete the IHM. that includes some in Europe, Heier categorised as waste and a certain

CLEANSHIPPINGINTERNATIONAL – Spring 2021 RECYCLING 61

process therefore needed to be he stressed. The thus-far unratified take care of the entire logistics chain, followed if exporting the vessel from HKC has been good news and had led including vessel deliveries to the yards. one country to its recycling destination. to the upgrading of recycling yards, “We execute deals based on the The IMO’s HKC was adopted in he says. Another positive sign was the seller’s wishes and are not married 2009, with the intention to address the number of IACS class societies that had to any one particular shipyard,” working and environmental conditions gone into some of the yards to help he explained. in ship recycling facilities globally. bring them up to standard. Between January, 2020 and Until recently, the convention has Yard improvements were January this year, prices paid by the been ratified by 15 countries, including accelerating, he said, adding that scrapyards have escalated by about Norway, Denmark, Japan, Malta, several yards had already gone beyond 20%. There have also been a number Panama and India. the HKC in terms of facilities. of very large ore carriers (VLOCs) sold Heier said that Grieg Green uses He admitted that Pakistan still for recycling during the past year. the HKC guidelines as a basis for the had problems, but had committed at These vessels can fetch up to $20m technical standards. least publicly to improve the yards. on the demolition market, resulting in In addition to the international With China possibly opening up again recycling becoming competitive with regulations, local national regulations soon, this would bring more compliant the secondhand market. must be followed by recycling facilities, recycling yards onstream. He explained that a 10,000ldt he said. Stawpert believed China might also bulk carrier took around 45 days to As well as China re-entering the ratify the HKC, which would mean it dismantle, but a cruise vessel was recycling arena soon, India has plans to could be rubber-stamped by 2023. more complicated, having a greater double its recycling capability by 2024. Bangladesh could also be compliant by number of components and could only This was revealed in the Indian the same year, but like everywhere has be demolished at a rate of around Finance Ministry’s budget for fiscal been hit by covid-19. 4-5,000ldt per month, thus a 20,000 ldt year 2021 recently. He pointed out that a Bangladesh cruise ship could take five months to yard even recycled Greenpeace’s dispose of. BILATERAL AGREEMENT Rainbow Warrior in a compliant way. Many years ago, asbestos proved European Commission Shipowners’ to be a major problem with cruise Association (ECSA) director marine FACING ISSUES ships, but the industry is now much safety & environment Sotiris Raptis Ilker Sari, President of Turkish-based more careful given the IHM Code. explained that the EU’s list of approved Rata Shipping explained the situation Bangladesh has totally banned shipyards was updated last November. from a Turkish viewpoint, saying that cruise ships on HAZMAT grounds but He said that there was no out of 26 plots available in the Izmir generally paid higher prices for other agreement in place with India being area in 800 acres of shoreline, 22 vessel types, as the country does not a non-OECD country, but hoped that were active. import raw materials for its domestic talks would take place on a bilateral However, he said the Turkish steel industry. agreement soon. The EU banning of recycling industry was facing issues, In general, he agreed that the yards Indian yards came under the 2019 Basil not least of which was that out of the were in a much better state than 10 Ban agreement. 15 yards that applied to be listed with years ago. There was a new generation Discussions were underway at the the EU, only seven were accepted when of managers entering the sector and EU regarding whether the EC should he thought around 10 would make it proper procedures were being put be allowed to negotiate the export of onto the list. into place. waste from an OECD to a non-OECD Recently both cruise ships and the Dr Sharma said that he expected country. He confirmed that there would offshore units had swelled Turkish a lot more tankers to be circulated likely be a revision of the EU SRR in yards with some cruise vessels having for recycling this year. He revealed 2023 with possibly a financial incentive to layup in Europe to await space at a that due to the rise in containership and an EU beneficial ownership recycling yard, due to slot limitations. charter rates, GMS has sold several for scheme introduced. He admitted that Turkey could not further trading having purchased them compete on a price per lightweight originally for recycling. AT THE CROSSROADS tonne (ldt) basis for a ship but He thought that the European Waste The International Chamber of that the yards could offer more of Management directive was just a Shipping’s (ICS) manager environment a quality recycling operation and paper exercise. It can take 60 days to & trade John Stawpert warns that the proper management. organise exports, due to the amount of proposed 2023 EU rule changes could form filling needed, he claimed. put up barriers and was more likely ALL ABOUT THE PRICE The number of HKC compliant to penalise the European-based ship Cash buyer GMS founder and CEO Dr recycling yards stands at around 92 operator. “Europe is at the crossroads Anil Sharma said recycling today was in India, 14 in Turkey, two in China on this issue,” he said. all about the price per ldt, supply of and one in Bangladesh. Thus far, Europe must decide whether to ships and regulations. He explained no Pakistani yards have gained adopt the HKC or go on its own path, that GMS’s modus operandi was to a certificate.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 62 WIND POWER

