APRIL 2020
Vol. 101 Issue 1180
IMO 2020 Flapping-foil MS100 Wärtsilä WinGD hybridisation LR’s Muhammad Usman Wärtsilä R&D project Stefan Nysjö interview Goranov interview
ALSO IN THIS ISSUE: ABB Turbo’s Dino Imhof | mya platform | Baudouin Moteurs pure gas | MET33MBII reference
IMO 2020. EU-MRV. KRAL pumps can Data transmission handle these fuels. with KRAL fl owmeters.
Low sulfur fuels. Avoid discussions Marine diesel oils. with authorities. Heavy fuel oil Keep emissions at scrubber retrofi t. the bottom.
strong together! stay healthy! stay in touch!
The supply of our products is given.
NEW_2020-04_KRAL.indd 1 08.04.2020 11:40:57 A smarter perspective on marine propulsion
Sustainable solutions driving engine efficiency and performance to deliver a low carbon future. wingd.com
WinGD356210_WinGD_Corporate_LNGWorldShipping_Apr_210x297_Af2.indd April 2020.indd 1 1 17/04/202014/04/2020 07:4018:37 CONTENTS APRIL 2020
10
FEATURES 29 12 Bringing hybrids to deep-sea Stefan Goranov, Program Manager NEWS 4 16 – Hybridisation at engine designer WinGD discusses efficiency gains and 24 Gasum inks first LBG contract REGULARS the next steps in the engine designer’s Energy company Gasum has entered into its first hybridisation programme. contract to supply a liquefied biogas (LBG) blend to a marine customer. The one-year contract is 10 22 Variability in 0.50%S fuels for a LNG 90:10 LBG blend, for two LNG-fuelled Leader Briefing Muhammad Usman, LR’s FOBAS product tankers under long-term charters to Dino Imhof of ABB product manager assesses the impact Sweden-based energy company Preem. Turbo identifies a clear of quality variance of VLSFO on and practical technical machinery equipment and offers some 26 Baudouin Moteurs dual-fuel pathway to address the recommendations going forward. energy transition targets Baudouin Moteurs is about to launch a pure-gas of world shipping. LNG engine into the stationary energy market 29 Flapping wing project later this year. The France-based engine designer A new EU-funded consortium, SeaTech, confirmed that it was also undertaking research 16 is developing a project to integrate a into a new dual-fuel engine with Weichai Design for flapping-wing propulsion device with destined for the marine market. Performance more precise combustion control of a As FRP projects dual-fuel engine. 28 First MET33MBII reference addressing fire, joining MHI-MME has received the first reference and flexibility issues 31 MS100 – Hybridisation for its new MET-MBII axial turbocharger. progress, Stevie Knight We look back over the long history of The manufacturer will supply MET33MBII asks whether the time is windpower and battery hybrid solutions. turbochargers for 12PC2-6B engines ripe for wider adoption manufactured by JFE Engineering Corporation. of large-structure 34 MS100 – Wärtsilä composites in As part of our series of articles celebrating shipbuilding. The Motorship’s centenary, we feature an interview with Wärtsilä’s Vice President, 38 Marine Power Solutions Stefan Nysjö. Ship Description Online Social Media Siem Car Carriers took motorship.comOnline LinkedinSocial Media delivery of the first of two motorship.com Linkedin 5 Latest news Facebook 7,700 CEU dual 5 Latest news TwitterFacebook 5 Comment & analysis Twitter fuel electric-powered 5 Comment & analysis YouTube 5 Industry5 Industry database database YouTube pure car and truck 5 Events 5 Events carriers from WeeklyWeekly E-News E-News Xiamen Shipbuilding, Sign upSign for up FREE for FREE at: at: Siem Confucius. TheThe Motorship’s Motorship’s Propulsion Propulsion & & Future Future Fuels Conference will will taketake place place on on 17-19 17-19 November November 2020 2020inin Hamburg,Hamburg, Germany.Germany. www.motorship.com/enewswww.motorship.com/enews StayStay in intouch touch at at propulsionconference.com propulsionconference.com
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 3 NEWS REVIEW Don’t just comply LNG SUPPLIER INKS FIRST MARINE LBG VIEWPOINT – be a step ahead NICK EDSTROM | Editor SUPPLY CONTRACT [email protected] Marking our homework As the global economy comes under unprecedented strains from overlapping supply and demand shocks, and the introduction of lockdowns across much of Europe in response to the coronavirus pandemic disrupts commercial relationships, the shipping industry’s ability to respond to these highly challenging circumstances demonstrates its flexibility and resilience. Amid these changes, the achievement of the Chinese shipbuilding industry in restarting production in February and delivering highly complex vessels for sea trial, such as the CMA CGM Jacques Saade, should not be underestimated. The ports of Amsterdam, Rotterdam and Antwerp have maintained normal operations, despite restrictions on transportation movements in Europe. Indeed, one of their main challenges is easing Thun Tankers Photo credit: transportation bottlenecks to speed the movement of goods away Energy company Gasum has 8 A sister vessel of Thun Evolve, from warehouses, storage tanks and stockyards. entered into its first contract to the 7,999dwt Thun Eos passing through a lock This is not to downplay the significant challenges that face the supply a liquefied biogas (LBG) shipping sector at present. blend to a marine customer. The new fuel blend will be Stagnant economic activity is impacting cashflow for ship owners The energy company has produced at Gasum’s Risavika and operators in a number of categories. The cruise sector’s difficulties entered into a one-year contract LNG production plant. Gasum do not need further discussion, while passenger ferry operators have to supply liquefied natural gas is sourcing the LBG component suspended or cut back on services on a number of crossings. (LNG) and renewable liquefied of the fuel from Danish But the shipping industry’s success in maintaining service levels until biogas (LBG) to two LNG-fuelled suppliers at present, now relies on national governments providing regulatory assistance. product tankers under long-term The Motorship understands. Seafarers’ right to be allowed to access shore leave needs to be charters to Sweden-based energy The two time-chartered respected during the crisis. This is occurring against the backdrop of company Preem. The tankers will product tankers that will be the introduction of restrictions on crew transit and transfer by several be supplied with a new fuel blend supplied with Gasum’s blend of countries (including Hong Kong, Singapore and Australia) in the last consisting of 90 percent LNG and renewable maritime fuel are the week of March. 10 percent LBG. 14,800dwt Tern Ocean and The EU has agreed to recommend that all workers involved in The new fuel blend will be 7,999dwt Thun Evolve. transportation, including seafarers, should enjoy free movement supplied via ship-to-ship The Thun Evolve has been within the EU, while the UK government has separately stated bunkering performed by Gasum’s dedicated to distributive traffic, support for ports to be kept open and for sick crew members to be LNG bunker vessel Coralius. The supplying Preem’s depots and allowed to access to medical treatment. fuel is expected to be supplied on customers in Sweden, Norway Meanwhile, ship operators need to operate responsibly in these an index-linked basis, with a fixed and Denmark, since entering challenging times. Crew availability constraints owing to travel premium for LBG to represent service in 2019. Alfa Laval PureSOx continues to lead the way restrictions is leading to crew poaching for hard to fill positions. production cost differentials. “Maritime transport is an You won’t be alone in choosing a SOx scrubber. But you will be a step ahead, “This contract represents a new important part of Preem’s if you select the scrubber at the forefront: Alfa Laval PureSOx. At sea since LOOKING BACK AND AHEAD step in the supply of LBG to our operations. We are very pleased 2009, PureSOx has the record others aspire to, with every system ever sold This month, we feature a number of articles that assess the progress customers. We are able to offer to be able to introduce renewable of the IMO 2020 regulations. For example, Muhammad Usman of LBG on demand to our customers liquefied biogas into our fuel mix. in operation and in compliance. Lloyd’s Register offers his perspective on how ship operators have without any restrictions on This opportunity supports our responded to the variation seen in 0.50% sulphur quality characteristics. volume,” said Jacob Granqvist, high-end sustainability Built on 100 years of marine experience, PureSOx has been chosen for This month, we also feature a number of developments that could Sales Director Maritime in Gasum. requirements,” says Anna Karin hundreds of vessels to date. But what matters more are the returning customers, alter the industry. Stevie Knight reviews the progress of projects The supply of certified biogas in Klinthäll, Manager Trading convinced by smooth installations, proven results and first-rate global service. looking at the use of different materials in ship construction. a blend is attracting increasing Operations at Preem. They know PureSOx will keep them ahead – now and in the future. We feature an interview with Stefan Goranov of WinGD, who amounts of interest. Granqvist Gasum noted that it plans to describes the engine designer’s work in introducing battery noted that Gasum’s digitalisation continue to invest in the LNG and Start getting ahead at www.alfalaval.com/puresox hybridisation solutions to two-stroke customers this year. ‘Holistic’ or tools would allow shipowners to LBG supply chain as part of its ship-wide approaches to efficiency are encouraging the allocate environmentally-friendly plans to develop fuel offerings and development of increasingly sophisticated exchanges of data LBG blends to passengers or services to meet the future needs between different OEMs. containers. “Our customers report of the maritime segment. “We A similar systemic approach to maximising efficiency also increasing interest in LBG and have more and more supply underpins an interesting research collaboration into combining a other renewable gases - and this coming onstream. We are flapping-wing propulsion device with a dual-fuel engine. offers shipowners a way of passing extending our production portfolio on costs to their customers.” as we speak,” Granqvist concluded.
