MAY 2020

Vol. 101 Issue 1181

New lube injector TC special Modular solutions Wärtsilä ammonia HJL innovation ABB Turbo references From engines to vessels Kaj Portin interview

ALSO IN THIS ISSUE: WinGD’s Andreas Schmid | Dutch H2SHIPS interview | Ropax design | FuelSave targets 2-strokes

A smarter perspective on marine propulsion

Sustainable solutions driving engine efficiency and performance to deliver a low carbon future. wingd.com

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FEATURES 20 10 The MIDAS touch Modular approaches off er advantages NEWS 4 40 but defi nitions of modularity vary upon whether you are addressing engine 24 Wärtsilä 2-stroke optimisation REGULARS designers, system integrators or class Wärtsilä has launched a two-stroke engine society engineers, Stevie Knight discovers. optimisation technology for selected Wärtsilä RT-fl ex and earlier deliveries of X-type two- 8 14 Step change stroke engines after successfully trialling the Leader Briefi ng Hans Jensen Lubricators’ new lubrication technology. The Fuel Effi ciency Boost improves Carlo Cecchi of Yaskawa/ system for two-stroke engines eliminates The Switch off ers a the need for cylinder lubrication pumps and 26 Japanese ammonia consortium personal perspective off ers a signifi cant reduction in CLOC rates. on the transformation A Japanese consortium including Mitsui, Imabari in Asian shipowners’ Shipbuilding, Itochu and ClassNK is collaborating 17 Fuel fl exible injection attitudes towards in a project to develop ships designed to use WinGD is refi ning a fuel fl exible injection hybrid technology. ammonia as fuel, using a MAN ES ammonia- system to explore various liquid fuelled engine as the prime mover. alternative fuels. 38 30 First ABB Turbo deliveries Design for 18 FuelSave’s commercial bow The fi rst delivery of ABB Turbo’s new A255-L Performance As FuelSave’s air port injection technology was scheduled to take place in early May Amid constraints on receives its fi rst orders, the company eyes further expansion for the 2-stroke market. 31 First THS2 reference ropax dimensions, ship Mitsui Engineering & Shipbuilding’s (MES) designers are looking 20 Hydrogen vector R&D has achieved a fi rst reference for its updated at other approaches to Wärtsilä’s Kaj Portin discusses the turbo hydraulic system (THS2). The order improving effi ciency to progress of Wärtsilä’s ammonia and was received in February for installation on a meet looming targets, hydrogen research, and identifi es some of Mitsui-MAN B&W 7S65ME-C8.5 engine for a Kari Reinikainen hears. the technical challenges as the company 208,000dwt bulk carrier. targets initial tests by 2022. 40 Ship Description Two advanced new Online Social Media ethylene-capable motorship.com Linkedin 5 Latest news Facebook liquefi ed gas carriers 5 Comment & analysis Twitter from Jiangnan Shipyard 5 YouTube 100 Industry database will feature bilobe YEARS 2020 5 Events cargo tanks, aff ording Weekly E-News considerable scope as Sign up for FREE at: to liquefi ed gas cargoes, The Motorship’s Propulsion & Future Fuels Conference will take place on 17-19 November 2020 in Hamburg, Germany. www.motorship.com/enews writes David Tinsley. Stay in touch at propulsionconference.com

For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 3 NEWS REVIEW

WÄRTSILÄ SUPPLIES TWO- STROKE ENGINE OPTIMISATION VIEWPOINT SOLUTION FOR KOTC VLCCs

NICK EDSTROM | Editor [email protected] Modularity and tail risks I became personally interested in how heuristics, or mental short cuts, could have real-life impacts on businesses while covering the iron ore trade in China. Well-established traders marketing ore from India to China were aff ected when an export ban was introduced in India. Why did some well-established traders fail to heed the warning signs? Specific answers might relate to misjudgements about FMG’s likelihood of ramping up production, or shifts in the domestic Indian steelmaking raw materials supply/demand balance, or northeastern Chinese mills’ appetite for low grade ore. But the wider point is the innate difficulties we experience accurately assessing the likelihood and effect of high probability/low impact and low probability/high KOTC Copyright: impact risks. Wärtsilä has been contracted to 8 The M/T Al Funtas is one of four The concept has entered popular culture, where tail risks, Black retrofi t an engine optimisation KOTC VLCCs to be retrofi tted with the Wärtsilä Fuel Effi ciency Boost Swans and the like have entered common parlance. Author Michael solution, Wärtsilä Fuel Effi ciency Lewis has returned to our tendency to ‘misprice’ risks and Boost, to the main engines of opportunities, touching on the theme repeatedly in books from four vessels owned by Kuwait and resulted in 1195 tons of fuel Moneyball to The Big Short. Oil Tanker Company (KOTC), a savings over the 9 months pilot While shipowners and operators need no introduction to risk subsidiary of Kuwait Petroleum period. The pilot installation management, the impact of uncertainties about the types of fuel that Company (KPC). The order with was undertaken in April 2018, the industry will use in the future is a concern. Potential regulatory Wärtsilä was placed in the fi rst and the piston running condition changes, such as the Green Deal in the EU, could also alter the basis quarter of 2020. of the upgraded engine of calculations. The Wärtsilä solution is based has also been monitored since One of the potential solutions to the challenge of preparing on two-stroke engine optimisation the retrofit. To date many of the vessels for the emergence of new fuel types after 2030 would be for technology for selected Wärtsilä pistons have run without issues the industry to embrace greater modularity. Stevie Knight examines RT-flex and earlier deliveries of beyond the recommended time moves towards including greater flexibility in fuel types in engine X-type two-stroke engines. The between overhauls. design, alongside DNV GL’s MIDAS project. four KOTC very large crude “Our smart marine approach is Advances in engine design are leading to demands for more carriers (VLCCs) to be retrofitted dedicated towards raising tightly controlled fuel injection systems, as well as driving evolution operate with 7-cylinder Wärtsilä efficiencies and improving the in cylinder lubrication systems. RT-flex82T two-stroke main environmental sustainability of Hans Jensen Lubricators’ shared the details of its newly launched engines. The retrofitting of the marine operations. The Wärtsilä cylinder lubrication system. Although the system offers operational vessels with the Wärtsilä Fuel Fuel Efficiency Boost is benefits for existing two-stroke customers, its precise control over Efficiency Boost will take place completely aligned with this cylinder oil distribution is designed to meet the challenges of over the coming six months. philosophy, while at the same potential low lubricity alternative fuels. The Wärtsilä Fuel Efficiency time lowering operating costs,” We also discuss the progress of an alternative emissions reduction Boost is a well-balanced says Mr Riad Belaid, Area Sales technology, FuelSave, which injects an accelerant under pressure combination of an increased GM, Middle East & Asia, 2-stroke & into the air intake. The company plans to extend the solution from compression ratio and modified Specialised Services, Wärtsilä four-stroke engines to two-strokes bv the end of 2021, and notes that injector nozzles. By installing a Marine Business. the solution could be applicable to alternative fuels. higher compression shim, the “By modifying the main engines Two of these fuels are the focus of an interview with Wartsila’s Kaj solution allows higher of these carriers, we are assured Portin, in which he discusses Wartsila’s progress in testing ammonia compression ratios and firing of operating with the latest engines and outlines the continuing progress in developing pressures. The modified injection technology and having the best hydrogen-fuelled engines. nozzle features a bigger bore to operational efficiency. We know WinGD’s Andreas Schmid provides an interview in which he shorten the injection duration. and trust Wärtsilä’s high quality describes the engine designer’s development of a fuel-flexible Together with optimised engine products and systems, and we injection system, which could be used to develop more tightly tuning parameters, it allows fuel appreciate the excellent support controlled fuel injection options in the future. savings of up to 4%. The solution is they offer,” says KOTC’s Acting While ammonia is attracting the majority of attention in available for vessels with Wärtsilä CEO, Mr. Ali Shehab. alternative fuels, research into hydrogen is continuing. We feature X82, RT-flex82T or RT-flex58T-D/E In 2019, Wärtsilä successfully an interview with TU Delft’s Klaas Visser about the progress of a engines with Tier II. installed the company’s project to operate a PEM fuel cell on hydrogen from a metal hydride The pilot installation showed Intelligent Combustion Control (sodium borohydride). around 10~12 tons per day lower and Fuel Activated Sacless We hope you find something to interest you in this issue. fuel consumption than a sister Technology (FAST) upgrades on vessel operating the same route, these same four vessels.

4 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 Technical competence

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MAN May 2020.indd 1 20/05/2020 10:46 NEWS REVIEW

A Japanese consortium is collaborating in a project to JAPANESE CONSORTIUM TO DEVELOP develop ships designed to use ammonia as fuel, using a MAN AMMONIA-FUELLED VESSELS ES ammonia-fuelled engine as 8 the prime mover. Imabari Shipbuilding is participating in a new Japanese The Japanese consortium consortium to develop brings together ClassNK, a ammonia-fuelled vessels leading shipyard (Imabari Shipbuilding) and an original partnerships with ammonia equipment supplier (Mitsui E&S producers and other supply chain Machinery Co. Ltd), as well as participants. MAN ES. Itochu, a Japanese Itochu Corporation will also trading house (shosha sogo), and jointly develop a facility for its fuel trading subsidiary, Itochu supplying ammonia fuel for ships Enex, will help to develop with Itochu Enex. Itochu Enex is a ammonia bunkering bunker supplier with operations infrastructure and an ammonia inside major Japanese ports, as fuel supply chain. The Motorship notes the be revised to cover the use of well as overseas, which will Mitsui will work with MAN to existing regulatory framework, ammonia as a fuel. supply ammonia for the project. develop an ammonia-fuelled such as the IMO’s IGF Code Itochu Corporation expects to MAN ES is already involved engine, and will also represent (International Code of Safety for own and operate ammonia- in several other projects the equipment supplier’s Ship Using Gases or Other fuelled ships but also plans to connected with its new ME-LGIP perspective, verifying the safety Low-flashpoint Fuels) needs to play a wider role in developing ammonia-fuelled engine. and reliability of the entire life cycle of the propulsion system, VAISALA LAUNCHES HIGH-END TRANSMITTER SOLUTION including manufacturing and commissioning at the factory. Vaisala, the climatic, NOx, and The Indigo 520 Transmitter Imabari will develop a vessel industrial sensor manufacturer, is displays live measurements that equips a ship with an launching an upgraded industrial and transmits them to ammonia storage tank as a transmitter solution in June 2020. automation systems through marine fuel, a fuel supply system, The new Indigo 520 Transmitter analogue signals and and a series of main engine will be able to accommodate up relays, or digitally using systems. The shipyard has to two probes simultaneously, Modbus TCP/IP protocol over extensive experience of the company has announced. the Ethernet. The transmitter’s designing and building gas- Vaisala, the industrial and Ethernet connection also 8 fuelled as well as alternative emissions measurement The Indigo 520 Transmitter provides a web interface and transmits live Vaisala sensor liquid-fuelled ships, such as LPG. specialist, is launching a new measurements to automation cybersecurity that meets ClassNK will carry out a durable, metal transmitter, the systems via analogue relays, or modern standards. third-party hazard identification Indigo 250. The transmitter can digitally over an ethernet connection “The Indigo compatible (HAZID) assessment to be used with Indigo compatible products are the premium choice understand the risks involved smart probes for humidity, same, or different, parameters at for providing high-quality data with using ammonia as a marine temperature, dew point, carbon the same time. The probes can from a multitude of industrial fuel. The class society expects to dioxide, vaporized hydrogen be swapped quickly and easily processes. The new transmitter develop guidelines around the peroxide, and moisture in oil whenever needed. The has what it takes to perform even use of ammonia as a marine fuel. measurements. It can transmitter has an IP66- and in the harshest and most extreme accommodate up to two NEMA 4 -rated robust metal industrial environments,” said detachable measurement probes enclosure, and a touchscreen Product Manager Jarkko Ruonala BRIEFS simultaneously, measuring the display made of hardened glass. from Vaisala.

QP opts for CSSC Stadt VariAC Burckhardt expands Voith eVSP reference Qatar Petroleum signed a Norwegian power specialist Stadt Burckhardt Compression has Norwegian ship operator US$2.86bn agreement with has added a variable generator, completed the acquisition Østensjø Rederi has ordered a CSSC subsidiary Hudong- or VariAC, option to its existing of Japan Steel Works’ global pair of commissioning service Zhonghua Shipbuilding for the Lean Propulsion solution. The compressor business. operation vessels (CSOV) from construction of LNG carriers option enables the system to Burckhardt Compression’s Spanish shipyard Astilleros in April, beating off strong accommodate varying engine technology is widely used on Gondan. The CSOVs feature twin competition from Korean speeds for diesel or LNG gensets board LPG and LNG carriers Voith Schneider eVSP 1,900 kW shipbuilders. The agreement fi tted with variable speed-control. and LNG-fuelled vessels. propulsors, in the fi rst reference reserves newbuilding capacity The power load is regulated by JSW’s compressor business for Voith’s new eVSP propulsor, at the shipyard until 2027. QP’s regulating the RPM and the pitch including after service according to the shipyard. The LNG carrier fl eet program, the of the CPP. The new solution was support is being transferred propulsor features an integrated largest in the history of the developed with PON Caterpillar to Burckhardt Compression permanent magnet electric LNG industry, may eventually to meet the operational and its global affi liates. JSW motor, lowering the weight of exceed 60 vessels, with a value requirements of variable-speed had a strong relationship with the unit, and improving fuel of US$10bn. MaK and Caterpillar gensets. shipyards in Japan. consumption signifi cantly.