There has been a certain amount of scepticism in some quarters following the failure of a few initiatives down the years, but auxiliary wind power is beginning to attract attention once again

Sail streaming tests on a VLCC (Photo ©Korea Shipbuilding and Offshore Engineering)

SAILING INTO THE WIND

The world stood up and took notice stage of a newbuiding. In today’s worldwide when Maersk Tankers elected to trial weather pattern, Riski claimed that an owner Norsepower rotor sails on the LR2 tanker or operator could see a return on investment Maersk Pelican. (ROI) after four years or less and the concept Following a year of operations, would work on most type of ships. Norsepower’s CEO Tuomas Riski claimed There were several practical elements that the calculated fuel savings were that needed to be considered before 8.2%. Although this particular installation locating the sails, such as structural criteria, was a retrofit, he said there was a huge including deck strength and vessel stability, opportunity for fitting auxiliary wind power sight of navigation from the bridge, control on newbuildings, as this would prove the system automation integration and others. A cheaper option. risk assessment should be carried out again The Maersk Pelican was recently sold at an early stage of the design stage which and it is not yet known whether the new could alleviate problems at a later stage. owner will retain the rotor sails on board. Most of the initiatives on offer and others However, Riski claimed that an installation that are in the pipeline designed to achieve and operation of rotor sails could save the severe reduction in carbon emissions anywhere between 5% and 20% of fuel and called for in 10-20 years time will be market thus emissions without changing the profile driven. For example, in the secondhand of the ship. sale and purchase market, a ship’s energy The installation costs will also come consumption and emissions will be taken down, if shipyards built the concept into into account going forward. their designs at an early stage. Riski called It was thought by some stakeholders that for shipbuilders to include the possibility of the potential for savings when using sails fitting sails at an early phase of the design was higher in smaller and slower vessels. A

CLEANSHIPPINGINTERNATIONAL – Spring 2021 WIND POWER 63

vessel’s geographic trading area and Norsepower’s rotor wail solution board a large bulk carrier. Preparations service speed will need to be taken into is an updated version of the Flettner are currently taking place with the account while doing the calculations. rotor, a spinning cylinder that uses installation on board scheduled for In the future, compliance with an aerodynamic phenomenon known this year. regulations in force and those pending, as the Magnus Effect to harness wind At present, the owner wishes to will be key and stakeholders will power to produce thrust for a ship. remain anonymous thus little detail has need to see what’s coming over the SC Connector, which sails between been released thus far. horizon. The rationale for fuel savings Western Norway, Denmark, the is ever more important as the shipping Netherlands, Sweden and Poland, sails TESTING TECHNOLOGIES industry moves forward with new fuels. under multiple bridges and powerlines, Elsewhere, a new research project Shipyards will also need to requiring adaptation of the rotor sails focused on combining emerging think outside the box with the new to tilt to the almost horizontal when the technologies to promote low-carbon regulations and fuels being talked of. vessel is required to operate at a low shipping will test its technologies on They will have to be more flexible and air draft. in-service vessels. not try to charge a premium for new Riski says of the Sea-Cargo The project, which is named CHEK technology with their designs. installation: “Completing the (deCarbonizing sHipping by Enabling Financiers are now taking on board installation has been extremely Key technology symbiosis on real the need for more efficiently designed rewarding, as it reflects how, in taking vessel concept designs), is receiving ships, as both the Energy Efficiency a collaborative approach with a funding from the EU Horizon 2020 Design Index (EEDI) and Energy customer, we can innovate to create programme to accelerate innovation Efficiency Existing Ship Index (EEXI) solutions that allow rotor sails to with tests of a sail on a drybulk carrier, reporting systems will mean that a benefit almost any vessel type or as well as a hydrogen-powered ship ships must reduce their emissions and trading route. engine on a cruise ship. fuel consumption. EEXI is due to come “As we get closer to 2030 IMO “No current or emerging ‘silver online in 2023. targets, we are seeing our technology bullet’ technology alone will be able to