4 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101
Alfa Laval April 2020.indd 1 17/04/2020 08:41 Don’t just comply – be a step ahead
Alfa Laval PureSOx continues to lead the way You won’t be alone in choosing a SOx scrubber. But you will be a step ahead, if you select the scrubber at the forefront: Alfa Laval PureSOx. At sea since 2009, PureSOx has the record others aspire to, with every system ever sold in operation and in compliance.
Built on 100 years of marine experience, PureSOx has been chosen for hundreds of vessels to date. But what matters more are the returning customers, convinced by smooth installations, proven results and first-rate global service. They know PureSOx will keep them ahead – now and in the future.
Start getting ahead at www.alfalaval.com/puresox
Alfa Laval April 2020.indd 1 17/04/2020 08:41 NEWS REVIEW
NEXT GENERATION OF ICEBREAKERS FOR BALTIC SEA The Finnish Transport Infrastructure Agency (FTIA) and the Swedish Maritime Administration (Sjöfartsverket) have signed a cooperation agreement for the design of the next generation of icebreakers. The agreement aims to carry out design work for three Swedish and two Finnish icebreakers, to replace the 1970s vintage Atle/ Urho class of vessels, which are approaching the end of their operational lifespan. The design of the icebreakers will be carried out as a joint Rederi Sjöfartsverket Ahlstrand, Staffan Credit: procurement. The two agencies icebreaking is critical for us, as be closed for 130 days of the 8 The Swedish Maritime Administration and FTIA jointly previously cooperated as part of 90% of Swedish products travel year,” said Katarina Norén, procured the Uhle class of the procurement of the Atle/Urho by sea and so without effective Director General of the Swedish icebreakers, including the Ymer class of icebreakers in the 1970s. icebreaking northern ports would Maritime Administration. (pictured) The two agencies have not yet reached an agreement around the possible construction of the BAUDOUIN MOTEURS TO DEVELOP MARINE DF ENGINE icebreakers. The Motorship notes France-based engine responsibilities: the company was that provision for future manufacturer Baudouin Moteurs the first supplier in the 440- conversion to dual-fuel operation is carrying out research into a 1214kW segment of the market to was included in a recent dual-fuel engine for the marine meet EPA IV and IMO III standards common rail upgrade project market in conjunction with when it launched the M26.3 aboard Ymer, which extended the China-based Weichai Power, the engine in 2014. vessel’s operational life. company confirmed on Friday. Baudouin also confirmed it was The agencies noted that as the The company confirmed it is launching a series of new engines size of the vessels operating to developing a “hybrid” solution for for the stationary market in H2 Picture courtesy of Baudouin Moteurs of courtesy Picture Finnish and Swedish ports is marine, and that it was also 2020, including a lean-burn low- increasing, tighter environmental considering extending its pressure pure gas LNG engine. 8 requirements is reducing the liquefied natural gas product Baudouin plans to launch a pure gas version of the 12M55 diesel The new product line - PowerKit engine power of merchant ships, range to the marine market engine (pictured) in H2 2020 Gas - will be available with power and the reduced engine power is in the future. The company outputs between 63-1750 kVA at affecting their ability to move declined to confirm whether the Baudouin has been Weichai 50Hz and 63-1400 kVA 60Hz. through ice. new high-speed engine would Power’s European R&D hub since Specifications for the new engine “The first step towards the next share the ignition concept of the 2009, when it was acquired by the ranges are available on the generation of icebreakers has new pure gas engine the Chinese engine manufacturer. The company’s website here. now been taken. Our current company is launching in H2 2020, company designs and The company noted that vessels are already at the end of but noted Baudouin and Weichai manufactures its engines in Cassis, applying to marine engines “will their life cycle. Effective Power were “sharing their near Marseille in southern France. not be a problem” owing to combined expertise” to drive The development similarities in block design and greener solutions for our various demonstrated Baudouin’s major components between BRIEFS product lines. commitment to its environmental stationary and marine engines.
Havila ORC order Hull cleaning solution Paris MoU guidance Techcross patent Havila Voyages has selected Jotun has launched an innovative The Paris MoU has developed Techcross has entered into a Climeon’s waste heat recovery hull cleaning solution using temporary guidance for its patent transfer agreement with system for four new coastal remotely-operated hull cleaning member authorities during Mitsubishi Shipbuilding Co and ferries. The Heat Power systems robots. The Hull Skating Solution the COVID-19 crisis. The Hitachi to receive the patent for a are to be delivered during 2021 (HSS) combines Jotun’s antifouling guidance sets out adoption BWMS installation solution. The and 2022. The first two vessels and technical service, with of a pragmatic approach to transfer of rights will complete willbe fitted with Climeon plants proactive condition monitoring, be taken with regard vessels by the beginning of June. The after delivery, while the third inspection and proactive cleaning. surveys, mandatory training BWMS can be installed near and fourth vessels will have The company is also offering a and certificate revalidation. the bridge towards the aft of a an operational plant installed range of performance guarantees Guidance for PSC authorities ship, allowing effective use of before delivery. The Climeon and service level agreements. has been drafted regarding available space. As such, ship Heat Power System uses waste The HSS solution also provides delays to surveys, inspections structures or hull shapes do not heat from the engines to heat individual proactive condition and audits, extensions need to be largely modified to the vessel but also to generate monitoring services tailored for of validity of the ship’s install the BWMS when using clean electricity. each vessel. certificates. this solution.
6 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 Man Energy Solutions March 2020_A4 02/03/2020 09:57 Page 1
A new brand with long tradition enters the stage. PBST. We are your dependable partner for holistic, advanced and inspiring air-management systems.
↗ More information: [email protected] www.pbst.eu NEWS REVIEW
BRIEFS COMBINED EGR AND BILGE
DMC steers TSHDs WATER SEPARATOR LAUNCHED Damen Marine Sweden-based marine Components has won equipment supplier Marinfloc an order for three sets has launched a combined bilge of steering and rudder water separator and Exhaust Gas systems for three dual- Recirculation Bleed Off water fuelled trailing suction treatment system. hopper dredgers (TSHDs) The innovative solution currently being built at extends Marinfloc’s established Keppel Offshore & Marine’s flocculation treatment for bilge shipyard in Singapore for water to EGR bleed off water Van Oord. The 138m vessels treatment. The solution has been will have a hopper capacity approved by classification society of 10,500m³ and each DNV GL and MAN Energy vessel will have two Van Solutions and fulfils the der Velden COMMANDER requirements of MEPC 107(49) piston-type steering systems and two Van der and MEPC 307(73). Velden MASTER Rudders EGR is used to reduce NOx with fish-tail design bulb. as per the Tier III requirements when use with compliant fuel. Brunvoll DPST deal The rules require bleed-off water Brunvoll has won a large to be treated to < 15 PPM contract for thrusters when recirculating exhaust gas, from the world’s largest which is also the requirement for shipyard, Hyundai Heavy bilge water. Industries (HHI) in South By combining the two Korea. HHI has ordered the treatment systems, ship owners 8 Marinfloc’s new combined bilge thruster systems for the can achieve capex savings and water separator and EGR Bleed Off construction of three new water treatment system optimise space requirements, 155,000 dwt shuttle tankers without any impact on spare parts and training are at MAN Energy Solutions in for the Malaysian shipping performance. Marinfloc notes needed only for one unit. Copenhagen. Class society DNV company AET for use in the operating costs are also likely to The development of the GL approved the system design company’s operations in oil fields outside Brazil. During be reduced as maintenance, combined solution began in 2016 in early 2020. operation, the vessels will use dynamic positioning FIRST REFERENCE FOR MET-MBII TURBOCHARGER (DP) with the help of two tunnel thrusters and three Mitsubishi Heavy Industries new type of axial turbocharger shaft diameter were reduced retractable azimuth thrusters Marine Machinery & Equipment which increases air flow compared with the MET-MB, totalling 13,700 kW. (MHI-MME) has received the volume while maintaining the permitting higher speed without first order for MET33MBII reliability and ease of an increase in bearing FPT diversifies turbochargers for 12PC2-6B maintenance of the MET-MB temperatures. FPT Industrial acquired engines manufactured by JFE turbocharger. Air flow volume is The MET turbocharger has Potenza Technology, a UK Engineering Corporation. around 16% larger than the redesigned the gas labyrinth on company specialist in the The turbochargers will MET-MB series. the turbine side, increasing the design and development of be installed in the main The compressor map has been area where the seal air pushes on electric and hybrid electric engines of two RoPax vessels widened thanks to several the turbine side, in order to reduce powertrain systems. The newly built by Naikai Zosen innovations, while the maximum the increased pressure on the acquisition, which was Corporation and owned by compressor pressure ratio is 5.0 compressor side thrust bearing. announced in March 2020, represents another step Miyazaki Car Ferry Co. for the MET-MBII series. The The series offers particular in FPT Industrial’s path The MET-MBII series is a bearing diameter and the rotor advantages for conventional towards electrification, engines fitted with high pressure one of the pillars of its EGR systems, which could benefit multi-power powertrain from wide air flow range strategy. The UK company compressors. The series is also combines experience in suitable for dual-fuel engines developing high energy entering service, which have density lithium battery specific air flow requirements at packs, with expertise higher loads.” in functional safety Delivery is scheduled for engineering, and electric October 2020 for the first ship and electronic systems and February 2021 for the second. design and development. 8 The MET-MBII turbocharger Photo: MHI-MME Photo:
8 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 Performance you can rely on.