6 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 www.navalia.es

GREENPORT BALANCING ENVIRONMENTAL CHALLENGES WITH ECONOMIC DEMANDS

GreenPort magazine provides key insights into environmental best practice and corporate responsibility centred around the marine ports and terminals industry. Informing over SUBSCRIBE NOW to receive a trial copy of GreenPort Ȧȏȁȍȉ port and terminal • Instant access to industry newnewss professionals around the world • Expert opinion • Quarterly features • Weekly eNewsletter

TO SIGN UP FOR YOUR FREE TRIAL COPY visit greenport.com greenport.com email [email protected] or call +44 1329 825 335 LEADER BRIEFING MEETING THE POWER CHALLENGE IN ASIA

As we move deeper into the green shift globally, around 80% of vessels in the future will be either fully electric or powered by hybrid systems

Many will have multiple power sources in addition to main engines and gensets running on diesel, LNG or a combination of both. Renewable power from hydrogen and potentially fuel cells, solar and even wind may increasingly be part of the mix as shipping adapts to the changing energy landscape to combat emissions. Other onboard power sources will include stored power from batteries, power from shore, and shaft generators converting mechanical power into electricity. If we are serious about meeting the IMO’s emissions reductions objectives, these solutions need to be adopted by ship owners and operators where the largest number of ships are owned and operate. The good news is that this shift is already occurring in Asia, as we speak. We expect that over 60% of the world’s hybrid vessels will be operating in Asia by 2024. From my perspective in East Asia, I have seen a major increase in the sophistication of discussions about power management issues from shipowners and the wider market in recent years. I don’t just mean larger more sophisticated shipowners from the main hubs, but also smaller private owners from Southeast Asia. The starting point for commercial discussions has shifted from discussions about discussions about peak shaving to the specific advantages of different solutions for individual vessels’ operating profiles. To pick just one example, we are seeing a lot of interest in the energy efficiency possibilities offered by variable speed frequency conversions. There are of course people out there offering solutions for variable speed frequency conversion more cheaply. But it is hard for lower cost suppliers to guarantee performance. But in Asia, just like elsewhere in the world, shipowners still prefer to deal with suppliers who can demonstrate a track record of successful projects. turbine service vessels using dynamic positioning for precise 8 Carlo Cecchi Managing and distributing all that energy effectively is an steady-state operations. Our innovative modular design intricate business amid a proliferation of load demands offers unparalleled malleability in that module cabinets can ranging from main propulsion and thruster drives to all sorts be added in series to match changing requirements. Before, of electric auxiliaries, such as winches, cranes, pumps, that would have required a complete electrical redesign, chargers and other. Not to mention onboard data systems now it’s as easy as arranging Lego bricks and scalable to any and hotel demand. number of auxiliaries. Of course, one of the reasons people approach us because The rectifiers in a DC system convert the AC generator of our well-known DC grid offering. Switching from an AC to a voltage to the DC main bus voltage resulting with a very fast DC grid delivers better fuel consumption and other cost power-generation response. DC-Hubs are also especially savings, along with unbeatable reliability. efficient for DC energy sources like batteries and fuel cells, A future-proof system requires components that can minimizing the number of conversions required. Managing produce, transmit and consume energy as efficiently as stored electric power effectively is particularly important possible. Our DC-Hub uses standardized independent power when vessels need to sail pollution-free, that is in electric drives (inverter and rectifier modules) fully integrated into mode. This could be, for example, a superyacht sailing into a one coherent solution. The DC-Hub works with any power protected bay, ferries carrying passengers in emission-free source giving new meaning to the word flexible. This is zones or a cruise ship navigating an urban port. cutting-edge, multi-megawatt technology that’s unique in But beside the economic aspects, our solutions are also the industry and helping owners achieve new levels of helping to lower the carbon footprint. Any solution developed energy efficiency. by our industry will need to reach the region where most Frequency converters ensure a constant supply of power vessels operate if we are going to meet emissions reductions that is 100% reliable, which is absolutely essential for targets overall. Helping to make that happen motivates all of specialized tonnage such as offshore vessels and wind us every day at Yaskawa Environmental Energy/The Switch.

8 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101

MODULARITY FOCUS A FUTURE-PROOF FLEET: MODULAR ADAPTABLE DESIGN

Owners may have a dilemma when picking an energy technology capable of lasting a vessel’s 20 or 30-year lifetime, writes Stevie Knight

8 ABB/Hydrogène de France PEM cell stacks will be almost ideally suited to modular, distributed energy confi gurations Image: ABB

Eco-legislation ensures shipping has to move on, but “being back by the number of unique, custom-built ships” he adds. locked to a single option could make it tough to adapt” says The potential is already being explored. The MIDAS project, Kjetil Martinsen of DNV GL: he points out that the fuels of that experiments with modules installed on Subsea7’s PSV today may not be those of tomorrow and choosing a low- Seaway Moxie and the Norwegian Coastal Administration emission alternative that turns out to be extortionately ship OV Ryvingen, have navigation, communication and priced or unavailable “could result in stranded assets”. propulsion modules operating onboard to yield “continuous But there is already a dizzying array of potential solutions monitoring and specific health indicators”, says Knutsen. “and everybody is considering everything... so all the cards But what’s so different about it, really? “At the moment the are in play” he adds. Therefore, some believe the answer may mechanical drives, the electrical lines and the control lie in judicious spread betting. systems are not just in different packages but also different disciplines,” he remarks. “Instead, we suggest tying it all MODULAR DESIGN together into one module with one, single concern, how to Modular design may provide an answer: it certainly stands to maintain the function.” relieve owners of a lot of drudge work as maintenance could This approach has a number of advantages. Firstly, be performed by the OEMs themselves, the result assured by “embedding a propulsion system inside a standardised unit the class societies. But it also holds the potential for shaking gives you a much better idea of its performance and the industry to its foundations. reliability”, he explains. “If something goes wrong, it’s far As Martinsen’s colleague, Knut Erik Knutsen of DNV GL easier find out who’s responsible for putting it right.” remarks, “there’s been a gradual move by the big manufacturers Follow the implications through and logically, this puts as toward ‘power-by-the-hour’... a service agreement rather much emphasis on defining the boundaries as system simply selling an engine”. integration, inherently tightening up the scope for each OEM. Modularity could be seen as a logical extension of this In itself that will yield efficiency benefits for manufacturers. approach, especially as it paves the way for greater But further, standardised interfaces “allow freedom to design standardization. That in turn broadens the appeal of remote, alternatives” to meet the specified demand, says Martinsen. condition-based monitoring, “something that’s been held This, in turn, ushers in a still more radical concept - what

10 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 MODULARITY FOCUS

about swapping out the onboard kit if another solution appears more appropriate? After all, a defined output within a particular footprint appears supremely well-matched to a ‘plug-and-play’ approach. DNV GL’s laboratory ship concept does just that. Envisioned as a vessel to test, qualify and benchmark new maritime technologies, Experior is designed to be flexible in terms of interchanging onboard components and systems. Therefore, it holds the potential for interrogating a vast array of alternatives, from superstructure and cabins to power and manoeuvring kit, to comms and control, mostly by sitting them in dedicated containers with monitored interfaces. Although not a commercial vessel, the ideas behind Experior may hold a clue to the future: its set up allows clients to calibrate and optimise their own innovations against the lab ship’s digital twin before installation.

ANALYSIS In fact, according to Knutsen, a digital twin may be part of a modular delivery, allowing systems to be pretested in the factory. There’s a further advantage. “So far full vessel reliability Ammonia, for example is toxic and corrosive, so if there’s a 8 Modularity could provide future- modelling has been challenging,” he says. However, since failure in any part of the fuel supply, the entire ship could be proof ship design each module will have a health check element, it’s possible endangered. Therefore, these safety systems have to extend and paves the to network these together, creating a “system of systems”. It throughout the whole vessel. way for greater would, he remarks, gradually build up over time, being far “There is no perfect fuel, no perfect way forward”, standardisation less costly and troublesome to implement than dropping an underlines Niclas Dahl of Alfa Laval. “They all have pros and entirely new, ship-wide layer into place. cons: some may simply be limited in supply. Some, like It may also help resolve another niggling issue: ammonia, require more in handling the risks.” But he stresses, cybersecurity. There’s often persistent doubt that the vessel’s this should not stop development. onboard systems are as watertight as the hull, so modularity should provide more reassurance - firstly, it could potentially FUELS AND ENGINES reduce shared weak points, secondly it “ensures that software Wärtsilä has been playing with modularity for a while: Nico systems are always up to date and robust in the face of Höglund explains that development really picked up with the challenges”, says Sverre Torben of Kongsberg Maritime Digital. release of the Wärtsilä 31 medium-speed four-stroke: “Before that, if you wanted to change from diesel to dual fuel, you’d COMPLEXITY have to re-machine the engine block.... but the 31 makes it all However, the MIDAS project has shown there are a few much more straightforward, you basically only need to add knotty issues to overcome - not all purely technical in nature. the gas components.” Knutsen explains: “You can create a health indicator for a It sets the scene for what lies ahead. Höglund adds: “Both bearing with no problem, but doing the same for the power methanol and ammonia are currently being evaluated as management involves thousands of signals. If the potential next-generation fuels, partly because they have the manufacturers are tasked with keeping their modules potential of being created in a completely green supply running, they will need to be able to pull the data out in the chain.” Interestingly, both can also be kept in liquid form with same way from any ship.” And, he adds, without it being “the a modest amount of pressure and cooling. labour-intensive process” it is at present. Therefore, Wärtsilä’s modular approach should enable It’s not just the OEMs: the information will have to be easier conversions: “If you have a dual-fuel engine running on shared with owner, systems integrators and last but not least, LNG, the installation already contains the majority of what’s the classification societies. As Knutsen underlines, “there are required, such as the fuel storage tank,” says Höglund, more than 10,000 ships on DNV GL’s books so we’ll need a although both methanol and ammonia will need modified good, sanitized way of sorting it all out”. fuel injection along with process equipment and Although there is “some movement” toward developing an corresponding safety systems. industry-wide ISO standard, he admits rather than trying to make existing arrangements line up, it’s far easier to MANAGEMENT accomplish coherency on a newbuild where a useable Despite sounding deceptively simple, these fuel changes format can be implemented from the very start. “require very good engine management”, adds Höglund: ammonia ignites and burns differently compared to other SAFETY methane fuels and likewise, methanol has a lower calorific Any module worth its salt would need to cover all the bases: value requiring a change to the automation software. “Besides the monitoring, maintenance plans, approvals and This is central, he says: “Outside its operational parameters, so on, it would need to include designed-in safety systems,” the engine can start to knock or miss-ignite. The engine’s points out Knutsen. The latter presents its own challenges as automation system has to take action to ensure proper its characteristics change with the fuel. Take LPG, he says: combustion in order to avoid a potential escalation of the “It’s heavier than air, so standard gas detection equipment in situation, which could lead to shutdown. So it’s not just about the ceiling won’t work.” optimising performance, it’s also about safety.” Further, while modularity relies on a set of discrete Moreover Alex Grasman of MARIN points out: “One systems, safety kit appears to pull in the other direction. important factor is that burning alternative fuels in a

For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 11 MODULARITY FOCUS

combustion engine makes for a narrow ‘operational envelope’ within the company’s landside power generation arm are compared to diesel.” Further, heavy seas compound the plants running on LPG. But there are varying levels of issue by adding dynamic loads to the system. challenge inherent in repurposing the different engine In short, new fuels require “tests on timing and systems and so fuel ‘pathways’ will likely open up. management, and a lot of time spent searching for the sweet For example, Höglund points out that as liquid petroleum spot”, says Höglund. gas, LPG, consists largely of propane and butane, “it needs rather different treatment to LNG - which is mostly methane”. TWO STROKES However, when it comes to big two-strokes, Dahl adds: While it might be expected that four-stroke, diesel-electric “While ammonia is still in the development phase, LPG is a vessels like Moxie are the first candidates for a modular good first step.” The two have enough characteristics in approach, Knutsen points out the big container vessels also common that MAN’s ME-LGIP engine can burn ammonia, tend toward fairly typical drive lines “with one or two two- using the same cylinder cover, injection valve and gas block stroke engines, propeller shafts and so on... so you could - albeit with the addition of larger tanks. create a complete propulsion package delivered in a range of vessel sizes”. Outside its operational Martinsen adds that when it comes to cargo ship engines “we are not suggesting swapping big lumps of metal, instead parameters, the engine can we’re talking about transitional technologies that can adapt start‘‘ to knock or miss-ignite. to new requirements”. In fact, large, robust two-strokes don’t need so much in The engine’s automation system the way of modification. For example high-pressure engines has to take action to ensure like those from MAN ES currently allow for mixing different energy sources such as methanol and ammonia with more proper combustion in order standard LNG: “This strategy allows you to step down in to avoid a potential escalation stages over time, all the way to zero emission fuels.” of the situation, which could FUEL PATHWAYS lead to shutdown. So it’s not just Ammonia and methanol aren’t the only candidates: there are about optimising performance, potential crossovers from a number of directions. Wärtsilä has already equipped ethane carriers with 50DF engines, and it’s also about safety

12 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 MODULARITY FOCUS

FUTURE KIT It’s worth mentioning alternative power technologies: “If you’re considering modularity, there’s a lot to be said for batteries,” says Höglund. And since the cells are now half the size and double the capacity of a decade ago, producers such as Stirling PBES are recoring their systems, retaining the cooling and control architecture but swapping the old cells for more efficient versions. There are certain limitations: “If the amount of power taken out in one go stays at a similar level, your electrical equipment can remain roughly the same,” explains Höglund. However, increasing peak power output may impact other components, such as converters, transformers and switchboards - so those too could require future-proof capacity. Likewise, ABB is now collaborating with Hydrogène de France on megawatt-scale fuel cell systems able to power ocean-going vessels. Further, since they’re going to be based on proton exchange membrane (PEM) solutions developed by Ballard, they only need pure hydrogen and oxygen feeds, allowing flexible positioning around the ship. In fact, PEM cell stacks are almost ideally suited to modular, distributed energy configurations. Image: Wärtsilä RELIABILITY For owners, yards and equipment manufacturers, modularisation promises greater reliability, lower lead and build times and What it doesn’t promise is lower CAPEX. In fact, some 8 The Wärtsilä 31 medium-speed generally far less fuss. Moreover, for class societies like DNV research suggests that it will initially be more expensive - four-stroke has GL it could mean “a move toward system-level analysis, the how much isn’t currently known - though as Martinsen has been designed for focus shifting from individual ships to repeatable modules” already pointed out, placing the wrong bet on the future will fuel adaptability says Knutsen. likely cost more in the long run.