The Poseidon Principal grouping gaining momentum — with the market reduce CO2 emissions from maritime of leading banks willing to invest in seeing the flexibility we can provide transport in accordance with the IMO’s new tonnage must see that they are to suit different vessel requirements. ambitious 2050 goals,” explains CHEK operationally efficient to enable the This installation demonstrates the project co-ordinator, Dr Suvi Karirinne, assets to keep their value for the technology can go a long way to future- who heads VEBIC, Finland’s University secondhand market. proofing IMO GHG compliance, while of Vaasa’s energy and sustainability Somewhat surprisingly, all of the ensuring significant emissions, and research platform. “The shipping of stakeholders – shipyards, shipowners, fuel reductions to a variety of vessel the future must combine emerging financiers, designers and so on – profiles today.” technologies into a systemically were showing interest in this concept Ole Sævild, Sea-Cargo managing symbiotic entity.” with enquiry reported as high. New director, adds: “We are focusing on The CHEK project aims to reduce initiatives, such as sails fitted on board, utilising available renewable energy shipping emissions by bringing low- will be tackled by co-operation and and using it for direct propulsion to carbon energy forms and various joint ventures. design more environmentally friendly technologies such as hydrogen, Norsepower has also installed two vessels. The rotor sail technology has wind power, electric batteries, heat 35m tall rotor sails on a Sea-Cargo- been proven in the market for a while, recovery, air lubrication and new operated vessel. This installation but the size is unique for our project. anti-fouling technology to vessels, as was claimed to be the world’s first The sails are far more efficient than well as developing the way vessels are tiltable rotor sail, proving that vessels conventional sails of the same size and designed and operated. that need to sail on height-restricted the tilting function is essential to our A symbiosis of new innovative routes can benefit from this fuel and voyage routes. Given the estimated technologies will be created that emissions-saving solution. emissions savings, we will use our can reduce 99% of GHG emissions, experience of this full scale project, and achieve energy savings of up to 50% CONSIDERABLE SAVINGS proceed to develop it further for other and reduce black carbon emissions by According to the analysis conducted vessels in our fleet.” more than 95%. by Norsepower and Sea-Cargo, the Norsepower’s rotor sail is fully Research efforts will be applied to installation — fitted on board the SC automated and detects whenever the current vessels. For example, a Cargill Connector, a 12,251 gross tonne (GT) wind is strong enough to deliver fuel bulk carrier will be fitted with the wing side-door ro-ro — can achieve a fuel and emission savings, at which point sail technology under development by consumption, fuel cost and carbon the sails will start automatically. the UK’s Bar Technologies. emissions reduction of up to 25%. In Following the Sea-Cargo fitting, BAR and Cargill will develop a solid good wind conditions, the vessel will Norsepower announced it had won wing sail system, based on racing yacht be able to maintain her regular service its first newbuilding order, for the design, for a Kamsarmax type bulker, speed by sail alone. installation of five tilting rotor sails on which will also feature automated,