Are you sailing into a dangerous low sulphur future?
Asphaltene management in IMO2020-compliant Very Low Sulphur Fuel Oils (VLSFOs) is critical to ensure robust engine operation. Infi neum B201 is a unique asphaltene management additive, capable of enhancing fuel blending operations and improving fuels stability, and compatibility. Visit Infi neum.com/marinefuels and fi nd out more
‘INFINEUM’, the interlocking Ripple Device, the corporate mark comprising INFINEUM and the interlocking Ripple Device and 润英联 , are trademarks of Infi neum International Limited. © 2019 Infi neum International Limited. All rights reserved. 2019120. LEADER BRIEFING
THE PATH TO HYDROGEN WITH A ZERO-CARBON FOOTPRINT
Renewable hydrogen is crucial to shipping’s decarbonisation. But getting there will not be easy or cheap, writes Dr Dino Imhof, Head of Turbocharging Solutions, ABB Turbocharging
8 Dr Dino Imhof, Head of Turbocharging Solutions, ABB Turbocharging
With protests taking place around the world to help raise awareness of climate change, the International Maritime Synthetic methane or Organization’s (IMO) stringent decarbonization targets for synthetic diesel are more the maritime industry have never seemed more relevant. The Initial IMO GHG Strategy sets out ambitions for the easily‘‘ manageable. But they are maritime industry to reduce CO2 emissions by 40% in 2030, also likely to be more expensive by 70% in 2050 and reduce total GHG emissions by at least 50% in 2050 compared to 2008 levels. due to the greater energy losses involved in their production - FINDING ALTERNATIVES a key factor in determining the The maritime sector currently requires around 270 million tons of oil equivalent (Mtoe) per year, and the biggest cost of new fuels challenge is finding viable alternatives to current fossil fuels. Biofuels have been discussed but questions remain: between zero and net-zero carbon fuels. Zero-carbon fuels sustainability, traceability, the overall GHG reduction impact are hydrogen and ammonia derived from renewable, non- as well as the availability of biofuels in sufficient volumes for carbon electricity sources such as wind, solar or water. Net- shipping are just a few of the details to be ironed out. zero carbon fuel is any kind of hydrocarbon that is produced For example, it’s projected that 6.3 - 7.8 Mtoe of advanced from CO2 that is captured from the atmosphere in the same biofuels will be produced in the EU in 2030 - which won’t quantity as will be released during combustion. even be enough to supply the business-as-usual EU road All these energy sources have hydrogen as a starting point. and rail energy demand in that year. Other industries There are four ways shipping might make use of hydrogen as a including the road transportation and aviation sectors are zero-carbon fuel. It can be pressurised, liquified, loaded into a also interested in biofuels as an alternative to fossil fuels. Full liquid organic hydrogen carrier or converted into ammonia. electrification is another approach, but difficult in deep-sea These are the zero-carbon pathways. The net-zero carbon shipping due to the large distances, the high energy demand pathways - green methanol, synthetic methane or synthetic for powering deep-sea ships and space requirements. diesel, for example - take hydrogen and add captured carbon. While biofuels are limited in the amounts available, and Each pathway, zero and net-zero, has advantages and electrification might play a bigger role in short-sea and disadvantages. Hydrogen and ammonia are more difficult to inland shipping, fuels based on hydrogen with a zero or net handle on board a ship. Synthetic methane or synthetic diesel zero carbon footprint are key if the deep-sea shipping are more easily manageable. But they are also likely to be more industry is to drastically reduce GHG emissions. expensive due to the greater energy losses involved in their When considering fuel options for that do not contribute production - a key factor in determining the cost of new fuels. to atmospheric carbon, there is a distinction to be made Today, the shipping industry is not yet able to decide which
10 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 LEADER BRIEFING
8 Fuels based on hydrogen with a zero or net zero carbon footprint are key if the deep-sea shipping industry is to drastically reduce GHG emissions of these fuel pathways will be most viable. We must therefore ability to transition later on to a production based solely on remain open to as many options as possible. But regardless renewable energy sources. of the fuel, zero-carbon hydrogen will be a building block. Today, 95% of hydrogen production is fossil-fuel based, with SMR the most common production process. Mainly natural gas USING ELECTROLYSIS is used for SMR with high temperature and pressure, and the Hydrogen can be produced through electrolysis using help of a nickel catalyst. The captured CO2 from the exhaust electricity from renewable energy sources like wind, solar or gases of SMR could be used in other industry sectors or it could hydro. During electrolysis, water is split into hydrogen and be stored. However, CCS is not mature enough, and it’s also an oxygen. There are different forms of electrolysis, including energy-consuming process once transport and storage is alkaline (ALK), proton exchange membrane (PEM) and high factored in, requiring the establishment of a sound and temperature electrolysis. standardized regulatory framework and monitoring to avoid ALK electrolyzers are well established and the most wide- negative environmental impacts or carbon leakage. spread form of electrolysis for hydrogen production. PEM Hydrogen can also be produced using pyrolysis, which is electrolyzers are commercially available, are more flexible in the thermal decomposition of carbon-based materials in the operation and are more reactive than current alkaline absence of oxygen. During pyrolysis, carbon is extracted in electrolyzer technology. Generally, electrolysis has efficiency its pure form as a powder (char). Unlike carbon dioxide, the levels between 60-80%. Low temperature electrolyzers like logistics for pure carbon handling and disposal are simple, ALK and PEM currently have an efficiency level of about 65% and long-term underground storage is easily possible. It can on average. Higher efficiency levels can be achieved through also be used in the chemical industry. Production costs may optimization, but this also leads to an increase in costs. be lower than the hydrogen pathway from renewable High temperature solid oxide electrolyzers (SOE) may offer electricity via electrolysis, at least for a transition period. the potential of improved energy efficiency (80-90%), but it’s a process that still needs to mature. While PEM electrolyzers COMPETING FOR HYDROGEN require significant amounts of platinum for their catalyst, SOE The maritime sector will be in competition for hydrogen with production mainly requires ceramics and fewer rare materials. various sectors globally, and many industries which currently With existing efficiency levels, electricity supply needs to still produce hydrogen from natural gas need to consider be almost 100% from renewable sources to have a net switching to zero carbon energy sources for hydrogen reduction effect for shipping. It will take a long time until production in the future. most public grids are fully renewable, however, and other The growing global population will also require its share; more efficient processes are in the pipeline. The alternative is the entire natural gas pipeline infrastructure required for to produce hydrogen at dedicated production plants, which heating and power generation purposes on a seasonal basis will also take time and significant upfront investment. This must be fed by renewable energy carriers based on means there’s a risk that hydrogen from electrolysis will not hydrogen. Additionally, other transport sectors like aviation, be available on time and with sufficient volume to have the off-highway or road transport are also looking for solutions required impact for the maritime industry’s 2050 ambitions. besides electrification to reduce emissions. However, renewable electricity is limited. Any growth in USING PYROLYSIS renewables seems mostly reserved to deliver fossil-free With large-scale electrolysis and renewable electricity in short electricity to support increasing demands on the public grid. supply, at least in the near future, other hydrogen production That means the maritime industry will need huge pathways could offer an alternative for a transitional phase. investment if it’s to meet the IMO’s ambitious targets using Using carbon capture and storage (CCS) with steam methane hydrogen as a fuel source, with dedicated production reforming (SMR), or carbon sequestration with pyrolysis, could facilities required to generate renewable energy for the enable a faster transition to a large-scale hydrogen supply for large-scale production of hydrogen. Using pyrolysis to many industries. Even though these pathways do not produce produce hydrogen is one way to work towards those targets hydrogen with a zero-carbon footprint, they do offer the and still ensure fuel supply while renewables infrastructure is possibility of reducing emissions in the short-term, with the being built up. But it will not be cheap or easy.