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For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 13 FUELS & LUBRICANTS DIGITAL VALVES STREAMLINE CYLINDER LUBRICATION SYSTEM

Hans Jensen Lubricators has launched a new lubrication solution that eliminates the need for cylinder lubrication pumps and off ers a signifi cant reduction in cylinder lubricant oil consumption rates

The new HJ Smartlube 4.0 solution represents the culmination of years of research into how to improve the effi ciency of cylinder lubrication systems for two-stroke engines, while lowering operational costs. Stefan Nielsen, chief commercial officer at Hans Jensen Lubricators discussed how the system had been designed with flexibility as a goal. “Our new product, HJ Smartlube 4.0 has the highest flexibility of any lubrication system available. Not only in terms of the advantages the technology brings in regards to main engine lubrication performance - but also how the system is based on a modular approach, where we started our design and succeeded with the ambition of making the most optimum cylinder lubrication technology for two-stroke engines, perfect for both newbuilding and retrofit projects.” Current cylinder lubrication systems typically feature an oil station, a cylinder lubrication pump, and an injection valve. The new HJ Smartlube 4.0 operates without a lubricator through a single high-pressure cylinder lube oil line, removing the need for cylinder lubrication pumps. This is possible by making the injection valves electronic. By supplying high pressure oil to all lube points simultaneously, the ability to inject lube oil has been moved up-stream into the cylinder lubricator injection valves. In effect, the valve now works as the lubricator itself, determining the timing as well as the duration of the opening. The rationalisation of the installation has a number of economic advantages, as the time and components required for the system have been reduced, lowering CAPEX costs. In addition, the technology offers significant OPEX reductions, by potentially reducing CLOC and cylinder liner wear, which is expected to be reflected in time between overhauls (TBO).

The company itself believes that the new product Lubricators Jensen Hans Copyright: represents a significant advance in cylinder lubrication. Nikolaj distributed on a large area of the upper liner surface just 8 The new HJ Kristensen, Hans Jensen Lubricators Head of R&D likened the before the piston passes, and 20% of the lubricant could be Smartlube 4.0 potential impact of the new system to the introduction of equally divided between the ring-pack compression and common rail fuel injectors. “We believe that this system is the combustion strokes. future of cylinder lubrication: it offers more advanced and Another of the options,ptions, AutomaticAutomatic ClCleaningeaning CyCycle,cle, flexible control, consistent oil injection, all achieved with an optimises cylinder lubricationbrication feed rates over a 24-hour overall simpler system, while minimising cylinder oil period to ensure thatt the feed rate consumption, and optimising the cylinder condition.” reaches a high enoughugh level for 8 Nikolaj the cylinder lubricant ttoo clean the Kristensen, Hans SMART ALGORITHMS cylinder. Jensen Lubricators Head of R&D The solution includes three different load-dependent feed The increased flexibilitylity offered rate regulation options to optimise cylinder liner conditions. by the HJ Smartlube 4.00 ssystemystem is The direct control of the valves means that the system can important because tthehe lower provide more accurately timed injections, while very small sulphur oils being usedsed since amounts can be injected while maintaining spray quality. IMO 2020 took effectt ttendend to The first of the algorithms, Multi Timing, uses the valves have a lower lubricity,icity, but ability to inject oil more than once per revolution, and even intermittent higher feedd rates can divide the oil between different injections, all during the make use of lubricants’ detergencdetergencyy same engine revolution. without sacrificing CLOCC efficiencieciencies.s. For example, the majority of the cylinder lubricant could A third algorithm, Delta timintiming,g, be injected via SIP (swirl injection principle), in which the allows for optimum ddistributionistribution and cylinder lube oil is vaporised in the high-pressure air and quantity at any given instance,stance, provprovidingiding

14 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 A Cylinder Lubrication Technologies Cylinder Lubrication Revolution HJ Smartlube 4.0 is the newest solution in advanced lubrication technology for 2-stroke marine engines. www.hjlubri.com/smartlube

•Cope with any future lubrication scenario •Easy and simple installation •Minimum crew interventions •Accurately timed and placed cylinder lube oil •Multiple injections during every engine revolution •IoT-prepared •Cylinder lubrication pump is now removed HJ Smartlube 4.0 The new standard in Cylinder Lubrication is VSHFLÀFDOO\GHVLJQHGIRU,026&DSRSHUDWLRQ\ J S S

Introducing new intelliintelligent,gent, valve controlled aalgorithmslgorithms • Multi-timingming • Automaticatic Cleaning CCycleycle • Delta-timingming

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8 A rendering of Hans Jensen Lubricators’ SmartLube 4.0 electronic valve automaticautomatic aandnd ffullull cocontrolntrol ooverver hhowow mmuchuch aandnd whwhereere ththee and closed at the nozzle tip, the delay from the signal to cylindercylinder oil is introduced in the cycylinder.linder. injectinject to actual ininjectionjection is about 3.6 ms and this time is not sensitive to temperature and pipe length,” length,” Kristensen added. INTERNET OF THINGS The injection can be dependent on both the quantity and In addition to applying algorithms to optimise the operation timing, ensuring thorough control over cylinder oil placement of the system, the new system will also be compatible with a in the cylinder. new IoT module that Hans Jensen Lubricators is preparing to “The HJ Smartlube 4.0 has windows of injection set, to launch “in the near future”. ensure the cylinder oil is not injected where it is not wanted, The sensor readings, user changes and errors will be e.g. the piston crown or skirt when conducting ring pack logged in a database aboard the vessel. The data generated lubrication.” is expected to be compatible with a number of systems and If supplementary cylinder oil injection is required, it can be will meet upcoming IMO OT cybersecurity requirements. As a carried out in the same timing window in the following small lubrication specialist, Hans Jensen Lubricators is revolution or injected in other timing windows, where there is collaborating with an outside security consultant to ensure more time to facilitate the injection, e.g. spray injection above that the IoT module will meet the requirements of customers. the piston (SIP). Looking further ahead, the HJ Smartlube 4.0 also offered OPERATIONAL RESULTS the possibility of injecting cylinder oils with differing BNs in The new HJ Smartlube 4.0 solution has been installed on two the ring pack lubrication and in the SIP, Kristensen said. bulk carriers in normal commercial operating conditions. The “The system is the most flexible available and we are sure vessels are both powered by MAN B&W G80 ME-C Mk9.2k9.2 thatthat it iiss aableble ttoo mamatchtch any cchallengeshallenges new aalternativelternative ffuelsuels engines. The vessels have been operating on both ultra-low-low may provide,”provide,” KristensenKristensen concluded.concluded. sulphur fuel oil (ULSFO), as well as higher sulphur fuels. OOnene of the vessels was fitted with scrubber and operatedd on 8 Stefan Nielsen, HSFO, while the other vessel operated on fuel of up to 1%% SS.. chief commercial The initial analysis of the results indicates that CLOC has offi cer at Hans Jensen Lubricators been lowered by around 45% following the installation, wwhilehile the iron content and wear rate were both lowered significantlyantly (by over 90% and almost 80%, respectively). The piston running condition of the upgraded engines has also been monitored since the beginning of the ttrial,rial, confirming that the cylinders are in good condition.

LOOKING AHEAD Regulatory pressures to improve environmental efficiencycy is coinciding with the likelihood that shipowners may operateerate ships on fuels with low lubricity such as ammonia or methanolanol in the coming years. The Motorship notes that more sophisticated enginegine control systems and the requirements of alternative fuelsuels are increasing the demands placed upon cylinder lubricationation systems. The system offers precise control over cylinder oil distributionution via individually controlled injection valves. The ability to specifyecify quantities for each injection, and the elimination of delayselays between injections are highly attractive features. Kristensen also identified the elimination of volumetricetric efficiency considerations, because of the elimination off the pump after the flowmeter, and the precise timing as beneefits of the system. “By eliminating the lubricator, we remove the delay off 3030-- 50 ms from when a signal to inject is given to the actualctual injection of the oil. As the HJ Smartlube 4.0 valve is openedened

16 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 FUELS & LUBRICANTS WINGD EXPANDS FUEL INJECTION R&D PROJECT

A fuel fl exible injection system is allowing WinGD to explore various liquid and semi-liquid alternative fuels, WinGD General Manager, Technology Development, Andreas Schmid explains

A fuel fl exible injection system is allowing WinGD to explore various liquid alternative fuels, WinGD General Manager, Technology Development, Andreas Schmid explains. Winterthur-based engine designer WinGD plans to use a new fuel-flexible injection (FFI) system to extend its research into a range of liquid alternative fuels, Andreas Schmid told The Motorship in a recent interview. The FFI system was developed as part of Work Package 1 of the HERCULES 2 project (2016-2018). The HERCULES series of projects saw engine designers, universities and technology companies across Europe collaborate to advance the performance of large marine engines. The FFI system itself represented an interesting solution to the technical challenges of handling fuels with differing calorific values and densities. The development of interest in alcohol fuels, such as ethanol or methanol, also raised different technical challenges: the low lubricity of methanol 8 and ethanol would shorten the operational life of traditional COMMERCIAL DEVELOPMENT WinGD’s fuel fl exible injector injection components. In its current form, the FFI was not intended to be offered as installation on The solution features an adjustable needle with two a solution for commercial engines but was intended to help RTX-6 Test Engine different aperture settings, to allow for the injection to adapt WinGD to develop more tailored injection concepts. for the liquid fuels’ calorific value. “The fuel flexible system offers possibilities that you The results of the research were presented by Andreas probably won’t need on a ship: nobody would be willing to Schmid at the CIMAC conference in Vancouver in 2019. One pay for the possibility of switching between liquid fuels of the results of the research was that ethanol combustion instantaneously.” (with a small amount of diesel injected as a pilot fuel) reduces But the flexibility might be interesting for highly route the formation of NOx and smoke emissions. specific or vessel-specific conditions, where shipowners WinGD had extensive experience of other aspects of fuel might benefit from the ability to switch between fuels after injection. Spray morphology and combustion performance bunkering, such as ethane carriers. were assessed in WinGD’s Spray Combustion Chamber The Motorship notes that the development of a (SCC), an experimental rig which allows the effect of various sophisticated multi-nozzle injection solution extends the nozzle designs to be observed by taking optical, pressure fuel injection options for some liquid fuels, such as ethanol. and temperature measurements. Such an approach could also be applied to some of the “During our tests of ethanol, we identified some interesting liquid alternative fuels that WinGD is examining, such as effects we want to have a closer look at,” Schmid noted. The ammonia. Other engine designers that have conducted tests tool offered the possibility of insights into a range of fuels into ammonia have combined the fuel with LNG. from an R&D perspective, Schmid noted. FFI could help The development of more sophisticated multi-staged WinGD develop a better understanding of the combustion combustion strategies may also require the development of properties of LPG, for example, “although backpressure more rigorous control over fuel injection, The Motorship notes. issues would need to be addressed.” “The injection system is not the only, but the most WinGD had opted to conduct the HERCULES 2 tests in late challenging element of designing an engine for fuel 2018 on ethanol rather than methanol because ethanol flexibility,” Schmid noted. posed fewer hazard challenges, but bio- or synthetic Some of the other solutions were comparatively less methanol represents an interesting low carbon fuel for the interesting, Schmid noted. Emulsification of alcohols or even future, Schmid noted. classic fuels with water was promising in terms of NOx “There are availability issues at the moment and the fuel compliance but would require aftertreatmentertreatment to handle the needs further development work. But when it comes to liquid CO2 emissions, depending on the sourceource of the fuel. 8 Andreas fuels, it is one of the realistic alternatives further down the “Our engines are already Tier IIII compliant, Schmid, WinGD line.” In fact, one of the next fuels to be tested on WinGD’s so this is not an immediate priorityrity for us,” General Manager, RTX-6 test engine was likely to be methanol, Schmid noted. Schmid noted. Technology Development WinGD is currently involved in several other projects Andreas Schmid noted that the nnextext sstepsteps investigating new liquid fuels, including the FALCON or the for the research would be to ccarryarry out IDEALFUEL project to develop a carbon-neutral alternative further investigations into how a future to HSFO from lignin, an organic polymer found in the cell commercially viable fuel-flexiblee injection walls of many plants. system could appear.