CLEANSHIPPINGINTERNATIONAL – Spring 2021 64 WIND POWER

optimised vessel routing, waste heat motor is used to rotate the sails and to 7,044 tonnes of carbon saved each recovery, hull form optimisation and a this harnesses the renewable power year, Diederichsen says. Larger ships gate rudder. of the wind to propel the ship through will generally take ocean routes where By designing the overall layout the water. In essence, these are the wind tends to be stronger and more to optimise the benefits from the mechanical sails, but instead of using predictable, which makes them ideally combination of technologies used, the the wind in a conventional way, rotor suited to the rotor sail solution. efficiency savings will be maximised, sails capitalise on the Magnus Effect to Diederichsen says that Anemoi is the companies claimed. deliver additional thrust to the vessel. confident that its rotors are suitable for “Wind propulsion will be a Anemoi’s solution has been most vessel classes and has recently cornerstone of low-carbon shipping in operating successfully on board completed a feasibility study proving the future, with the versatility to deliver ship for three years and is proven significant savings for a ro-ro trading in efficiency savings regardless of the to deliver significant efficiency northern European. power train used,” says John Cooper, savings, Diederichsen claimed. Germany’s Oldendorff Carriers has BAR Technologies CEO. “However, it Unlike other similar installations, also signed a joint development project is most effective as part of a wider Anemoi’s rotors are designed to (JDP) agreement with Anemoi, Lloyd’s suite of de-carbonisation technology, either fold from vertical to horizontal, Register (LR) and Shanghai Merchant and especially when designed into the or move position on a set of rails thus Ship Design and Research Institute vessel platform from the beginning.” not interfering with the daily (SDARI). The JDP aims to break down Set to begin in June, 2021,CHEK will ship operations. significant barriers to the installation of run for 36 months and will involve the Depending on vessel type and rotor sail technology and pave the way University of Vaasa, World Maritime trading pattern, Anemoi’s rotor solution for commercial-ready applications in University, Wärtsilä, Cargill, MSC has the potential to reduce fuel use the short-term. Cruises, Lloyd’s Register, Silverstream and associated emissions by as much Oldendorff says that by fitting Technologies, Hasytec, Deltamarin, as 30% vertical rotors on a Newcastlemax-type Climeon, and BAR Technologies. To help newbuilding or existing bulker of 207,000dwt, wind propulsion BAR is a spin-off from Ben Ainslie vessels meet their EEDI/EEXI can be tested on long-haul voyages Racing (BAR), the British team formed obligations, Wärtsilä offers a package and it will decide whether to proceed by Olympic and World Champion of technologies that might include with the installation on board one of sailor Sir Ben Ainslie. It was formed in eco-efficient main engine and its vessels once the results of design 2016 to bring the design knowledge, generators, rudder and propeller and study phases of the JDP have technical skills and intellectual innovations, hull coatings, air been evaluated. property developed for America’s Cup lubrication systems, fuel mix, and To ensure the Anemoi-patented yacht racing to the commercial world. alternative power sources, such as vertical rotors do not interfere The company is led by chairman Martin rotor sails. with cargo operations and air draft Whitmarsh – former McLaren team Through its extensive experience, limitations, the sails are mounted with principal – CEO, John Cooper – former Wärtsilä is able to develop and a folding system that enables them McLaren chief business officer – and optimise a combination of technologies to be lowered from vertical into a former America’s Cup designer and that will best assist a particular horizontal position on deck. engineer, Simon Schofield. vessel significantly enhance its “This JDP, together with other efficiency rating. ongoing projects in our company, is a ECO-TECH TIE-UP From Anemoi’s perspective, the testament to our commitment to the Meanwhile, Kim Diederichsen, CEO, tie-up with Wärtsilä is much more development and application of green Anemoi Marine Technologies, tells than simply integrating the physical technologies across our fleet,” says Clean Shipping International that technologies within the hull. By Torsten Barenthin, director innovation the key to achieving both EEDI and working together, added efficiency can at Oldendorff Carriers. EEXI and, ultimately IMO’s over- be drawn from the technology. “By partnering with the ship arching carbon reduction targets, is It’s generally considered that the designer (SDARI), manufacturer to integrate and optimise a range of larger vessel classes — such as VLOCs (Anemoi) and classification society eco-technologies that complement and VLCCs — find it more challenging (LR), we seek to achieve a each other. to meet their EEDI targets. Anemoi comprehensive functional application This the reason that wind-power believes that a 325,000dwt VLOC of wind technology that returns specialist Anemoi Marine Technologies fitted with its rotors could achieve an environmental and commercial benefits has teamed up with maritime 18% fuel and emission reduction. On throughout our vessels’ entire life propulsion giant Wärtsilä in October a standard China to Brazil route, the cycle,” he says. last year. savings can amount to 5,357 tonnes of There are several other initiatives Anemoi is a producer of on-board carbon each year. to fit sails on vessels in the pipeline. Flettner Rotors, known as rotor sails. Similar calculations for a VLCC Clean Shipping International will report These are tall, cylindrical sails fitted sailing from the US Gulf to China show on these in future editions, once they to the upper deck of vessel. A small a 17.3% fuel reduction, which equates have been fitted on board ship.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 LAST WORD