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 11 TWO-STROKE ENGINES
WINGD HYBRIDISATION PROGRAMME TAKES FLIGHT
Stefan Goranov, Program Manager - Hybridisation at engine designer WinGD discusses efficiency gains and the next steps in the engine designer’s hybridisation programme
8 The results of the technical use case revealed that increasing battery capacity above a certain threshold resulted in diminishing returns Image courtesy of WinGD of Image courtesy
While the energy-saving opportunities offered by hybrid hybridising container feeder vessels, LNG carriers, installations for certain types of short-sea vessels became product carriers and pure car and truck carriers (PCTC). increasingly evident over the course of 2019, the exploration Goranov noted that WinGD has already begun to offer of hybrid solutions for vessels equipped with two-stroke some of its system integration services. Indeed, the engine engines has been slower to develop. designer was already collaborating in several pioneering Amid increasing interest in the possibilities of energy newbuilding projects. storage systems aboard larger vessels, Winterthur-based He declined to disclose the progress of concrete discussions engine designer WinGD is about to announce a number of at this stage. system integration services, enabling transformative solutions for ship owners, operators, and yards. ENGINE MANAGEMENT CHANGES WinGD is introducing a number of hybridisation and The introduction of energy storage systems and energy related services for its customers in 2020, Stefan Goranov, management systems aboard a vessel will have knock-on Program Manager - Hybridisation at engine designer WinGD effects across the vessel’s systems. told The Motor Ship in an interview in March. One of the largest changes was philosophical, Goranov noted. “While OEMs previously focused on maximising NEW HYBRIDISATION SOLUTION efficiencies of individual components and sub-systems, we Stefan Goranov revealed that WinGD was about to launch a are now looking at maximising the overall efficiency of the series of services, enabling solutions for battery hybrid ships system.” with two-stroke main engines, in response to customer There were a number of system modifications, Goranov demand. This applies to different degree of electrification of noted. For example, the main engines’ speed controller the ship power system, ranging from coupling the main functionality needed to be enhanced to permit efficient peak engine with a PTO and enabling peak-shaving functionality shaving. It has previously not been logically interfaced to the for constant-load engine operation, to dimensioning and electrical machine on the shaft line for this purpose. integration of battery and other components, including a full- The speed controller function was an interesting example system energy management system, aiming for the most of where greater interaction between systems, even on a efficient operation of the system as a whole. small scale, could lead to noticeably improved efficiency. “Following the successful conclusion of our technical use Depending on the project requirements, this feature could case studies, we can demonstrate that the integration of be either enabled on the main engine side or implemented energy storage systems aboard a number of vessels with on a controller provided within the scope of a 3rd party two-stroke main engines can deliver considerable savings, system integrator. In the latter case, WinGD will provide an with a payback period of less than 5 years,” said Goranov. interface specification to ensure the optimum dynamic The engine designer has initially evaluated the impact of interaction among the systems.
12 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 TWO-STROKE ENGINES
Wider changes could be expected in engine tuning. Today’s engine tuning reflects the modes of operation when The weight of impact of some the main engine must alone provide propulsion power in a areas on the BSFC maps will wide range of speed setpoints. This will change with the decrease, and even become additional degrees of freedom enabled by alternative energy ‘‘ sources, increasing the importance of the tuning of the whole irrelevant. This is an opportunity integrated system, so all the components work in harmony to streamline the operational field together, Goranov noted. “The weight of impact of some areas on the BSFC maps in certain areas on the map and will decrease, and even become irrelevant. This is an aim for higher overall efficiency opportunity to streamline the operational field in certain areas on the map and aim for higher overall efficiency in a in a system context, whilst system context, whilst fulfilling the IMO requirements for fulfilling the IMO requirements BSFC-NOx trade offs.” for BSFC-NOx trade offs TECHNICAL USE CASE RESULTS The launch of the system integration services represent the said Goranov. “We found that there is marginal benefit in, for successful conclusion of project to identify the component- example, doubling battery capacity. On the other side, level energy demand aboard individual vessels. This data under-sizing them might expose to safety-relevant risks and was combined with ship-specific operational profiles, lead to their premature ageing if the charging/discharging including route specific information to include seasonal pattern is not optimum. It is imperative that all the system weather and environmental conditions to form a detailed components, especially the main two-stroke engine, are analysis of data aboard a given vessel. appropriately sized in the design stage, tuned, and later Initially, value of hybrid installations with two-stroke main optimally controlled as a system in operation.” engines was demonstrated aboard four main types of The study identified the use of batteries as spinning vessels: pure car and truck carriers (PCTCs), container feeder reserves as one particular area where auxiliary loads could vessels, product carriers and LNG carriers. be optimised, permitting one auxiliary engine to be used at a “The initial focus of the project was to model the interaction more efficient load point during harbour operations, rather of dual-fuelled vessels with hybrid energy systems, aiming to than operating two or more gensets at lower loads during maximising the usage of LNG as a fuel due to its superior thruster manoeuvring. Other possibilities include environmental performance, but the study also examined manoeuvring for zero-emission propulsion in port. the potential benefits of combining hybrid installations with The optimisation of auxiliary engine loads and reduced conventional diesel-fuelled systems,” Goranov explained. running hours would lead to reduced maintenance costs and The results of the studies revealed that when the system is extended service lives across the whole system. designed and controlled optimally, overall efficiency and The study found that the installation of energy storage environmental performance were noticeably improved. “A systems would also lead to wider system-wide benefits. All conservative case study for container feeder vessel sailing in the studies analysed reductions in the installed capacity of the North Sea and Baltic, equipped with diesel-fuelled gensets aboard vessels. “We see the potential to optimise auxiliary engines and a WinGD dual-fuel main engine, the number of gensets aboard 174k LNG carriers from four to concludes that annual onboard diesel consumption could be three, for example,” said Goranov, adding that vessels with reduced by about 68 percent, while the gas consumption lighter energy consumption profiles could adopt two genset increases by 22 per cent. As a result, the CO2 emissions from configurations. the ship are around 8 percent lower.” said Goranov, adding that the results varied according to component efficiency 8 Stefan Goranov, Program Manager characteristics, battery capacities and types. - Hybridisation at In this particular case, the system was modelled with a 7XRT- WinGD flex50DF rated 10.1 MW @124rpm main engine, coupled with a 1.3 MW shaft generator and 0.8 MWh battery pack. As an input, measured real-live power demand profiles were used. The technical use case results varied between the different vessels. Goranov noted that where short-sea vessels’ operational profiles involved frequent stops, the potential savings were higher. Container feeder vessels were a particularly interesting class, owing to the frequency of their port calls, but vessel- specific and route-specific factors also played a role. The energy demand from an individual container vessel’s reefer demand varied according to the number of reefer slots, their capacity utilisation and even environmental factors. Refrigeration requirements in the Caribbean differ from northern European routes. A feeder vessel with 300 slots might require over 2MWh, based on an average 7kWh per plug demand, The Motorship noted. The results of the technical use case revealed that there was a “sweet spot” in the relationship between investments and returns on investment. “Oversizing components leads to diminishing returns,”
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 13 WIDENING THE HORIZONS OF LNG SUSTAINABILITY
SUBMERGED AND RECIPROCATING CRYOGENIC PUMPS FOR LNG MARINE APPLICATIONS
LNG CARRIERS LNG BUNKER VESSELS
LNG RO-RO FERRY SHIPS LNG FUELLED SHIPS
LNG CONTAINER SHIPS LNG CATAMARAN FERRIES
LNG CAR CARRIER VESSELS
SEMI-SUBMERSIBLE CRANE VESSELS (sscv)
FLOATING STORAGE UNITS (fsu)
FLOATING STORAGE REGASIFICATION UNITS (fsru)
OVER 30 YEARS OF PASSION FOR INNOVATION
Established in 1984, Vanzetti Engineering is the only Italian company active in the design and construction of cryogenic equipment for liquid natural gas (LNG). Innovative technologies and continuous research are the main pillars that distinguish the submerged pumps Artika Series and reciprocating pumps VT-3 Series developed for low and high pressure marine engine fuel gas systems, stripping and spray applications, booster, ship to ship bunkering, cargo and more.