For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 17 FOUR-STROKE ENGINES TUNING THE ENGINE THROUGH THE AIR INTAKE

Combustion optimisation usually involves tricky remodelling of fuel injection parameters... but there is another approach - through the air fl ow

8 Cruise ships typically have a large hotel load, so applying the FS+ system to the auxiliaries could bring payback to two years Photo:pxhere

“Currently all engines are static on the air intake side, you reduction as there is a trade-off; by default, we choose are limited to the ambient air available and the size of the best combination that performs within the emission tiers your turbocharger,” explains Marc Sima of FuelSave. “This for which the engine is certified.” technology gives you a whole new dimension to play with, Looking at it in more detail, the FS technology is fine-tuned as it adds new variables.” for each application to yield the greatest payback in the load It is also safe and resilient: a failure won’t interrupt engine range for which the engine’s been optimised. operation. What it doesn’t need is a huge hydrogen tank. Instead, the The development has come about from another look at FS+ system creates it on the spot by electrolysis, which safely two slightly problematic chemistries. “People have splits water into H2 and oxygen. “This syngas generator has a individually played around with mixing hydrogen and price penalty, but it has several other advantages: as we methanol with the fuel supply - and both have drawbacks: produce and consume the hydrogen only on demand, there’s hydrogen leads to slightly earlier ignition which means you not so much worry about storage and handling, plus the can be in danger of engine knock, while methanol tends to related safety concerns ,” says Sima. That avoids some of the delay it, potentially creating combustion issues,” says Sima. physical bunkering restrictions and regulatory issues. But “there is a way to make the most of the synergy”, he says. However, it’s worth noting that these gases won’t be “First of all, water and methanol together in fluid form premixed. “We separate the hydrogen and oxygen for safety extends the premix phase,” says Sima, “while an introduction reasons, injecting them independently,” he explains. of small amounts of hydrogen and oxygen gives you a more The methanol, however, has to be bunkered, so one complete burn”. However, taken alone this raises NOx element of the onboard kit is a storage tank, sized according emissions, created when oxygen and nitrogen fuse: “So, to bunker intervals. Still, it’s only about 3% to 5% of the total injecting the liquid again can mitigate this effect, by lowering fuel throughput, so - for the sake of round numbers - a ship the combustion temperature,” he explains. with an annual bunker demand of 10,000 tonnes per year will Therefore, the FS+ system works by timed injection of use 300 tonnes of CH3OH: given a monthly bunkering call hydrogen, oxygen or methanol mix at three different locations pattern, an installation would only need to find room for a 25 along the air intake - something that varies slightly from tonne capacity methanol tank onboard - something that engine to engine - with enough pressure to reach the shouldn’t prove too onerous. combustion chamber effectively. The necessary control is Overall, the footprint is rather neat: the brains of the achieved by feedback from engine load and charge air system, the control cabinet and PLC, is connected with pressure. As a result, the overall effect is “to enhance both double-walled, barrier monitored piping. It is ideally located volumetric and thermal efficiency”, Sima explains. close to the engine to minimize the installation costs and cut Further, he adds that it also raises the efficiency of the down response lag: the last part of the package is a modest, turbocharger, “which is suddenly able to push more air into 1m3 service tank. the engine for the same amount of energy consumed as it’s Interestingly, the system can be fairly small-scale: in fact it cooler, and therefore denser”. was first tried and proven onboard trucks before being Importantly, the system is, at its heart, adaptable: “We aim applied to stationary power generators. This showcases to optimise the stoichiometric mix at every load phase,” he another interesting point: it can be designed for each specific underlines: “In general we can configure the system for even use case and sized according to the engine being supported. higher fuel economies and cost savings or higher emission Following these initial applications, it was installed on an

18 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 FOUR-STROKE ENGINES

The methanol is handled as a low flashpoint fuel and we are‘‘ taking care of the hydrogen element under the IGF code. But although there are some general guidelines, there are currently no fixed regulations in place yet

auxiliary genset onboard a heavy-lift cargo ship, the MV Annette, where it stayed for two-and-a-half years. It speaks volumes that the same customer is now looking to fit the FS+ on six of its heavy lift cargo vessels, starting with the MV Trina. Here it will be applied to both the main 12.5MW 58/64CD MAN engine - the largest of this series - and three 1MW auxiliaries, for a combined engine power of 15.5MW per vessel. Photo:SAL Usefully, MAN ES is a stakeholder in this new project: Sima However, while the FS+ is currently only applied to four- 8 FuelSave is fi tting its FS+ kit admits that, as one might expect, “there was some hesitance” strokes, this will change, as Sima hopes to see the technology on six cargo vessels, in the beginning. Still, it helped that FuelSave was committed extended to two-stroke engines before the end of next year, starting with the MV enough to engage in a detailed (and expensive) lab analysis broadening its applicability for main propulsion, slow speed Trina. Here it will be applied to both on the technology’s effect on the engine after its lengthy run engines. the main 12.5MW on the MV Annette. “We wanted to make sure - and have Further, although the system may find a role onboard a 58/64CD MAN proved - there was no harm done to the operating engine... swath of the current fleet, Sima predicts that - unlike many engine and three that was one of the big things to address, along with abatement technologies - it will prove itself even more useful 1MW auxiliaries validating the system on a test bench in a laboratory in future. environment. There’s no point in something that saves fuel “Timing the injection into the air intake means we can play but damages the engine in the long run.” around and influence the premix phase, flame point It’s a fairly sophisticated piece of kit, although a number of temperatures and ignition; plus we can also very effectively developmental hurdles have not arisen from the technology cool the combustion temperature when we want to,” he points itself, but the rules. The system’s novelty has pushed the out. “Therefore it can also be applied to new fuels with different FuelSave team into a pioneering role: “The methanol is characteristics, helping to make them more commercially handled as a low flashpoint fuel and we are taking care of the competitive while mitigating the remaining emissions.” hydrogen element under the IGF code. But although there He adds: “As this technology can help regulate engine are some general guidelines, there are currently no fixed behaviour, it can also assist the industry in its clean fuel regulations in place yet,” says Sima. Further, “on the MV Trina transition.” there are several components that haven’t been used Unsurprisingly, given it’s current applicability, future-proof onboard a vessel before” he adds. As a result “we are working potential and last but not least, that bold, contractual savings closely with class to define potential solutions”. guarantee, the FS+ is gathering a fair amount attention. “A lot So, what can this technology achieve? There’s an average of people are eyeballing the installation onboard the MV drop of around 40% in particulate matter, 33% black carbon Trina,” says Sima: “We’ve promised to share the results with and 50% from NOx emissions but most importantly, the quite a few interested parties.” technology can carve an impressive lump - between 10% and 15% - from the fuel bill. The company is so certain of its figures that it is contractually guaranteeing 10% net OPEX savings. 8 “This technology This is taking the full business analysis and complete gives you a whole new dimension to energy balance into account, asserts Sima: “When we talk play with”: Marc about net savings, that’s what lands in the pocket of the Sima, FuelSave customer after deducting the cost of onboard consumables, such as potable or technical water, electricity from the genset, plus air and methanol.” As a result, he predicts that given fairly typical fuel prices, around half the world’s merchant fleet could see payback inside three years - especially if upcoming emission measures, such as the EU Green Deal, are taken into account. Certain vessel types present a particularly convincing case: “Cruise ships have an extremely high onboard power demand, so the four-stroke engines supplying their hotel load could use the FS+ system... potentially seeing a return under two years.” Sima adds that the technology will also be useful for other vessels with a large auxiliary draw, for example crane ships, heavy transport vessels, cable layers, drill ships, accommodation platforms and any number of those spending significant periods on dynamic positioning.

For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 19 ALTERNATIVE FUELS WÄRTSILÄ ADVANCES AMMONIA AND HYDROGEN RESEARCH

Kaj Portin, General Manager, Fuel & Operational Flexibility, Wärtsilä Marine, discussed progress in developing solutions to use hydrogen vectors, such as ammonia and hydrogen

8 Wärtsilä is testing ammonia as a viable fuel for shipping at its centre in Vaasa

In a signifi cant expansion of its future fuel testing Meanwhile, advances in electrolysis technology is driving programme, Kaj Portin, General Manager, Fuel & Operational significant interest in hydrogen vectors as potential zero- Flexibility, Wärtsilä Marine, confi rmed that Wärtsilä Marine emission energy sources, although conversion efficiencies had successfully tested the addition of ammonia (NH3) into remain lower than conventional steam reformation, which a combustion research unit earlier in 2020. accounts for most ammonia produced outside China. The next step will be to study the combustion of NH3 in a “We have seen a significant increase in interest in ammonia compression ignition dual-fuel test engine: Portin hopes that as a fuel in the last few months,” Portin confirmed. tests on the 6-cylinder test engine in Vaasa could begin as Meanwhile, research into ammonia is also being stimulated soon as the end of the year. The company intends to begin as the technical difficulties of liquefied hydrogen field tests with ship owners as soon as 2022. transportation, cargo handling and combustion raise questions about the economic case for commercial liquefied “SIGNIFICANT INTEREST” IN AMMONIA hydrogen transportation. The Motorship noted that the first The research into ammonia combustion expands the range liquefied hydrogen carrier, which was launched by Kawasaki of future fuels into which Wärtsilä is conducting research. Heavy Industries in late 2019, has required significant While Wärtsilä had conducted early stage ‘Blue Sky’ research innovations in containment to withstand the gas’s cryogenic into a number of alternative fuels, such as synthetic methane, requirements (-253° C). hydrogen and methanol, ammonia was not among the initial fuels studied by Wärtsilä. HYDROGEN A number of technical developments in recent years have Wärtsilä has made significant progress with developing altered the technical challenges of combusting ammonia. engines that can operate on hydrogen, as reported in 2019. No less importantly, commercial interest in ammonia as a Kaj Portin confirmed that the research into hydrogen engines fuel has risen significantly in the last 12-18 months. has continued in parallel with research into ammonia. The rapid expansion of offshore wind production capacity, “We have developed a detailed understanding of how both in Europe and North America and East Asia, is leading to hydrogen behaves at different concentrations and have interest in energy storage solutions that can absorb developed a number of concepts.” Wärtsilä had successfully intermittency issues in energy generation. Estimates of wind tested its engines with hydrogen concentrations of up to 60%, energy generated and lost varies up to 5% of output in Europe, blended with 40% natural gas, in 2019. “We have advanced but more flexible solutions may be required as offshore wind further with our hydrogen research,” Portin added. Wärtsilä is power begins to account for larger proportions of production. developing a combustion process in its gas engines to enable Denmark represents an interesting test case, as offshore wind them to burn 100% hydrogen fuel, the company announced. generation can exceed 50% of total energy generation at Further progress with bringing hydrogen engines to times. This is driving interest in power-to-X solutions. market, for the marine business at least, is likely to depend

20 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 ALTERNATIVE FUELS

on fuel availability and commercial interest from customers, concentrations of up to 5% has successfully increased Portin noted. combustion and decreased emissions. Such a solution is far from impractical. Existing stationary AMMONIA COMBUSTION applications that crack ammonia (or produce hydrogen from In certain respects, ammonia represents a mirror image of ammonia) could be marinized without the need for expensive hydrogen combustion, with a completely different set of cryogenic hydrogen storage facilities. technical challenges. “Whereas with hydrogen you have high Another complementary approach would be to employ a combustability, and fast flame speeds at stoichiometric more sophisticated fuel injection system, with a combination ratios, ammonia does not burn very well and slows down the of precisely modulated fuel injections before and after TDC. combustion process at higher concentrations.” The application of a multiple injection strategy can both The long quenching distance also leads to incomplete reduce NH3 (ammonia) emissions and reduce N2O emissions, combustion and the formation of unburnt ammonia in The Motorship notes. combustion chamber crevices. Another area of research for Portin is optimisingpg the timing g of Portin noted that Wärtsilä was focusing on testing gas admission and valve overlaprlap duration to meet thethe ammonia on dual-fuel engines, rather than looking at spark- requirement of turbochargers. “Thishis is one ofof the things that wwee ignition. “We think ammonia needs to be blended with are planning to test when we run tthehe test enengine,”gine,” Portin saidsaid.. another fuel,” Portin noted, adding that the fuel mixes with The modification of variable valvealve timintimingg solutions to meetmeet concentrations of up to 40% ammonia will be tested first. the requirements of hydrogen combustion Previous academic research into ammonia as a fuel in was a complex area of research,rch, and 8 WeWe havehav seen a signifi ccant Japan noted that higher concentrations of ammonia posed a ammonia was likely to have different increaseincrease in interest particular challenge, with incomplete combustion resulting requirements. inin ammoniaammo as a in unburnt NH3 emissions (ammonia slip) and also the Some previous research has nnotedoted fuelfuel in theth last few months,”months,” Kaj Portin, production of nitrous oxide (N2O). that ammonia’s corrosive propertieserties General Manager,M Portin noted that fuel injection was one of the areas that can affect the combustion chambermber if FuelFuel & OperationalOp Wärtsilä was assessing. “One of the solutions would be to exhaust gases are not completelypletely Flexibility,Flexibility Wärtsilä Marine,Marine, conc fi rmed modify the fuel injection system in response to the properties removed over time. Portin notedd tthathat of the fuel itself, reversing some of the techniques we use for research for ammonia was continuingntinuing hydrogen.” into this area. The Motorship notes that the injection of hydrogen into Ammonia’s corrosive propertiesies ammonia-fuelled compression ignition engines at would also have an impact of

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For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 21 ALTERNATIVE FUELS

some of the component and material choices for the system. The gas is incompatible with copper, nickel or nickel alloys, which means that some components in existing LPG systems would need to be replaced with alternatives. By contrast, the lubrication requirements of ammonia- fuelled engines are well understood. The first ammonia-fuelled internal combustion engines were designed and operated in the 1960s. “Ammonia has a very low viscosity and requires lubricants with similar properties to those required for methanol,” Portin noted. Lubricant producers were aware of the requirements and development work was underway, he noted. Despite the challenges of developing an engine to operate on ammonia, given ammonia’s combustion properties, Portin expects to develop an engine that will fit within Wärtsilä’s engine portfolio. “When we design an engine, if it cannot meet certain minimum efficiencies, our engine cannot operate well. The [ammonia] engine is likely to be somewhat less efficient than our existing engines but it will be very close - it will definitely be in the same ballpark,” Portin said. The emissions profile of an ammonia-fuelled engine was likely to be similar to that of the main fuel with which ammonia is blended from a NOx perspective, depending on the type of and venting solutions were likely to an area of focus in any 8 Wärtsilä is aftertreatment employed. The CO2 emissions would reflect ammonia focused project. supplying a power technology and the emissions from the secondary fuel type, as “green Fortunately, Wärtsilä is developing direct experience of ammonia storage and ammonia” itself would be a zero-carbon fuel. such issues in its involvement in a Norwegian ammonia distribution system project. Wärtsilä is supplying a power technology and for the conversion of Eidesvik’s off shore SAFETY AND LFSS ammonia storage and distribution system for the conversion supply vessel Viking Portin noted that ammonia’s toxicity was a separate issue, of Eidesvik’s offshore supply vessel Viking Energy to operate Energy (pictured) and that research into the safety issues in the engine room on a 2MW direct ammonia solid oxide fuel cell (SOFC).

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22 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 Performance you can rely on.