IMO BANGS THE DRUM

During the middle of February, an International Maritime states were asked to share information with the CCC Organization (IMO)-run symposium looked at the various Sub-Committee to ensure that technical discussions low- and zero-carbon marine fuels that will allow shipping are robust. to meet its emissions targets. Crew training on safe handling of alternative fuels However, it was agreed that more work was needed to was also emphasised, as individual fuels have different address availability, safety and other issues. requirements for temperature, viscosity, on board storage Fuel options’ state-of-play were discussed and the and engine operations. technical aspects of various low-carbon and zero-carbon Partnerships among stakeholders, together with clear fuels were explored. Other issues, such as safety, regulation, policy and international regulations, were recognised as key- pricing, infrastructural availability, lifecycle emissions, factors in advancing towards shipping’s de-carbonisation. supply chain constraints, barriers to adoption and more The IMO stressed that it will play an active role as the were also aired. global regulator of shipping and also as a promoter and co- Detailed research and solutions were presented on a ordinator of initiatives related to low/zero carbon alternative wide range of alternative fuels. Strong candidates, which fuels. “We should not forget that the energy transition of are already being trialled on ships, include hydrogen, shipping has both sides, a necessity and an opportunity,” ammonia and methanol. Wind-propulsion was said Sveinung Oftedal, symposium moderator. also highlighted. “Shipping de-carbonisation is everyone’s business and Information was also shared about practical lessons co-operation across the maritime community and beyond learned from the use of the currently available alternative would be essential to success. IMO stands ready to continue fuels, such as liquefied natural gas (LNG) and biofuels, to be a global platform for knowledge sharing and promoting which also highlighted the potential of further reducing the alternative fuels,” he added. greenhouse gas (GHG) emissions associated with their use, Most stakeholders Clean Shipping International has for instance, reducing methane slip or increasing the use spoken to recently have agreed that the path towards zero of bio-gas. emissions can only be achieved by a collaborative approach “To reach a low- and zero-carbon future for shipping, we with safety and training at the top of the list when deciding will need new technologies, new fuels and innovation,” IMO on which route to take. Secretary General Kitack Lim said in his opening remarks. For example, Knut Ørbeck-Nilssen, CEO DNV GL – “Exciting research and development into low- and zero- Maritime (to become just DNV on 1 March), said that the carbon marine fuels is already underway. IMO wants to timeline towards zero emissions was underway and admitted further accelerate such initiatives by providing the global that the IMO was under tremendous pressure. “Leadership forum for sharing knowledge, to promote R&D and to build is needed to meet the industry challenges,” he said. “Use the partnerships between stakeholders and among public and IMO as the best vehicle of safety and the environment.” private sectors, not only in the shipping industry and ports, He saw this decade as one of innovation and collaboration but also private and development banks, and academia at and pleaded for a level playing field. However, he warned international, national and local levels.” that de-carbonisation efforts would create a safety gap if left As for safety, the symposium highlighted the need to unmanaged, which could delay progress. discuss and address concerns around the use, bunkering and At the many presentations given by Ørbeck-Nilssen down storage of emerging fuels, given the different characteristics the years, attended by Clean Shipping International’s editor of each individual fuel. in one guise or another, he has called the next 20-30 years Many participants highlighted the need for an intensified “tectonic shifts” in the way shipping is run. In his mid- effort to further develop the International Code of Safety for February talk, he did not disappoint and made no apology for Ships using Gases or other Low-flashpoint Fuels (IGF Code), using this analogy again. in order to keep pace with new fuels making their way on to He has always been a staunch supporter of the IMO in the market. being the body to take the industry forward against all the IMO’s Sub-Committee on Carriage of Cargoes and national and regional regulations that appear from time to Containers (CCC) is responsible for the IGF Code. Member time — not least from the European Union.

CLEANSHIPPINGINTERNATIONAL – Spring 2021 Make the best choice www.yaramarine.com