WWW.VANZETTIENGINEERING.COM TWO-STROKE ENGINES
The platform will allow us to identify the best performing system‘‘ configurations and control strategies, visualising different behaviours while changing the boundary conditions for a given route
The studies had narrowly focused on the system-wide energy requirements aboard the vessel, but potential reductions in main energy power requirements, subject to minimum propulsion power requirements, could allow main engines to be down-sized. This would offer wider benefits to ship owners in terms of engine room space requirements, enabling the installation of additional equipment without negatively impacting the cargo capacity and ship design. This offers particular advantages to vessels that face regulatory pressures from the implementation of EEDI Phase 3. The implementation of EEDI Phase 3 for container ships, general cargo ships, gas carriers and LNG carriers is expected to occur in 2022.
SIMULATION PACKAGE This includes the launch of a simulation platform, which will allow customers to visualise the potential impact of integrating a battery, PTO/PTI, and other related systems aboard a specific vessel. “The platform will allow us to identify the best performing system configurations and control strategies, visualising WinGD of Image courtesy different behaviours while changing the boundary conditions PREDICTIVE MAINTENANCE 8 WinGD is launching a for a given route,” said Goranov. The highly detailed models of the ship’s systems developed simulation platform, The successful development and release of a modular full- by WinGD during the project form the basis of a next stage of which will allow system simulation platform containing transient-capable development. WinGD is planning to repurpose these models customers to engine and electromechanical component models represents visualise the to model the operational performance of the system. potential impact a significant achievement by WinGD. The Motorship notes that WinGD and technical university of integrating a Goranov mentioned in passing that comparing the ETH Zürich have been collaborating in the development for battery, PTO/PTI, operational performance of hybrid vessels with conventional combined physical and data-driven models for predictive and other related systems aboard a equivalents had required the development of a series of maintenance for the engine designer’s two-stroke engines. specific vessel statistical references. One of the advantages of the thermodynamic models WinGD has adopted a distinctive approach during the developed by WinGD is that they can produce accurate development of the simulation platform, preferring to results in transient operational conditions due to the implement a hybrid physical and data driven approach over deployment of phenomenological models and their inherent the data model-led approaches favoured by other extrapolation capabilities. This is actually the outperforming researchers. factor in comparison to solely data-driven model approaches. The physical modelling during the project relied on the However, the data-driven models enable predictions and development of complex hardware-in-the-loop test systems prognosis of inefficiencies and failures. WinGD’s approach at Winterthur. In a further sign of WinGD’s commitment to captures the best of both methods to maximise the system hybrid systems, the company is planning to enhance its capabilities, Goranov concluded global test centre near Shanghai with a full-scale advanced hybrid setup, permitting validation of new features and continuous enhancements, as well as bringing the real-life Although this is still a new experience of operating such a system closer to potential area for WinGD, together with customers. The engine designer has also developed significant in- our‘‘ innovative partners in the field house expertise, collaborating with OEMs, ship design and of system integration, energy research institutions in China, and a wider network of Swiss and EU research institutions. management and optimisation, we “Although this is still a new area for WinGD, together with are striving to set the standard for our innovative partners in the field of system integration, energy management and optimisation, we are striving to set hybrid ocean-going ships with the standard for hybrid ocean-going ships with two-stroke two-stroke engines engines,” said Goranov.
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 15 DESIGN FOR PERFORMANCE
TIME FOR A PLASTICS RETHINK? As FRP projects addressing fire, joining and flexibility issues progress,Stevie Knight asks whether the time is ripe for wider adoption of large-structure composites in shipbuilding.
8 Infrastructure projects show that crossover technology could benefit marine applications Photo: InfraCore Photo:
The 7,000-car carrier Siem Cicero is the first, and at time of regular shipyard, and everyone starts looking really worried,” writing, the only ship with composite tweendecks. Built in says Radolovic. “You have to convince people that Croatia, these cover a 12,600m2 area, “the same size as two- composites are both safe - and reliable,” adds Morel. and-a-half football fields” says Vito Radolovic of Flow Ship In fact, the FibreShip project (funded by the ERC/ Design. While this reduced the deck weight by 230 tonnes, Horizon2020 programme), has created a demonstrator ship Radolovic underlines that the advantages are far more block for an 85m special-purpose vessel at the iXblue shipyard. radical: in the case of Cicero, “the changed stability resulted It was no small task: iXblue project manager Edouard in a reduction in ballast in the bottom of the double hull”. As Waldura explains that the demonstrator bulkheads and a result, Cicero gained capacity for another 800 tonnes of decks were constructed from around 1,000m² of flat panels, cargo - but it also knocked between 4% and 5% off the fuel while the hull sections were made from two, massive 100m² bill for the same load. resin infusions with carbon fibre reinforcements. How much did it cost? In total, it came out slightly more Putting it together, he says was “a kind of lego”... except the expensive than a traditional deck “but given that it’s saving yard had to begin by making the various components from around two tonnes of fuel a day, payback’s inside a year or 18 scratch. Waldura adds that comparing it to the traditional months”, he says. manufacturing approach, “it’s as if we had to start by Unsurprisingly, others are also eyeing the advantages: producing the metal sheet in the shipyard”. Oshima Shipbuilding and Compocean have developed a Likewise, the RAMSSES hull-section demonstrator moveable tweendeck: this could be paired with composite (another ERC/Horizon2020 funded project) will also be built hatch covers - both innovations promise shorter port stays as at Damen’s steel production facility in the Netherlands. As composite is much lighter and easier to handle. with the FibreShip programme, the elements of a midship There are also numerous benefits from incorporating block for an 80m patrol vessel will be created onsite: wetroom, aircon and electrical channels into a moulded InfraCore is to construct the decks, bulkheads and helideck. internal structure, making it particularly useful for cruiseship Morel’s composite infrastructure experience gives him outfitting. However, while Carnival demonstrated FRP (fibre confidence that the processes are transferable: “People say, reinforced polymer) components result in a steep weight there’s dust, no climate control... but dealing with these reduction, reportedly a tonne a cabin, these went back to things isn’t rocket science: there are quality management traditional, piecemeal metal fixing approaches. “A much protocols in place and material solutions available,” he more effective method is to create a big ship block explains. Neither is size an issue: while these shipbuilding incorporating all the fittings, noise and thermal insulation, projects are investigating the build of an 80m or 85m hull, including the strip for attaching it to the steel hull,” says some of InfraCore’s bridge projects dwarf this by thousands Laurent Morel of InfraCore. of cubic metres, one in particular seeing 25 tonnes of resin pumped in a single infusion. GOING ALL THE WAY But what about taking FRP further? While it makes sense to MECHANICAL PROPERTIES outsource replicating items such as multiple cabin Still, ship development demands more than scale; it requires components and the thousand-odd, 11m FRP sections that finesse. FibreShip lead, Alfonso Jurado of Técnicas y Servicios make up Siem Cicero’s tweendeck, others have decided to hit de Ingeniería (TSI), underscores that the design strategy the learning curve in its entirety. can’t directly be translated from that of traditional ships, It may be a big step outside the comfort zone for those mainly because composites aren’t as stiff as steel. that get involved: “You only have to mention composites in a This has serious implications. Too much flex and the vessel
16 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 DESIGN FOR PERFORMANCE
will be stressed by the humps and troughs of long-period waves: the so-called hogging-sagging effect. Rigidity, therefore, has to be designed-in. To beat this, “efforts were focused on increasing the inertia of the structure by improving the hull girder response” explains Jurado. That resulted in twin-walled carbon fibre elements that lend the design the necessary reinforcement. Despite the innovative nature of the build, the 11m by 11m by 8.6m ship block shows an impressive 70% drop in weight against the steel version. This would, carried through to the entire vessel, result in a 30% overall lightship reduction.