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Motorship April 2020.indd 9 11/05/2020 11:42 ALTERNATIVE FUELS OPTIONS FOR ELECTRIFYING THE MERCHANT FLEET

If shipping is to halve its greenhouse gas (GHG) emissions in line with the IMO’s target for 2050, shipowners need precise guidance about the effi ciency gains available

Batteries and marine fuel cells have shown promise on Hours Operation Power smaller vessels but the fl exible approach needed to use these technologies as a power source for larger, oceangoing 72 Call in port A 69 is only now beginning to emerge. 1 Slow speed operation and manoeuvre 702 Through its extensive research, Foreship has helped to determine the benefits and limitations of batteries, or ‘energy 41 Transit with service speed 12kn 1,663 storage systems’ (ESS). ESS are ideal for short sea routes and 3 Operation in sensitive area 1,663 for fulfilling peak power needs, and cruise ship owners have adopted them for deployment in emission-control areas. The 1 Slow-speed operation and manoeuvre in sensitive area 702 technology is experiencing rapid improvements in energy 4 Call in port B 553 density and price per kilowatt-hour but, used in isolation, is not capable of propelling large ships over long distances. 1 Slow speed operation and manoeuvre in sensitive area 702 Batteries based on lithium-nickel-manganese-cobalt- 3 Operation in sensitive area 1,663 oxide (NMC) chemistry are an affordable, tried-and-tested form of ESS, and their market dominance makes it difficult for 41 Transit with service speed 12kn 1,663 other chemistries / technologies to gain momentum and 1 Slow-speed operation and manoeuvre 702 economies of scale. Lithium-titanite-oxide (LTO), for example, outperforms NMC at higher power and is better suited to route with a normal service speed of 12 knots, requiring 8 Table 1: high cycle life applications. Unfortunately, its progress has 1,450kW of propulsion power with a service load during Ship operating with mechanical been hindered by pricing: it costs more than double the transit of 120kW. power (kWh) comparable NMC ESS. The normal operation of the ship by mechanical propulsion A newer alternative chemistry is a hybrid of LTO and is shown in Table 1. lithium-manganese-oxide (LMO), which offers a greater cycle A turnaround time of 168 hours means 52 return trips per life than LTO at a similar cost to NMC. However, LMO is not year, with the vessel operating on a clear and simple route. expected to be commercially viable for six to eight years. For Using this baseline concept, the ship’s weekly energy now, then, NMC remains the favoured form of ESS. consumption is 156 megawatt-hours, corresponding to 34 tonnes of marine gas oil (MGO). Based on the price of MGO on FUEL CELL OPTIONS 6 June 2019, ($680/tonne, according to World Bunker Prices The high electrical efficiency of fuel cell technology makes it New York), the annual fuel bill is $1,216,284. Using the IMO a promising means of propulsion for a broad spectrum of carbon factor, 3.206 for MGO, yearly carbon dioxide emissions vessel types. Research into fuel cell systems with an output are 5,734t. of three megawatts is already being conducted, while several For comparison, we developed separate analysis of the installations are planned in the hundred-kilowatt range. same ship using battery power in sensitive areas, shown in Foreship anticipates that fuel cells generating stable loads Table 2 below. 8 Table 2: will be an accepted method of marine propulsion within a Notes: 1) Operation purely in battery mode; 2) Batteries Ship operating decade - perhaps supported by ESS for peak loads. charged from electrical shore power, which also feeds with battery The more mature and power-dense form of fuel cells are service load; 3) Batteries charged during transit time. power (kWh) based on polymer electrolyte membrane (PEM) technology. Solid-oxide fuel cells (SOFC) are more expensive and offer Hours Operation Power lower power density but can deliver electrical efficiency of up to 65-70 per cent - at least 20 per cent higher than that of 72 Call in port A 67 PEM. In addition to its lower efficiency, PEM is highly sensitive 1 Slow speed operation and manoeuvre 693 to impurities in the hydrogen (H2) it uses as fuel; if other fuels are utilised, it requires a complex water management system. 41 Transit with service speed 12kn 1,744 Nevertheless, it remains the fuel cell technology of choice 3 Operation in sensitive area 01 for the time being. 1 Slow-speed operation and manoeuvre in sensitive area 01 PROPULSION COMPARISON 4 Call in port B 02 Our statistics show that there are 283 ships in the entire merchant fleet with a gross tonnage of 3,500 or less, for 1 Slow speed operation and manoeuvre in sensitive area 01 which electric propulsion appears feasible. The vast majority 3 Operation in sensitive area 01 of these are coastal cargo vessels, while a small number are container feeders that operate over short distances. 41 Transit with service speed 12kn 1,7913 For the purposes of illustration, we developed an analysis 1 Slow-speed operation and manoeuvre 690 of a notional coastal cargo ship trading on an undisclosed

24 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 ALTERNATIVE FUELS HOW TO MAKE A GOOD MOVE FORWARD

In this case, weekly energy consumption is 147.4MWh from onboard production, including a 2.5-per cent saving from peak-load shaving and Since 2000, Steerprop has delivered more 5.7MWh from electrical shore power. Weekly onboard energy than 800 azimuth propulsors to arctic, offshore consumption corresponds to 32.4t of MGO fuel, resulting in a yearly fuel and passenger vessels. Our solid track record bill of $1,146,463. Shore electricity with a kWh price of $0.1 adds $30,000 of references includes over 85 ice-class units to this figure, yielding a total energy cost of $1,176,463 per year. Annual CO2 emissions are 5,405t. and deliveries to 10 icebreakers. With fuel cells powered by sustainably sourced H2, weekly energy Here are 16 reasons why customers choose us. consumption is 163MWh, corresponding to 11,993 kilograms of liquid hydrogen (LH2). At the higher end of its price range, LH2 costs $8.30/kg, A good move to design the best vessel meaning the yearly fuel bill is $5,176,506. Using the IMO carbon factor, 0 for LH2, annual CO2 emissions are 0t. 1. Steerprop supports design offices in making a good vessel 2. We work closely with you throughout the Our statistics show that there are conceptual phase, making it quicker and easier 283 ships in the entire merchant to design any type of vessel fl‘eet‘ with a gross tonnage of 3,500 or 3. Our propulsion systems allow you to create higher-efficiency vessels less, for which electric propulsion 4. All documentation and classification approvals appears feasible. The vast majority of are in order these are coastal cargo vessels, while a A good move to successfully build a ship small number are container feeders that 5. Steerprop is open, engaged and committed operate over short distances to your success 6. Our project managers keep to your schedules THE VERDICT and plans In comparison to the baseline, powering the ship with an ESS is moderately 7. Factory acceptance testing – all modules are cheaper and reduces yearly CO2 emissions by 9.6 per cent. Fuel cell tested beforehand technology using H2 from renewable sources cuts emissions entirely but 8. Easy and straightforward installation process costs around four times more than the baseline. When the H2 for the fuel cells is produced with natural gas, yearly cost comes down by roughly A good move for efficient operation and half compared to when sustainably sourced hydrogen is used; emissions profitable ownership are greater, but still 25 per cent lower than the baseline. Our investigation demonstrates that if all 283 merchant ships below 9. Your vessel will sail smoothly and reliably with Steerprop propulsors 3,500gt were to install ESS, a total of 164,239t of CO2 would be saved. Were they to implement fuel cell systems using hydrogen captured 10. Lowest lifecycle costs – low maintenance and from renewables, that figure would jump to 1,693,921t, equating to 0.18 fuel consumption per cent of global CO2 emissions from shipping on an annualised basis. 11. We start from your operational profile and Commercial factors represent an obstacle to the industry-wide fine-tune our packages to meet your needs adoption of electric propulsion technologies, particularly fuel cell 12. Steerprop Care condition monitoring helps you systems. Consequently, we will likely see an increase in the use of hybrid plan ahead and reduce risk propulsion systems in the coming years. However, as alternative energy sources mature and benefit from further research and development, it is A good move for your future reasonable to assume costs will fall - and the IMO’s 2050 target will look iincreasinglyncreasingly achievable.achievable. 13. Good for propulsion performance 14. Good for greater profitabilityfitability – 8 Jan-Erik Räsänen not at the expense off ththee of Foreship Ltd is environment bullish about the prospects of cost 15. Good for heading towardward reductions for solid zero-emissions and greenerreener oxide fuel cells in shipping the coming years 16. Good foro future-proofingofing your vvessel,esse regardlessss ofof howow youyou powerpo it

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For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 25 ALTERNATIVE FUELS INNOVATIVE CHEMICAL CHLORIDE HYDROGEN VECTOR PROJECT

A Dutch consortium is on track to launch an innovative hydrogen fuel cell powered vessel in 2021, writes Janny Kok

Cryogenic hydrogen (which requires the cooling and storing hydrogen at -253 degrees C) or storing hydrogen under pressure are the two main alternatives under consideration, but “a third way”, binding hydrogen to a carrier substance, such as benzene, naphthalene, toluene or their derivatives, has also attracted interest. By contrast, a fourth possibility, involving the chemical storage of hydrogen in chemical hydrides, has received less attention. Indifferent yields from the dehydrogenation of carriers had appeared to be an insuperable barrier to taking known reactions from the laboratory. This changed when researchers in the Netherlands developed a technique that improved the proportion of hydrogen recovered from sodium borohydride (NaBH4). The white powder itself was well known, and as an ingredient in washing powder will be the least exotic hydrogen vector most readers can imagine. But by combining extremely clean water with a catalyst, researchers at TU Delft boosted 8 the amount of hydrogen recovered above 95%. A consortium including Tata Steel, the University of The H2SHIPS project plans to The technology is being used as the basis of an Interreg Amsterdam, and the TU Delft Faculty Mechanical, Marine, pair a sodium North-West Europe project H2SHIPS to demonstrate the and Materials Engineering was launched to find uses for the borohydride storage technical and economic feasibility of zero-emission hydrogen NaBO2 (also called sodium borohydride) in March 2020, solution with a PEM fuel cell, such bunkering and propulsion for shipping. Visser noted. A ship powered by hydrogen released from as Netherlands- The Port of Amsterdam Authority is part of the international sodium borohydride could discharge the residual product at a based Nedstack’s consortium in one of the two pilot projects as part of H2SHIPS. processing plant, which would process it into hydrogen for PEM technology (pictured) It has put out a tender for a one of a kind hydrogen-powered new use. port vessel, that will become a showpiece in the port of “That is why one has to think about alternative energy for Amsterdam in 2021. The H2Ship project will involve the the transition into zero-emission fuels when doing research installation of a PEM fuel cell fuelled by a sodium borohydride and development. We have found that in the concept for storage system aboard a battery-electric 20 metre long sodium borohydride and the onboard hydrogen storage. The vessel in the Port of Amsterdam in 2021. result is a circular produced fuel, with natural components,” The other H2SHIPS pilot project is the development and Visser noted. testing of an H2 refuelling system suitable for open sea The research project has attracted interest from operation in Belgium. One of the professors involved in the companies in the shortsea, fisheries, dredging, and ferry project discussed the technology with The Motorship. sectors. The development of a modular hydrogen power Assistant Professor Marine Engineering Klaas Visser at the pack with sodium borohydride was scheduled for 2021, Delft University of Technology said: “We will certainly meet before the recent coronavirus pandemic. the [2021] deadline. At the moment, we are busy with the Another project that is under consideration was the retrofit detailed design of the ship to be built.” conversion of a larger inland commercial vessel, altering one Visser identified several key advantages associated with of its propeller shafts to operate on a PEM fuel cell powered the technology, including a potentially higher energy storage by sodium borohydride fuel. density (38.5 MJ/kg), similar to that of diesel fuel. The The projects formed only part of wider commercial and certification process would also be somewhat more public-private research into hydrogen fuel and the straightforward. While the material was flammable, it was corresponding supply chain and infrastructure in the slow burning, by contrast with some other forms of hydrogen. Netherlands. Recently the Port of Rotterdam Authority, Shell Storage of the powder carrier aboard the vessel was much Nederland, and Dutch energy supplier Eneco joined forces to less space consuming than compressed hydrogen storage. set up a green 150-250 MW electrolyser plant at the port Based on a 250 kW PEM fuel cell, 5m3 of sodium borohydride extension Tweede Maasvlakte. The produced hydrogen is to could provide enough fuel for 70 hours of operation. be transported through a new pipeline to Shell’s refinery in the One of the main focuses of the research was identifying port area. processes for storing or using the residual product (NaBO2) Visser welcomed the upsurge of interest in environmentally produced after hydrogen was produced from the NaBH4. sustainable solutions. “We should embrace every Developing a green hydrogen solution that required the demonstrator project. Besides, the Netherlands is a small vessel to discharge a tank at the end of the journey would not country in which everybody in the field knows each other. All be “sustainable”, Visser noted. of these fields come together at TU Delft.”