DIFFERENT TECHNOLOGIES While the more standard sandwich approach takes structural foam and surfaces it with an FRP skin, that’s not the only, or arguably the best, method. For example, Fibrecore has developed a technology which takes non-structural foam bricks, wrapping FRP around them and stacking these in a specific way: the resin infusion then “creates a multi-beam, sandwich-like structure”, explains Morel. It does have impressive resistance to impact fatigue - even http://www.FibreShip.eu on heavy-duty infrastructure installations: “The foam is nothing more than a filler, so denting it has no effect. We’ve BONDING 8 FibreShip project demonstrator proved that even a heavily damaged and fatigue-cycled In the past, bonding has been limited to non-structural motorway bridge could still keep going for at least 50 years elements, but taking composites forward means the joints without repair,” says Morel. now have to support the global strength of the vessel, points There are other benefits: it’s generally both cheaper and out Stephane Paboeuf of Bureau Veritas. lighter than a conventional sandwich structure and it also Interestingly, the FibreShip demonstrator was built in two answers a few quality worries for class societies. During vacuum separate parts to experiment with the block junction, explains infusion cures, fabrics have a nasty habit of pulling toward each Waldura. The flange and resin infusion strategy came other: unfortunately, the resulting wrinkles create issues for the through yard tests successfully. final product’s load distribution. “This is minimised by our use of There are many different types of join, and Morel says that smaller, discontinuous segments,” says Morel, adding “it also crossovers from bridge infrastructure demonstrate that a means delamination becomes inconsequential as cracks can’t mixture of joining approaches, bolting, bonding and shape- propagate across the structure”. locked, yield the best results overall “as this gives you a number of levels of redundancy”. Further, he adds it can also The foam is nothing more allow for dismountable structures, which makes repair or replacement a lot easier. than a filler, so denting it has Obviously, load-bearing joints hold a particular interest for no‘‘ effect. We’ve proved that class societies. “The challenge is to correctly assess the design and effectiveness of the bonding zone,” says Paboeuf. even a heavily damaged and This doesn’t just apply to large composite structures, it’s fatigue-cycled motorway bridge also necessary for metal and FRP hybrid joints, especially as could still keep going for at combining materials promises to open up the market. Uniting different materials does demand a little care: “For least 50 years without repair example, if you make a fully infused, rigid hybrid connection, you need to make sure the thermal expansion characteristic Interestingly, the internal webbing creates pockets that is the same as the surrounding steel,” says Morel. Likewise, can be utilised in creative ways. For areas of high load the composite’s vibration transmission should “stay out of transfer, it’s possible to co-infuse part of the structure with a the excitation frequency of the adjoining structure”, but he resin: this results in monolithic zones which can, for example, adds that dampening is relatively easily achieved. be used for bolted connections: a possibility explored on a QUALIFY, a co-funded INTERREG 2SeasMers Zeeën composite containership rudder. project (properly titled Enabling Qualification of Hybrid Joints Other technologies are also stepping across into ship for Lightweight and Safe Maritime Transport), aims at a construction. Pultrusion, explains Radolovic, is a continuous realistic, predictable joining strategy. “We want to develop an manufacturing process which can create a beam of any engineering approach to bonding that can be practically length in a fraction of the time of other methods. It works by applied by the shipyards. And for class to be confident that impregnating fibres (straight, matt or multiaxial) with a it’s robust,” says Paboeuf. thermoset binder and pulling them through a heated die to Still, these yards are aggressive environments. One issue is cure - the profiles are simply sawed to length on exit. While control of the joining surfaces, protecting them against pultrusion increases weight in comparison to a sandwich chemical or water ingress. Here, innovation is coming to the vacuum infusion, it’s still lighter than steel and this process rescue: moisture-tolerant resins crossing over from the promises to reduce deck construction costs even further, aerospace, automotive and railway industries are yielding potentially to a half or even a third of typical, composite both better mechanical properties alongside a reduced builds. As a result, Flow Ship Design is aiming to utilise the demand for surface preparation. technique for its subsequent deck developments within the But it’s not all about using expensive resin or carbon fibre: RAMSSES project. for example, InfraCore’s strength lies in the structure “so we
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 17 Total_Total 09/01/2020 13:54 Page 1
Navigating 2020 and beyond
Engage us, challenge us totallubmarine.com Total_Total 09/01/2020 13:54 Page 1
DESIGN FOR PERFORMANCE
tend to stick with cheap, effective glass-fibre and polyester wherever possible”, says Morel. Of course, a lot comes down to technique: a one-shot resin infusion at scale has to be extremely thorough. Despite the learning curve, it’s ‘do-able’ says Morel. He underlines that the desired results are currently achievable and above all, replicable in real-world conditions: for example, InfraCore has successfully installed a Dutch bridge which had to cope with bonding temperatures at minus-10C. However, QUALIFY is looking beyond approval and design Navigating 2020 guidelines to joints’ long term behaviour and failure modes. Certainly, saltwater, UV and other elements can degrade the structure over the 25 or 30 year lifetime of the ship, but the effects may not be as apparent as old-fashioned rust. According to Paboeuf, accelerated ageing tests should, and beyond therefore, yield a crucial data set: “If you know what the mechanical properties of your structure will be at the end of life, you can optimise the design while still retaining your safety coefficient.”
FIRE The SOLAS rules for fire safety today mandate the building of structural elements in steel or apply a long, costly ‘equivalence’ safety analysis, which may even then be rejected by the flag state. This, says Paboeuf, “is a challenge for development”. Although revision of the MSC 1574 interim guidelines on FRP structures is due in 2021, there’s a lot to prove. Of course, the big concern is that a ship could behave like a plastic bottle on a hotplate - this is a misconception “as fire is typically a local event and global softening of the ship hull and other load-bearing structures is improbable”, says Tuula Hakkarainen of VTT. Further, she adds the matrix polymer of an FRP is usually a thermosetting material that does not melt. But as Hakkarainen admits, whereas steels can retain their strength up to around 600C, FRP can lose its load-bearing capacity at relatively low temperatures and can itself combust, potentially contributing to the fire and production of noxious gases. Hakkarainen’s colleague Antti Paajanen points out there’s a very wide range of composite materials with different characteristics which could be developed further: positive results came from tests on specially developed fire retarding InfraCore Photo: components under the EU Fire-Resist programme. Still, it’s a balance: the big motivation for composite 8 Size no issue: construction is to get the weight down, so a fire-proof design InfraCore pumped 25 tonnes of has to avoid accumulating the kilos. resin in a single . . . the fire performance Given this, it’s more a case of how, not if, composites can infusion, without be used: for example, both Paajanen and Hakkarainen stress a cleanroom and thermal insulation of environment “the fire performance and thermal insulation of both load- both‘‘ load-bearing structures and bearing structures and joints deserve special attention”. joints deserve special attention As such, ship design demands multiple risk mitigation strategies: it’s not just choosing the correct components and structure, but it will also require evacuation planning and the As a result, Paboeuf explains there’s a concerted move to use of active fire protection measures such as sprinklers. “It introduce the more adaptable European construction needs ship-level as well as material-level safety industry classification: the notation including fire resistance consideration,” concludes Paboeuf. (R), integrity (E) and insulating properties (I). Engage us, challenge us But Paajanen underlines it’s not quite as simple as “this REFERENCES plastic will lose these mechanical properties at this FibreShip http://www.FibreShip.eu/ (grant agreement temperature” as FRP could be put together in multilayered 723360) and RAMSSES https://www.ramsses-project.eu/ totallubmarine.com sandwiches to ensure that the load-bearing capacity is (grant agreement 723246) both receive European Research maintained - even if the initially exposed layers have already Council (ERC) funding under EU Horizon 2020 softened. While it does require further testing at scale, both QUALIFY https://www.qualify-euproject.com, Enabling the FibreShip and the Fire-Resist projects demonstrated that Qualification of Hybrid Joints for Lightweight and Safe laminate structures (with rockwool insulation or intumescent Maritime Transport”, co-funded by the INTERREG 2SeasMers coatings) could pass the ‘load-bearing fire-resisting bulkhead Zeeën programme 60’ test, holding up for over an hour against a standard time- Fire-Resist http://www.Fire-Resist.eu (grant agreement temperature curve. 246037) funded under EU FP7-NMP programme
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 19 DIGITALISATION
OEM DATA COLLABORATION PLATFORM BUILDS MOMENTUM
A new data collaboration platform, mýa, offers wider benefits, such as integration between OEM data, beyond immediate cybersecurity improvements, Dr Alan Atkins tells The Motorship
8 The mýa platform is intended to sit between the OEMs’ data vaults/ platforms and the application layer, providing a single interface that integrates all the OEM data streams
The rapid evolution of data visualisation software and At present, solutions providers offer digital technologies analytical tools is paving the way for rapid advances in and services which allow the optimisation of the performance performance analysis. Improving communication between of their systems using real time data and analytics derived different systems has also led to improvements in fuel and from data from the application or sensor layer. lubricant consumption leading to better emissions, with However, Atkins noted that owing to the number of OEMs knock-on benefits in terms of opex and capex costs. and proprietary systems aboard a vessel, operators are faced Dr Alan Atkins, the CEO of a not-for-profit organisation mýa with a complicated and uncoordinated view of the various Connection GmbH, has seen improved cooperation between equipment that they operate and maintain, with numerous different component suppliers lead to tangible benefits for logins and views. customers in the Marine, Energy generation and the oil and The mýa platform was intended to sit between the OEMs gas sectors. data vaults/platforms and the application layer, providing a Having developed significant expertise in the Internet of single interface that integrates all the OEM data streams to Things (IOT) area, he was recruited by MAN Energy Solutions provide a complete system view and facilitating analytical to head up a development project focused on launching a investigations on the total or part system so inter-equipment data collaboration platform, open to all and in parallel to relationships can be understood and optimised. CEON, a performance related maintenance solution for MAN It would also strongly contribute to ensuring that data ES’s business in Augsburg. from the application or sensor layer complied with OT Atkins cited the example of oil refineries or petrochemical cybersecurity requirements that are due to enter effect in plants where different OEMs collaborated to achieve 2021. mýa is also able to work in line with data conforming to incremental operational improvements. the standard ISO 19848. “In some ways, the oil and gas sector realised the potential benefits of greater data availability and operational synergies ENSURING DATA INTEGRITY between different OEMs earlier than the marine business,” Dr However, the real advantage of the system is not from the Atkins noted. development of a single user interface, or even from cybersecurity advances. Atkins admitted candidly that other A SINGLE INTERFACE FOR OEM DATA solutions providers are also seeking to develop unitary One of the ways that OEMs could be encouraged to share interfaces. data was through the development of a robust secure “mýa allows OEMs to agree on common standards, which common data collaboration platform, Atkins suggested. in turn allows standardisation and compatibility,” Atkins said.
20 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 DIGITALISATION
The platform applies a common metadata structure to data supplied by different OEM systems, and also aligns common We have demonstrated the time stamping system. system’s integrity over the One of the key advantages of the platform lay in the past year, including data streams control over data that the platform architecture introduces. ‘‘ The key to the system is that it relies on permissions from from other assets clients, and from collaborating OEMs, before data can be shared. “All data exchanges are strictly subject to permissions owners. The system itself was not intended to be linked to any and contracts given by the respective users and members. specific engine or equipment manufacturer, Atkins stressed. You can only see what you are authorised to see.” “We are not a commercial operation and expect to be able The security of the system is an integral part of the to provide the interface to users at a minimal cost.” Atkins solution, which has been installed on every new MAN engine noted that he expected the cost of developing the platform over the course of the past year. and commercialising it to be borne by the founder members “We have demonstrated the system’s integrity over the of the project. MAN ES was the first founder but soon to be past year, including data streams from other assets.” joined by others in the project. “We are looking for Atkins stressed that the integrity of the granular between 5 -10 founders to take a place at the data from the application level is ensured as it is governing table, giving direction and saved within the secure OEM data vaults, rather development options for the future.” than within the mýa system. Atkins also noted that the development of a common data sharing infrastructure was A UNIQUE STRUCTURE expected to significantly assist a number of While MAN ES had played a leading role in smaller and medium-sized ship owners establishing mýa, the common platform was and operators who were undertaking the intended to benefit asset owners, OEMs as development of vessel optimisation 8 “mýa allows OEMs to agree on well as the industry overall. programmes. common standards, “By coming together and agreeing common “mýa is intended to remove friction points which in turn allows data standards, we can facilitate integration,” and help the industry to operate more standardisation and Atkins noted. The mýa platform is open to efficiently, and move faster towards compatibility,” Dr Alan Atkins said all, collaborating and competing realising the full potential of digital OEMs alike as well as the asset technologies,” Atkins concluded. Picture courtesy of Dr Atkins
Guarantee compliance by selecting the best
www.ballast-water-treatment.com
Pub Motorship.indd 1 28/11/2019 16:19
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 21 FUELS & LUBRICANTS
IMO 2020: A MONUMENTAL CHANGE FOR THE INDUSTRY
Muhammad Usman, LR’s FOBAS product manager assesses the impact of quality variance of VLSFO on machinery equipment and offers some recommendations going forward
IMO 2020, a global sulphur cap of 0.50% on marine fuels, has had a marked impact on stakeholders in maritime and beyond. Before this landmark regulation came into force on 1st January, concerns were raised by different industry stakeholders regarding availability, quality and pricing of compliant fuels as well as the consistent implementation of the regulation and how it would impact vessel operation. However, since the switchover the industry has shown its well-known resilience and generally concluded ‘so far so good’ without any major issues.
Q How has the regulation impacted operations? As the majority of the world fleet was prepared for this A change, the message from most ship operators is that the switchover has gone smoothly without any major issues. Nevertheless, huge variability in the quality of 0.50% fuel, has still caught a few by surprise. Excluding fuels which are considered unmanageable such as those that considerably exceed the ISO 8217 limit, ships have had to make adjustments to ensure smooth operations, whether that’s onboard fuel segregation, temperature management at LR FOBAS of Image courtesy various points of the fuel system, or combustion performance. which continued to exacerbate the problem causing 8 Evidence of fuel Since the sulphur cap entered into force, Lloyd’s Register’s disruption to the lubricant film and increased the scavenge solidifying in an unheated tank (LR) fuel oil bunker analysis and advisory service (FOBAS) has temperature. A probable reason for this was poor atomisation reported various issues including excessive sludge by the injectors, often due to incorrect viscosity and degraded generation in purifiers, unstable combustion and loss of fuel injection performance of high-pressure pumps and injectors. pressure at engine inlet. In one case, fuel with a pour point of The ship was advised to take the following measures to 27 oC solidified in an unheated tank loaded from Singapore, improve the situation: however when the ship sailed to a colder climate (<10 oC) it 5 Check/overhaul fuel injectors to ensure optimum was unable to transfer fuel from storage to a settling tank. In performance cases where fuel solidifies, ships are advised to remove the 5 Ensure fuel injection viscosity is maintained as per OEM fuel from the tank manually, which is often highly resource guidelines intensive and can cost ship operators time and money. 5 The delta between the maximum pressure during combustion in a cylinder (Pmax) and maximum compression What has been the impact to the machinery pressure (Pcomp) which is measured just before the fuel Q equipment due to the quality variance of VLSFOs? injection, is maintained as per OEM’s operations manual. High Some ships using VLSFO have reported problems to difference could indicate blow-by and lower than usual A FOBAS at various points of its fuel machinery system, such difference may indicate an issue with the injection timings. as blocked fuel filters, sludging at separators, loss of pressure at 5 Draw regular scavenge drain oil samples to evaluate the pumps and excessive wear of engine cylinder components. In levels of liner wear, ring groove wear, soot, and residual the past, approximately 5% of FOBAS investigations comprised base number of cylinder oil. of issues related to damaged and excessive wear of liner/ 5 Regularly inspect the piston rings and liners through piston. However, since the switchover, we have seen an increase scavenge ports. to 40% of cases involving liner scuffing issues on two-stroke 5 Monitor operation of fuel purifiers to reduce the possibility main engines with piston ring malfunction. of catfines and/or water going into the engine and causing For example, one ship reported excessive wear and excessive wear. damage to the piston rings. The subsequent investigation 5 The choice of appropriate base number cylinder lubricant found that the feed rate was too excessive for the operating with optimum feed rate and dispercancy characteristic condition, which is dependent on the fuel’s sulphur content, based on VLSFO quality and operating conditions. Base Number (BN) of the cylinder lube oil and the condition The ship implemented actions based on above guidance type of the engine, as well as incorrect material in the piston and no further problems have been reported. In most cases, rings, with fuel quality being a possible contributory factor. vessel technical staff tend to be in the best position to The ship found the two-stroke piston rings of four units evaluate and make judgements based on the suggested jammed/stuck in the ring grooves resulting in a blow-by, course of actions.
22 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 FUELS & LUBRICANTS
Q What does this mean for owners/crew? For a ship’s crew and fuel buyers, there is a new norm in A terms of how they order the fuel and how it is managed onboard. The era where the majority of fuels were 380 cSt and systems were set up for that fuel grade has now ended. LR’s FOBAS data indicates that around 52% of VLSFO are in the range of 80-180 cSt, whilst only 18% are above 180 cSt. This shows a massive shift with viscosity, widely spread between lower viscosity ranges. This is similar to the density of the fuels with larger variances observed. Therefore, a ship’s crew needs to be proactive; firstly, they need to have information about the quality of the fuel coming onboard, and then make fuel system adjustments to suit fuels characteristics for smooth operation.