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Motorship April 2020.indd 14 11/05/2020 11:42 MODULARITY FOCUS SHIP SHAPE SHIFTERS Modular power systems may not be far off , but what about the ships themselves? Stevie Knights reports

Roy van Oosterom of Damen says that in many ways, modular builds “are already here”, pointing to the fl exible nature of vessels such as the OSV 9020 which can be adapted to each mission by adding accommodation, cranes, saturation dive or even submarine rescue gear. But modular vessel design reaches right through the hull. For example the Seasnake ‘sea train’ proposed a series of detachable, semi-cylindrical units, serially connected by a universal coupling which permits limited, individual yaw, pitch and roll movement. Intriguingly, it could tailor its length for the cargo and journey, unhitching it’s modules for either unloading or loading in port. Sadly, the Seasnake remains more concept than reality - unlike Damen’s modular barges or Alego’s reconfigurable cargo ship. While the latter’s initial feeder vessel build is starting with that doesn’t require drydocking or welded joints “so if the 8 Damen’s modular a 72m length and a 19m beam, it is hoped it won’t stay that owners want to extend the vessel, they just come back for a multicat can be reconfi gured and way. As it aims to answer some of Africa’s more pressing couple more sections”, says Van Oosterom. transported logistical problems “the vessel should literally grow with the He adds: “We try to keep the ship’s systems as simple as market,” explains Alego CEO Sondre Sandbye. In fact, this possible.” For example, the diesel powered propulsion units are feedership is potentially able to reach 146m in length. rather like oversized outboard engines with a gas tank inside Importantly, both companies utilise watertight hull modules the sound proof canopy, simply bolted onto the rear of the deck which retain their integrity: “We are not welding or cutting into - which also allows them to be switched for maintenance. them,” underlines Sandbye. A shape change is accomplished Within certain limitations - these aren’t ocean-going ships by separating the mechanically fastened bow or aft and - this type of design makes for a very flexible platform: for floating midsections into the gap - no drydocking required. example similar barge-type elements have been used to However, there is a related issue: how is the propulsion to create Damen’s modular workboats, ferries and pontoons. meet the needs of a significant increase in vessel size? There has even been an inland waterway pipe lay vessel: this Alego’s solution comprises propulsion modules, adapts a sloping unit at the stern for use as a stinger. containing gas gensets in the 500kW to 1.2MW range, each Most importantly, both companies’ modules are transportable, of which drives a fixed-pitch propeller: there’s a further, being based on standard ISO containers “as that’s the number similarly sized unit incorporated into the bow. The LNG tanks one driver, especially for remote operations,” says Van Oosterom. are also separated on modular lines: importantly, there are Finally, full type approval of the base units as individual no pipelines running between them, and each section hulls means that the vessel is easily certified. “Everything is contains its own, individual ballast system. uniform, which maintains a simple design, tight control of the Scaling up the ship’s power is therefore a matter of adding cost, and if you use the same components over and over, you another propulsion unit and possibly a further gas tank on the benefit from scale ordering from the suppliers,” says Sandbye. deck. “We’ll be using the same generators and the same one- As a result, “it’s far less expensive than a conventional size propellers across all of the modules,” Sandbye explains. vessel”, adding his calculations make it around 40% cheaper This is an important point: “You don’t want to change the than an equivalent build. diameter of the propeller as that is balanced to sit comfortably While full, deep-sea design would require another step with the generated power output. Further, it fits with the change, these vessels stand to play an increasing role in draught, keeping within the hull’s outline,” he remarks, critical coastal and inland waters. for restricted depths. 8 The Alego 72m Interestingly, it’s a gas-electric hybrid. The gensets are and 36m cargo linked with a battery pack: “LNG is only environmentally vessels are based on 40ft hi-cube friendly if you have clean combustion. Unfortunately, change containers: the the loads on a gas engine and the result is methane slip... so 72 can reach 146m the batteries main use is peak shaving.” in length The company is also considering high pressure hydrogen as a fuel, retained in 700bar tanks. “While there will need to be further safety measures and maybe more tanks, it’s still a matter of installing a prefabricated module,” he concludes. Damen has also developed a wide range of modular accommodation units, deck equipment, propulsion systems, wheelhouses and so onto suit the various potential configurations and likewise, a proprietary coupling system

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Seawork FP 07.05.2020.indd 1 07/05/2020 14:18 TURBOCHARGERS AMBITIOUS MHI-MME WINS FIRST ORDER FOR TURBOCHARGER

Nearly two years after announcing its MET-MBII Turbocharger in August 2018, Mitsubishi Heavy Industries Marine Machinery & Equipment (MHI-MME) received its fi rst order for the model in March

In its announcement for that order, MHI-MME declared an ambitious goal: the company will “continue to expand its global sales and aims to [achieve a] top share of the turbochargers market,” it predicted. MET33MBII versions - the smallest in the 10-model range - will be supplied for 12PC2-6B engines manufactured by JFE Engineering Corporation that will be installed in a pair of ropax newbuildings on order at Japan’s Naikai Zosen yard for Miyazaki Car Ferry. Delivery dates for the turbochargers are October 2020 for the first ship and February 2021 for the second. Although the engine is a medium speed machine, MHI- MME originally marketed the axial-flow turbocharger as being mainly for two-stroke engines and offering 16% more air flow volume than its predecessor, the MET-MB. At the time - just ahead of the 2018 SMM exhibition - it said that four-stroke engines would normally use radial turbochargers. MHI-MME Credit: But this first order for the MET-MBII indicates that it is also Manufacturing of these new and existing models is now 8 MHI-MME has suitable for four-stroke engines so it is perhaps significant conducted at a new turbocharger factory. Since 1 January received the fi rst order for its MET- that there was no reference to its suitability to two-stroke this year, MHI-MME has taken over responsibility for making MBII turbocharger over four-stroke engines in a paper presented to the CIMAC its turbochargers from Mitsubishi Hitachi Power Systems World Congress in June last year about its development. (MHPS), which had previously produced them on its behalf. That gathering was also used as the launch pad for a new The April issue of Mitsubishi Marine Energy & Environment radial turbocharger, the MET-ER series, and a technical Technical Solution-System’s newsletter, MEET News, said this description of both machines was included in the July 2019 gives MHI-MME responsibility for everything from product issue of The Motorship. That model had also been first development to manufacturing and after-sales servicing. mentioned in MHI-MME’s pre-SMM announcement, which This will help MHI-MME “promote integrated operations and noted that “radial turbochargers are mainly used for four- smoother business operations, and pursue business stroke engines” and a paper about its development presented expansion through more focused marketing and enhanced during the CIMAC meeting also made that association. customer satisfaction,” the newsletter said. Bergen Engines backs single-stage turbocharging

While many other engine makers have performance engine” that could be a “bridge commitment to single-stage turbocharging moved towards two-stage turbocharging and into the future” if two-stage turbocharging is helping to encourage further development common rail fuel injection, Bergen Engines and common rail injection became the norm. of that technology “beyond what was has taken a diff erent path and, “so far at least, The engine is common-rail-ready and could thought reasonable before.” our approach has been very successful,” the have been developed to suit two-stage He accepts that two-stage turbocharging company’s chief technology offi cer Leif-Arne turbocharging “in the next round”, Mr Skarbø offers some benefits - more flexibility, and Skarbø told The Motorship. said, but that development has not been higher pressure ratios for example - but they He recalled the 2014 launch of its B33:45 followed up. are not yet significant enough to justify a engine, which offered more power per cylinder While its competitors have committed to change in Bergen’s approach. “If you go to but lower fuel consumption and emissions the two-stage route, “we are still watching two-stage turbocharging you should outpace than its predecessors, and said that the aim how this will work out [because]cause] thethere’sre s a a single stage engengine by some margin,” was to produce a flexible engine platform with downside in way of costs.” Bergen otherwiseotherwise “it doesn’tdoes make any sense,” he said. single-stage turbocharging as the standard engines are just as sophisticatedticated as He does notnot rule them out, however. option, using ABB turbochargers - as it does other engine concepts, he said, and AlthoughAlthough BeBergenr Engines is further for all its marine engines. they offer flexible injectionn timing developingdeveloping itsi single stage When its development started in 2010, and can match the performancemance turbocharging,turbochargin “we are carefully many in the industry were exploring the of common-rail two-stage-e- consideringconsidering what we do with two-stage potential of two-stage turbocharging but “we turbocharged engines “at a lowlowerer turbocharging,”turbochargin he said. It has also run didn’t join the party,” he said. Instead, Bergen cost to the operator,” he lablab tests usinusing common rail injection Engines developed its new range of engines maintained. He also suggestedested ““butbut nobody is asking for it to offer a “conventional but very high that the company’s commercially.”co

30 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 TURBOCHARGERS CUSTOMERS WANT T/C PERFORMANCE DATA, SAYS KBB

Customer demands for more turbocharger performance data to be made accessible online are intensifying, head of turbocharging technology at KBB, Dr Silvio Risse, told The Motorship

End-users want to use this data for performance analysis, for condition-based maintenance (CBM) and to predict a turbocharger’s lifetime, he said. Most of the partners it works with have their own CBM strategy and are monitoring or controlling hardware, but there is no standardisation, he said. Nonetheless, “most of our partners are open to working with third-party algorithms [such as] a blackbox in their engine controller hardware.” Separating the turbocharger monitoring unit from the ECU was an advantage, Risse said, adding “the potential offered by offline analysis is significantly larger. By transferring measurement data from the turbocharger and the engine to the cloud it can be stored and evaluated “extensively and locally with suitable computer technology at the same time or later.”

Data latency means response times may not be quick KB Credit: enough to prevent some turbocharger damage, although new impeller designs that increased compressor flow capacity. 8 KBB has improved suitable upgrades to the engine and turbocharger control Some of these changes were outlined in his CIMAC paper the capacity and effi ciency of its hardware and software offer potential solutions. and Dr Risse summarised them for The Motorship, explaining ST27-EP range of Speaking to The Motorship for this report, he said that that the capacity improvements are based mainly on blade turbochargers including “a proved third-party blackbox algorithm is much design optimisation of the compressor and turbine wheels. easier and safer than an additional hardware box on an This is supported by CFD-led flow optimisation for diffusers, engine.” And there is no shortage of data available from nozzle rings and inserts to achieve best performance in modern engines, his comments suggested. A lot of engines combination with new wheel designs. have OEM-provided monitoring systems and performance “These modifications are beneficial for thermodynamic analysis “is easy for these engines because no additional efficiency and reduced inertia,” he said. Despite these sensors or hardware are required,” he said. changes, the turbochargers’ external dimensions have been Meanwhile, KBB has been working on improvements to kept the same, which means that the improved units can be some of its models and Dr Risse particularly mentioned its supplied for retrofit installations to improve performance of established single-stage ST27-EP range of turbochargers, existing installations, as well for new projects. which offer a pressure ratio of 6:1, saying that new designs have KBB is currently working on further improvement to both been released that incorporate improved capacity and its single- and two-stage turbochargers - mainly involving efficiency. He also drew attention to its two-stage K2B series, their components - to extend their service intervals and which has an overall pressure ratio of 10:1 and now features lifetime, Dr Risse said. MES wins fi rst order for its latest THS concept

What is believed to be the fi rst order for more when the hydraulic energy recovered Mitsui Engineering & Shipbuilding’s (MES) from the turbocharger is also used to open latest version of its turbo hydraulic system and close the exhaust valves and fuel (THS2) was placed in February for installation injection of an electronically-controlled on a Mitsui-MAN B&W 7S65ME-C8.5 engine engine. It is a refinement that has been under for a 208,000dwt bulk carrier. development since 2016. This technology has its roots in a concept An earlier modification had made it first developed in 2008 that took excess possible to operate the system in turbocharger energy via a hydraulic pump ‘turbocharger assist’ mode when the engine and matching hydraulic motor to provide is operating at low load. Instead of using the additional propulsion power. It has been auxiliary blower to supplement the fitted to 19 ships and gone through a number turbocharger, the hydraulic pump and motor In its statement, MES also noted that of iterations over the years. can be operated in reverse to deliver engine among THS’s benefits is that it requires fewer MES said in a statement in February that power to support its turbocharger “and parts to be fitted to an engine than other THS2 improves fuel efficiency by up to 2% on contribute to the reduction of greenhouse waste heat recovery technologies, reducing a single engine at 50% load operation or gases,” MES said. cost and space.

For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 31 TURBOCHARGERS NEW ELECTRICALLY-ASSISTED TURBOCHARGER OFFERS AGILITY

The watchwords for MTU’s turbocharger development are agility and effi ciency, its director of development, turbocharging and fl uid systems, Johannes Kech, told The Motorship

For projects where high agility is needed, MTU can now consider using its new electrically assisted turbocharger, which has successfully passed its fi eld tests, Dr Kech said. This was announced in 2018 as a solution to the frustration of ‘turbo-lag’, which occurs at low speeds because there is not enough exhaust to drive the turbocharger. MTU’s solution uses an electric motor to support the turbocharger using technology licensed from G+L innotec and it appears that its development is on track or even ahead of that 2018 announcement: at that time, it predicted a market debut for its first engines with electrically-assisted turbocharging in 2021. Meanwhile, it is focusing development efforts on increasing turbocharger efficiency by developing individual solutions for specific engines. In a way, this is returning to its historical roots, which date back 45 years to when the first MTU engine Credit: MTU Credit: (series 396) was fitted with an in-house ZR turbocharger, Dr Kech recalled. At that time, turbocharger systems were matched to an engine’s specific requirements, he said, an approach that gave way some years ago to a modular system that could be used across engine platforms. But now “trends in engine development demand more and more specific turbocharging systems that need individual In particular, MTU uses “fully automated, multidisciplinary 8 An electric motor solutions,” he said. “They impose various requirements such as optimisation methods for wheels, flow guiding systems and ensures that extra fresh air is available efficiency, compressor pressure ratio and map width, power-to- bends,” which shortens design cycles and minimises whenever the weight ratio and acceleration capability.” In response, MTU is development efforts, he said. It also delivers high efficiency engine needs it supplementing its modular approach by applying “modern and high pressure ratios and the approach is now being design methods to cope with the broad set of requirements applied to gas engines for stationary applications “to ensure imposed by [each] engine application,” he explained. highest efficiencies and a minimum of CO2 emissions,” he said. First delivery for new ABB models

Two new ABB turbochargers have completed Last June’s CIMAC World Congress was their predecessors, the new models have a their testing and the fi rst delivery of one given a pre-launch overview of the new lower CAPEX and are easier for engine of the new models was scheduled to take additions to ABB’s range, at which time builders to fit. From a shipowner’s point of place as this issue went to press, Alexandros they were still in development, and their view, their smaller size will reduce operating Karamitsos, ABB’s head of global sales for official launch took place in December costs. There will be further savings because low-speed turbocharging, told The Motorship at the Marintec China exhibition. Now, with of their impact on fuel consumption. in late April. The fi rst A260-L turbocharger tests completed at ABB’s research centre The A255-L covers engine powers of following in Q4. at Baden in Switzerland, their “high 3-6MW and the A260-L is intended for Although he could not disclose what ships performance levels have been reconfirmed engines of 5-7MW, which overlap its existing they were destined for, he said that “a good as expected, demonstrating their leading A160-L. But that model will continue to be number” of orders for the new units had been efficiency,” he said. available since it has become an established confirmed, destined for containerships, According to a presentation prepared for turbocharger in many ship machinery chemical tankers, small product tankers, LPG Marintec visitors, the new members of its specifications, Mr Karamitsos said. carriers, bulk carriers and general cargo ships. A200 series are 50% lighter than the previous In developing these turbochargers, ABB “The market has been very responsive,” he said, generation and 2% more efficient, helping has collaborated with the two leading describing them as “the ideal duo for vessels operators save fuel. The same presentation low-speed engine designers, MAN Energy up to 50,000dwt.” This is a segment where predicted that service costs will be 30% less Solutions and WinGD, “as a response to their turbocharger cost and size are particularly than the previous generation of turbochargers. demands for higher turbocharger relevant, and both of these new compact It was costs that Mr Karamitsos particularly performance for their modern small-bore models will “fit through a door,” he said. emphasised. Because they are smaller than engines,” Mr Karamitsos said.

32 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 Maritime Journal is relied upon by marine TVSJIWWMSREPWEGVSWW*YVSTIGSZIVMRK EGXMZMXMIWSJMRWLSVISǺWLSVIGSEWXEP zone and short sea commercial maritime businesses. Informing over ȴȉȟȁȴ maritime professionals across Europe

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NEW SERIES AND NEW FACILITIES FOR NEW BRAND Field trials of a single stage variant of the TCT turbocharger series are ongoing, marketing manager at PBST, Denis Pissarski told The Motorship

Less than a year after its formation, PBST has had a promising start and is already “co-developing an updated radial turbocharger series, which will be available to highspeed engine manufacturers very soon,” its marketing and communications manager Denis Pissarski told The Motorship. No details about that project are available yet, “but this is a huge step for us,” he said. Another big step planned for later this year will see a new Turbocharger Performance Centre open in PBST’s home town, Augsburg in southern Germany. At €50M, it will be the largest investment ever in the city and “proves that we see a bright future in turbocharging,” he said. PBST was formed last July to bring together MAN Energy Solutions’ air management systems and the Czech turbocharger manufacturer PBS Turbo, creating a company that covers not only turbochargers but also other exhaust gas technologies, such as electrical turbo blowers and catalytic converters for selective catalytic reduction. That distinction is reflected in how the products it delivers are labelled. As The Motorship reported last July, OEM customers receive PBST-branded turbochargers while MAN engines, including those manufactured under licence, will customers. Combined with its TCX turbocharger as the 8 PBST has already supplied some continue to be equipped with MAN-branded turbochargers. high-pressure stage, “we can achieve up to 80% efficiency, TCT turbochargers A few months before PBST’s formation, MAN Energy which is really fantastic,” he said. in two-stage Solutions had launched its TCT turbocharger series, which is As a stand-alone single-stage turbocharger, however, field combinations smaller than its predecessor, the TCA generation, “to meet tests are still being run “due to unforeseen complications,” he current market requirements,” the company said in a said. Together with the impact of the coronavirus slowdown, statement at the time. “we are a bit behind schedule [but] the feedback is very Its development passed to PBST and Mr Pissarski said that positive so far” and enquiries from shipowners and yards are a number of TCT40 and TCT60 units have been sold as the also encouraging, he added. “All in all, we are very satisfied low-pressure component in two-stage turbocharging with the start of PBST brand. We have not only met but installations, both for MAN engines and for other OEM exceeded our targets,” he said. Viral load: COVID-19’s impact on the turbocharger sector

Turbocharger makers and engine builders One turbocharger maker said that, if its Commercially, the impact is likely to build. accept their operations have been disrupted supply chain is disrupted, it will focus on One manufacturer said that there had been by the COVID-19 pandemic, and that the providing spare parts to avoid long shutdowns no effect on its Q1 business and its forecast after-eff ects will be long-lasting. of engines that need mandatory maintenance, for Q2 predicts no decrease in orders or its Of most concern is whether supply chains such as emergency generators. With that in spare part business. But further ahead, there can continue to bringing essential mind, it has been increased its own stock since will be a decline if the coronavirus shutdown components and material. For one late February to reduce the impact of supplier period extends, its director said. That view manufacturer, one of its main supplying shutdowns on its production. was shared by another of our interviewees: countries has been hit hard by the virus, Another executive said that his company’s “I expect difficulties in 2021 or 2022,” he said. causing a shortage of parts and short-time management team had established rules to Yet the underlying market seems firm. One working in its factory. keep production going without compromising company reported good business in the Another hopes to mitigate the problem by employee safety, as long as the supply chain four-stroke sector, thanks to naval and cruise continuously monitoring its supply chains continued to function. The biggest effect it is work. The two-stroke market is more and looking for alternative suppliers. “That experiencing is with on-site consultations with challenging, it said and “this year we might enables us to keep production as stable as customers, which are impossible because of lose some market share.” we can and to deliver punctually in what is a travel bans, so it is providing customers with It seems that timing will be crucial in very challenging situation,” one of its smart glasses to enable remote assessments gauging both the medium- and long-term directors said. for planning new installations. impact of the current global health crisis.

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PFF 2020 03.03.2020.indd 1 21/05/2020 14:55 MS100 TURBOCHARGER FOCUS TURBOS HAVE BOOSTED SHIPPING FOR 115 YEARS

Alfred Büchi was ahead of his time. He was the son of Johann Büchi, a chief executive at Sulzer, so heavy engineering was in his blood

He graduated in 1903 and worked as an engineer in Belgium and England for fi ve years and became passionate about improving the effi ciency of combustion engines, specifi cally by reducing exhaust heat losses. It was during that time, in 1905, that he received a German patent for a “highly supercharged compound engine” that featured an “axial compressor, radial piston engine and axial turbine on a common shaft”. Unfortunately, neither the fuel nor the materials to build the engine were available at that time but the patent was enough to establish 1905 as the year that turbocharging was born. He returned to Switzerland and joined Sulzer where Büchi produced his first prototype turbocharged diesel engine in 1915. It was not a success. The same year he opened talks with Brown, Boveri & Cie (BBC; now ABB) that took until Wikimedia Credit: 1923 to conclude. variable turbine geometry and 8 Preussen was one of the fi rst pair of BBC’s change of heart was prompted by the publication supplementary power-take-offs ships to go to sea in 1923 of a report on low-pressure supercharging trials from turbochargers, such as Mitsui with turbocharged carried out by MAN and in 1926, two German passenger Engineering & Shipbuilding’s Turbo engines liner newbuildings, Preussen and Hansestadt Danzig, became Hydraulic System. This month’s the first turbocharged ships, fitted with BBC-built Büchi turbocharger feature mentions the turbochargers. Their twin ten-cylinder diesel engines had a latest developments in this technology. nominal output of 1,750hp (1,305kW) which was turbocharged Mitsubishi Heavy Industries Marine Machinery and Engine to 2,500hp (1,865kW). Company (MHI-MME) is also using turbocharger power for While they were under construction, Büchi received a other purposes, working with the US company Calnetix. A patent in 1925 for “pulse operation for low-pressure small motor-generator inside the turbocharger’s silencer supercharging” and this is generally considered to be his produces auxiliary power for the ship’s electrical systems. most important contribution to the technology. As to the future for marine turbocharging, it is worth Up until 1940, turbochargers were only effective on four- recalling comments made to The Motorship at the CIMAC stroke engines but that year BBC carried out tests on a Sulzer Congress in June 2019 by Christoph Rofka, Vice President - two-stroke engine. The results were disappointing, and it Head of Technology at ABB Turbo Systems. The technological was not until after WW2 that turbocharging became practical limits of single-stage turbocharging have been reached, he on two-stroke engines. Further refinements up until the said, and predicted that new medium-speed engine 1950s and 1960s gradually increased boost pressures for all platforms will need to be designed for two-stage turbocharger types. turbocharging, such as the Wärtsilä 31. Büchi’s 1925 patent expired in 1950, opening up the market As for the constant drive for higher pressure ratios, “Who to wider competition and now there are a number of specialist knows, perhaps we will be able to achieve a maximum turbocharger manufacturers. Collaboration has also become pressure ratio of 7.0,” he said. That goal has not yet been a feature of the industry, with many engine OEMs working achieved for single-stage turbochargers but, with future closely with specific turbocharger manufacturers. fuelling preferences moving towards gas engines - which With power increases of 40% and more on offer, it was need high pressure ratios and efficient turbochargers - that inevitable that the high powers demanded from marine will be a valuable parameter to reach. engines would make them pioneers for turbocharging, both 8 Two-stage for the extra efficiency and lower fuel costs available, but turbochargers also because engines could be smaller for the same power such as this Power2 output as a non-turbocharged equivalent. 800-M surpass single-stage More recent developments have been prompted by units for many environmental concerns. For achieving NOx reductions to applications meet IMO’s Tier II and Tier III standards, turbochargers have played a key role, for example by increasing pressure ratios, often by using two-stage turbochargers, which use high- pressure and low-pressure turbochargers connected in series. These were initially introduced for two-stroke engines but have now extended across to four-strokes.

Other innovations in recent years include such things as ABB Turbo Credit:

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Clk FP May 2020.indd 1 20/05/2020 11:58 DESIGN FOR PERFORMANCE PUSHING THE ENVELOPE: ROPAX DESIGNERS EYE EFFICIENCIES

Maximum ropax ferry capacities may have plateaued at 5,600 lane metres, despite strong incentives to meet effi ciency improvements via economies of scale, writes Kari Reinikainen

Owners will also have to think of future regulatory considerations with their newbuilding plans. When Grandi Navi Veloci in Italy introduced its 32,746 gross ton newbuilding Majestic in the western Mediterranean in 1993, the ship was somewhat of a novelty. It offered good quality passenger accommodation, but its lane metre capacity of 1,725 was much greater than that of Scandinavian cruise ferries of the time, which tended to hover in the region of 1,000 lane metres. By contrast, the ship only carried 1,205 passengers in cabins, which was roughly half of the figure of a similar sized cruise ferry of the time. The template was quickly adopted by other operators in the Mediterranean and then elsewhere. The type of vessel quickly became known as a ropax ferry.

RAMPING UP CAPACITY By 2010, Stena Line’s 64,000 gross ton sister ships Stena Britannica and Stena Hollandica could offer 5,566 lane metres of vehicle deck capacity, yet they only had accommodation for 1,380 passengers. Pure freight roros of more than 6,000 lane metre capacity have been built since then, but the capacity of ropaxes has not really increased since the days of the Stena Line Hook of Holland-Harwich duo. A major reason why capacity growth has halted - at least for now - is that many ports that handle these ships can only receive vessels of up to 230 metres in length, said Anders Orgard, chief commercial officer at OSK Ship Tech in Denmark. The port facilities are a crucial consideration not only when it comes to receiving the ships, but also the vehicles that are to be loaded and discharged onboard the ship. The vehicles to be loaded must be accommodated in the port and in case of large vessels, they take up a lot of space.

“Turn around in ports is another major constraint. Using Corporation Truck Volvo Image copyright two tier loading cuts the time needed to load and discharge ferries included, is what happens in the development of 8 The entry dramatically compared to the use of just one tier,” he told autonomous trucks. “Roros with internal ramps do not go well into service of autonomous The Motorship. with autonomous trucks. This can also significantly influence vehicles, akin to how (roro) cargoes are handled in ports, Orgard said. Volvo’s Vera vehicle SLOWLY DOES IT One way of paving the way for the arrival of autonomous which trialled transporting goods However, the largest pure roro vessels - their lane metre trucks would be to arrange the vehicles so that they can be between DFDS’ capacity is well over 6,000 - are already struggling to keep loaded on five tracks across the ship, with one ramp leading logistics centre and schedules due to the use of stern ramps, which pose a to the upper and one to the lower deck, both of which would a port terminal in the bottleneck for these operations. The stern ramps limit the be connected to a linkspan, he concluded. Port of Gothenburg, will impact future number of tugmasters that move in and out at one time and The obvious advantage of roro vessels over e.g. container ropax design to tackle that problem, OSK Shipp Tech has produced a ships is the fact that rorroro cargo gets quickly to its concept design for a ropax vessel with side doors that destination: containercontainerss discharged from a ship are will significantly speed up loading aandnd discharging ooff uusuallysually stacked in the terminal area or nearby cargo. loglogisticsistics centre to wwait for a pick up, while a trailer This again means that the vesselel can cruise at a iiss quicklquicklyy connectconnectede to a truck and is on its way lower speed than a conventional vesselessel of the same to the recipient,recipient, ssaida Vesa Marttinen, director of type, which saves fuel and cuts CO2 emissions, ccruise,ruise, roro and yachtsy at Wärtsilä, the Finnish Orgard noted. “This design competesmpetes with the technologtechnologyy groupgroup.. 8 Vesa Marttinen, director of cruise, largest roros, so the range of servicesices and locations “However, the capacity of ports and their roro and yachts where it could be used is limited,” hhee ppointedointed out. iimmediatemmediate hinterlhinterlandsa may not have always at Wärtsilä, Another factor that is quite likelyy to affect the developed hanhandd in hand with the growth of the Finnish technology group design of roro vessels in the future,e, rropaxopax rrorooro vevessels.s Once this bottleneck has

38 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 DESIGN FOR PERFORMANCE

8 The capacity of ropaxes has not really increased since the Stena Hollandica (pictured) was launched in 2010 been removed, we may see larger short sea roro and ropax Marttinen continued. He wondered whether unit cargo and vessels in the future than what we have today,” he told passenger transport should be considered to include port The Motorship. operations in the remit of the IMO. The efficiency - or the lack of it - of port operations plays a ENVIRONMENTAL CONSIDERATIONS AND DESIGN significant part an the overall efficiency and carbon footprint The development of ship designs of the future, of all types of in the operations of these ship types. Efforts to optimise only ships, will be heavily influenced by tightening requirements the seagoing part’s performance may result in a sub-optimal for cutting green house gas emissions. However, these outcome when these matters are considered against a requirements only look at the ship and not the port operations, broader perspective. which may include considerable inefficiencies that affect the overall transport chain. LIGHTWEIGHT CRAFT CODE A leading theme in the design of ropax vessels is to get the On a practical note, Marttinen suggests that level playing field passengers and freight quickly from home to their destination thinking between transport modes should gain ground. “Sea and in these vessels it is the volume that is available onboard lanes do not suffer from wear and tear. Roads do. And to build that is a crucial bottleneck, not the weight of the cargo like a railway line, you need space from the carbon capturing for example in bulkers and tankers. nature or from peoples living for the tracks. There has been Already today it is possible to follow the EU-MRV reporting little discussion about what are the emissions from a ship that system that shows transported volumes and the CO2- is not fully loaded. Passengers want fast connections, but it is efficiency of each mode of transport. “This has shown that the the freight that continues to grow in importance,” he added. most efficient ropax vessels are the ones that can Against this broad spectrum of challenges, Marttinen accommodate large numbers of passengers and little cargo, suggests that the design of future ropaxes on some routes apart from their cars, or the other way around,” Marttinen said. could be based on the international lightweight craft code “From this it could follow that passengers and their cars rather than SOLAS. Their hulls could be built of high tensile may be carried in the future on different vessels than trailers. steel that is relatively lightweight, while the superstructure In this case the number of vessels would grow meaning more could be built of composite materials. (The Motorship material need for the same transportation work. In effect, the considered the issue of composite materials in an article in tail would wag the dog. Decisions of authorities will be in the April issue.) charge: it is not good if they start to favour one solution. As On relatively short and sheltered crossings where this kind things stand, optimisation may mean something that the of design approach might be used, it would be possible to authorities define,” he continued. look at the optimisation of various parameters, such as fuel The Energy Efficiency Existing Ship Index (EEXI) that the consumption and emissions plus freight and passenger IMO was due to consider in March is a fairly straightforward capacity, speed and hence the frequency of service the question in the case of e.g. bulkers. “However, it is a much vessel could deliver, ffromrom a new anangle.gle. more complex question in the case of ropax and cruise Although some investmentvestment decisions have 8 Anders Orgard, tonnage, it may actually influence the designs of the future,” slowed during the current coronavirus chief commercial pandemic, ferry ownersners in Europe had offi cer at OSK Ship Tec already launched fleet modernisation Turn around in ports is programmes and ass manymany companies another major constraint. still have ageing ttonnageonnage in their Using‘‘ two tier loading cuts the fleets, investment wwillill be needed in the future as well. FFindinginding an optimaoptimall time needed to load and design that meets bothoth the commercial and environmental rrequirementsequirements wilwilll discharge dramatically compared probably not becomeme easeasierier as to the use of just one tier times goes by.

For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 39 SHIP DESCRIPTIONS VERSATILE NEW SERIES OF ETHYLENE TANKERS

Advanced, handysized tonnage from China will aff ord considerable scope as to liquefi ed gas cargoes, writes David Tinsley c/Ye Chia-Wei c/Ye ffi 8 Petredec’s new series of ethylene carriers will be an optimised version of the Empery type Photo: MarineTra Photo: Towards the end of 2019, Singapore-based Petredec Holdings the 22,000m3 newbuilds will be configured with three cargo exercised its options on two additional ethylene-capable tanks of bilobe type, fabricated from 5% nickel-steel, and liquefi ed gas carriers from Jiangnan Shipyard, augmenting constructed to withstand a 5.3 bar maximum pressure. The the two-ship contract signed a few months earlier. gas plant will allow two segregations, with two liquid lines The newbuilds encapsulate an optimised and upgraded and two vapour lines feeding from and to the cargo manifold. version of the 21,200m3-capacity Empery-class quartet Cargo handling will be effected by six deepwell pumps, two completed by the Chinese yard over the course of 2016 and per tank, located within the tank dome, and individually rated 2017. The nascent series offers a near-1,000m3 advance in at 350m3/h. Loading and unloading is therefore anticipated at cargo volume within a similar hull envelope, plus IMO Tier III up to 2,100m3/h from refrigerated or pressurised storage, NOx emissions compliance. The prospective fleet additions using vapour return. An LPG heater/vaporiser will be occupy delivery slots in 2021 and 2022, and the design supplemented by a dedicated ethylene vaporiser. perpetuates the considerable versatility in liquefied product The specified cargo boil-off and fuel gas system is of the transportation displayed by the initial quartet. cascade/direct cycle type, using three refrigerant Imbuing the capability to transport ethylene necessitates (propylene) compressors and three cargo compressors. design engineering to ensure and maintain a cargo Petredec’s preceding programme of four ethylene carriers temperature of minus 104degC. at Jiangnan had received German financing from KfW IPEX- As well as serving the niche, ethylene segment of the market, Bank working with credit insurance provider Euler Hermes. the ships will offer a very high degree of cargo carrying flexibility, With EUR50 million-worth of gas and tank systems extending trading opportunities and potentially minimising time in ballast. The payload scope embraces ethane (at minus PETREDEC ethylene carriers 80degC), anhydrous ammonia, propylene, propane, vinyl chloride monomer (VCM), butadiene, butane and isobutane. Jiangnan yard no. Name Capacity Delivery Ethylene, propane and isobutane can be received aboard from H2567 Empery 21,200m3 2016 either refrigerated or pressurised storage. 3 Given the potential product range, and as with the Empery H2568 Ellington 21,200m 2016 generation, the vessels may be described therefore as LEG/ H2569 Emilius 21,200m3 2017 LPG/ammonia/VCM carriers. H2570 Earth Summit 21,200m3 2017 Having engaged TGE Marine Gas Engineering as the contractor for the cargo handling systems and tanks in the H2669 Eclipse 22,000m3 2021 previous series of ethylene carriers from Jiangnan, and also H2670 Electra 22,000m3 2021 for two 22,000m3 semi-refrigerated LPG/ammonia carriers built by the same yard in 2018, Petredec has retained the H2671 Exhibitionist 22,000m3 2022 German company for the latest project. H2672 Enable 22,000m3 2022 Rather than the four-tank layout employed before, each of

40 | MAY 2020 For the latest news and analysis go to www.motorship.com/news101 SHIP DESCRIPTIONS

brought on-line so as to ensure refrigerated temperature Two of the four gensets have control of the cargo. When no cargo machinery is being to be run to provide the activated, as on a ballast leg, a single aggregate is sufficient requisite‘‘ power in port for taking to cover the ship’s sea-going electrical load. Technical husbandry of the ethylene tanker flotilla is the on or discharging a full cargo, and province of Anglo Eastern Ship Management’s Singaporean company, which is also responsible for the crewing two are needed at sea to maintain arrangements, whereby each vessel has a complement of 21. cargo tank pressure Ethylene is a primary building block of the petrochemicals industry and is used in the production of polyethylene, ethylene contracted to TGE Marine of Bonn, the funding reflected the dichloride, ethanol, styrene, glycols and many other products. German export component to the deal. The propulsion system in each of the existing ships entails a 500mm-bore two-stroke engine providing direct drive to a PRINCIPAL PARTICULARS - Empery-class ethylene carrier fixed-pitch propeller. The MAN six-cylinder S50ME-C8.2 Built 2016-2017 diesel has a specified rating of 7,170kW at 114rpm and Length overall 159.99m operates on either very low sulphur fuel oil (VLSFO) or low Length bp 152.81m sulphur marine gas oil (LSMGO). Consumption of VLSFO at Breadth, extreme 24.80m maximum service speed is in the order of 25t per day. Depth, extreme 16.70m The auxiliary outfit is substantial, as befits such an Draught, scantling 9.40m extensively-equipped vessel, and comprises four aggregates Corresponding deadweight 16,925t powered by Daihatsu DK-20e series engines manufactured Gross tonnage 17,235t under licence from the Japanese designer in China. Two six- Cargo capacity @100% 21,220m3 cylinder models and two eight-cylinder versions are installed, Cargo capacity @98% 20,795m3 yielding individual outputs of 950kW and 1,250kW Main engine power 7,170kW respectively, giving a total availability of 4,400kW. Speed, loaded 16kts Two of the four gensets have to be run to provide the Auxiliaries 2 x 950kW + 2 x 1,250kW requisite power in port for taking on or discharging a full Class Bureau Veritas cargo, and two are needed at sea to maintain cargo tank Crew 21 pressure. When carrying ethylene, a third set has to be Flag Singapore

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Ports must be able to check SUBSCRIBE NOW the background of all vessels to receive a trial copy of GreenPort Magazine and‘‘ show bodies such as OFAC Email [email protected] or call +44 1329 825 335 that they have the technology to • Comprehensive online directory • Instant access to industry news screen ships for suspected • eNewsletter • Magazine subscription • Expert opinion sanctions evasion www.greenport.com

For the latest news and analysis go to www.motorship.com/news101 MAY 2020 | 43 50 YEARS AGO

SHIPBUILDING ENTERS UNCERTAIN TIMES THEMOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS

The international magazine for senior marine engineers

EDITORIAL & CONTENT Editor: Nick Edstrom [email protected]

News Reporter: Rebecca Jeff rey rjeff [email protected]

Correspondents Please contact our correspondents at As this page is being prepared, at the peak of 8 Bulker Helene, powered by the fi rst Clark-Sulzer [email protected] 6RND76 engine Bill Thomson, David Tinsley, uncertainty of immediate prospects for shipping, Tom Todd, Stevie Knight shipbuilding and all other industries thanks to Covid-19, it was a bit of a shock to see equally dismal was to be operated by seven engineer officers, an Production predictions in the May 1970 issue of The Motorship. electrician, and 10 ratings, with no separate Ian Swain, David Blake, Gary Betteridge The editorial comment page bemoaned the machinery control room, it was fitted out for [email protected] difficulties facing British shipbuilding, despite there potentially unmanned operation, with a number of SALES & MARKETING being a demand for the industry’s products. The remote control and monitoring features as well as problem then was high labour costs, resulting from safety innovations such as an enclosed fuel system. t +44 1329 825335 f +44 1329 550192 taxation as much as wages. The Japanese example The writer noted that in order to provide maximum was quoted, where even high levels of mechanisation cargo space, and despite the large complement of Brand manager: Toni-Rhiannon Sibley and automation had not made a significant dent in personnel, the engine room was “somewhat compact tsibley @mercatormedia.com the number of man hours to build a ship. The only and the machinery layout less than ideal.” answer was, reluctantly, the introduction of A somewhat different type of ship had just entered Marketing ‘escalation clauses’ as had begun at German yards, service on a new fast cargo route between Japan and [email protected] by the industry internationally to protect itself from Australia. Built by Kawasaki Heavy Industries for heavy losses due to rapidly rising costs. Australian National Line, the Australian Enterprise too EXECUTIVE Another growing concern was the number of had been designed to maximise cargo space, but in Chief Executive: Andrew Webster companies producing unauthorised, or ‘pirate’ spare this case the cargo was a combination of ISO- [email protected] parts for machinery, particularly in Japan, where it standard containers and ro-ro traffic. With 233 TEU TMS magazine is published monthly seemed others had got hold of drawings issued to above deck, including 92 reefer units, the main hold by Mercator Media Limited official licensees and were making inferior quality could carry either cars, on removable ‘pontoons’, or Spinnaker House, Waterside Gardens, replica parts with adverse effects on reliability. This, it up to 365TEU of containers, stacked two high, and Fareham, Hampshire PO16 8SD, UK was said, would impact on the engine designers’ and loaded on trailers via the stern doors. Machinery and licensees’ otherwise good reputations if not snipped accommodation was all located aft, which t +44 1329 825335 in the bud. necessitated a very compact engine room. Thus the f +44 1329 550192 The main ship description centred on the Helene, propulsion plant was three Kawasaki-MAN V8V40/54 first of a pair of Sunderland, UK-built bulk carrier medium speed engines, each of 8,690 bhp MCR, said [email protected] www.mercatormedia.com newbuilds, powered by Sulzer 6RND76 engines, the to be the highest-power medium speed installation first from British licensee Clark. The 26,176 dwt to date. The engines were designed to operate at vessels were ordered by Greek owners, for transport constant 400 rpm speed, driving a CP propeller Subscriptions of various mineral raw materials from Jamaica to the through a system of Renk clutches and gearboxes, [email protected] US. They provided a break for the Austin & PIckersgill allowing any combination of one, two or three or subscribe online at yard from building SD14 Liberty Ship replacements. engines to be employed for either propulsion or www.motorship.com Construction was largely conventional, though the LR auxiliary generation use, each alternator being driven Also, sign up to the weekly TMS E-Newsletter class did allow holds 2,4 and 6 of the seven directly from the gearboxes. The whole machinery compartments to be empty when the others were installation was designed to be operated remotely 1 year’s magazine subscription carrying ore. The main engine, of 12,000 bhp output, from a separate control room, with propeller pitch £GBP178.50 UK & EURO Post area £GBP178.50 Rest of the World was fitted with a Napier turbocharger and drove a controlled from the wheelhouse. four-blade SMM propeller. Although the engine room © Mercator Media Limited 2020. ISSN 0027-2000 (print) ISSN 2633-4488 (online). Established 1920. The Motorship is a trade mark of Mercator Media Ltd. All rights reserved. No part of this magazine can be reproduced without the written consent of Mercator Media Ltd. Registered in England Company Number 2427909. Registered offi ce: Spinnaker House, Waterside Gardens, Fareham, Hampshire PO16 8SD, UK. Printed in the UK by Holbrooks Printers Ltd, Portsmouth, PO3 5HX. Distributed by Mail Options Ltd, Unit 41, Waterside Trading Centre, Trumpers Way, London W7 2QD, UK.

8 Australian Enterprise, a container/ro-ro vessel with medium speed propulsion 8 Machinery control room of Australian Enterprise

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