Q Is there an increased risk of downtime? Ships machinery equipment is quite resilient with A redundancies built into the system. Though in extreme cases, ships may experience complete engine breakdown with loss of propulsion, a potentially hazardous outcome. Since 1 January, LR FOBAS has not reported or been informed of such an extreme case whereby a ship has experienced a complete engine breakdown though there have been a 8 Two-stroke piston number of operational issues, some of which have been rings stuck in the ring grooves described in this article. So, it is imperative for a ship’s crew to LR FOBAS of Image courtesy be able to bring the system back from a degraded position to schedule. However, this would depend on a number of a running order. Some ships may have to spend more time on factors, with most ships being able to complete certain maintenance when in port which may impact the vessel maintenance tasks within scheduled time frame.
Do ECO with HI AIR SOx Scrubber • Easy Installation with Small & Flexible Dimension • Cost Effective with Low Energy Consumption • Operation Friendly with Simple construction
HI AIR KOREA Identifi cation Standar ds BS 03
시그니처 사업분야 우측 표기
시그니처 조합은 심볼, 국문로고타입, 영문로고타입 등과 함께 일정한 규칙에 의해 조합된 것을 말하며, 각각의 요소를 임의로 조합하여 사용하는 것을 금한다. 시그니처의 활용 시에는 반드시 본 메뉴얼의 지침대로 사용한다.
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 23 NEW DATES To be confirmed
Seawork is open for business – all year Reserve now for 2020. Make the most of marketing & PR support from Seawork and our leading commercial marine magazines, in print, online, eNews and via social media.
Europe’s leading commercial marine and workboat exhibition.
Show your latest innovations in vessels, equipment and services to over 7,700 maritime professionals. 12,000m2 of exhibition halls featuring 600 exhibitors. Over 70 vessels and floating plant. E uropean Commercial Marine Awards (ECMAs) and Innovations Showcase.
Co-located with: Also returning in 2020
For more information visit: seawork.com Media partners: contact: +44 1329 825 335 or email: [email protected]
#Seawork2020 BOATINGBUSINESS BOATING BUSINESS & MARINE TRADE NEWS
SW2020 FP HAD 16.03.2020.indd 1 23/03/2020 09:35 FUELS & LUBRICANTS
FUEL SUPPLY AFTER IMO 2020 The recent uncertainty around IMO 2020 highlights the need for adaptability and future proofing measures for vessel owners, writes Lauri Helkkula, Manager, Lifecycle Services, Auramarine
An additional factor has also become increasingly relevant in recent weeks, following the recent detrimental knock-on effects from the COVID-19 outbreak. Ship owners and the 8 Auramarine’s MGO Feeder wider industry need to ensure that adaptability extends to units, such as the supply chains. We have a global presence in 25 countries, AMF-M-40 unit and a main production facility in Shanghai as well as pictured, can be designed and subcontracted production in Finland. Our production installed on facility in Shanghai is now back in operation, with any retrofit basis possible delays to customers well communicated.
LUBRICITY AND VISCOSITY In light of the 0.5% sulphur regulation, we have identified the parts of the fuel supply system that can be prone for disturbances when introducing new fuels. For example, low sulphur fuel oil is characterised by low lubricity and viscosity. These properties can affect the fuel pumping system, causing leaks and excessive wear of moving parts. Upgrades may be necessary to ensure adequate pumping capacity and lubricity. To provide adequate engine protection, a filtration upgrade is often recommended. Typically, an additional fuel cooling capacity can also be necessary. A ship can also benefit from a dedicated MGO unit to enable the functional change of any of the ship’s engines to run on MGO, or to serve additional engines installed for MGO operation. Measuring and documenting the crafted solutions based on their specific requirements to consumption of fuel has become increasingly necessary and avoid vessel downtime due to fuel system disturbances. especially if the existing flowmeters are becoming outdated Another change we are seeing is the role of spare parts it pays off to consider options that provide higher degrees of due to the introduction of new fuels. Spare parts should be accuracy. With control system optimisation we can help to chosen so that they fulfil the requirements of the new fuels. detect system failures or deficiencies at an early stage to This applies especially for pumps and filters. If new parts are help prevent malfunctions. not carefully selected, they can cause catastrophic damage When a vessel needs to be able to user different fuel types to the vessel’s fuel supply and subsequently endanger the during voyage, whilst remaining compliant with local sulphur vessel’s operations. At Auramarine, we have delivered over emissions requirements, our FuelSafe fuel changeover 15,000 reliable, high-performance auxiliary systems to system provides a fit for purpose, cost-efficient and rapid customers all over the world. With a global distributor method. FuelSafe is compatible for both newbuilds and network that provides world class fuel supply systems retrofits, and crucially - can be quickly installed and supported by comprehensive lifecycle services for operational as soon as possible. The system is particularly customers in Europe, the Middle East, Asia and the Americas, suitable when MGO is used as backup for the combination of we have spent decades delivering high quality spare parts HFO and exhaust gas cleaning system. To conclude, when with fast delivery and competitive prices. introducing new fuels to a vessel it pays off to take a holistic We are ready to offer wider scopes such as planned view at the fuel supply system and its capabilities to handle maintenance, spare part packages for a certain period and the chosen fuels. fleet agreements to ensure the streamlining of operations. With a vessel’s fuel systems potentially undergoing change FUTURE PROOFING in line with regulation, ship owners need to ensure the Vessel owners, and the shipping industry as a whole, are operational efficiency of their fleet at all 8 “Our production becoming more aware of the necessity to forward plan, stages, and we believe this to be the facility in Shanghai future proof and adapt, to accommodate planned regulatory rationale behind owners looking for more is now back in operation, with and unplanned circumstance. For example, we have seen a efficient, robust and adaptable services. any possible delays general uptick in customers looking to secure fuel In order to be successful post 2020, to customers well changeover systems onboard due to continuous regulatory shipowners must understand how best to communicated,” measures. In addition to this, we are seeing customer mitigate risks, minimise downtime and said Lauri Helkkula, Manager, Lifecycle requirements change across the globe: we have recently manage unexpected costs and delays. In Services, Auramarine closed contracts for Marine Gas Oil units for cruise vessels, order to achieve this, partnerships within for example. Ship owners want unique advice at all stages to the maritime industry will have fulfil the needs determined by regulations in the most cost- mutually beneficial results in efficient and streamlined capacity. Therefore, when addition to improving the specifically looking at fuel change and the impacts ofIMO overall operations for ship 2020, we recommend ship owners seek out customised and owners.
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 25 FUELS & LUBRICANTS
EFFECTS OF LSFO AND VLSFO ON CYLINDER CONDITION
Rathesan Ravendran, Technology and Innovation Specialist at Hans Jensen Lubricators offers his perspective on the effects of the IMO 2020 fuel changeover
It is now more than two months since the 0.5% sulphur cap entered into force, which have affected the operation of more than 70,000 vessels. As anticipated, some vessels operating on LSFO or VLSFO have already observed a number of issues with the changeover. There are cases of high wear rates, severe scuffing, heavy deposits and piston rings sticking leading to heavy blow-by/ring breakage - some of the issues occurring just a few days after changing over. Sulphur is no longer present in the fuel oil (or only present to a limited extent), which means that the cylinder lubrication method has to be managed correctly in order to prevent the above-mentioned issues. The root causes of failure are to some extent related to fuel lubricity, deposit formation and lubrication oil distribution as described in [1,2]. The common procedure when observing high wear rates and scuffing is to increase the cylinder lubrication oil feed 5 Correct cylinder oil feed rate: 8 Figure 1: rate, but this is not always the right solution. Increasing the Specific cylinder lubrication oil consumption has to match The influence of cylinder lubrication dosage of lubrication oil does not mean less frictional losses the engine operating conditions to avoid over- and under- oil feed rate and and wear. It can be as damaging as low oil dosage, due lubrication. BN additives on the deposit formation (unused BN additives), which is naturally wear of piston rings and cylinder liner increased with the lubrication oil consumption [4]. This is 5 Correct type of cylinder oil (BN level): illustrated in Figure 1. Base Number (BN) has to match the fuel oil sulphur content This means that an acceptable wear of piston rings and to prevent cold corrosion as well as formation of calcium cylinder liner can be achieved, if the cylinder lubrication oil deposits. feed rate and the BN level matches the engine running conditions and the amount of sulphur in the fuel oil. 5 Proper distribution of the cylinder oil: Furthermore, it is also important to schedule the lubrication To have sufficient lubrication of piston rings and cylinder oil changeover correctly in connection to a fuel changeover. liner, the cylinder lubrication oil has to be evenly distributed Experience has shown that issues related to over-lubrication at the top of the cylinder liner surface, where the wear is can be observed within the first 24h of engine operation. highest due to high temperature, high pressure and Each batch of new fuel will vary in quality and sulphur corrosive environment. content, which means that the engine condition must be monitored closely when switching to the new fuel batch. 5 Frequent injection of the cylinder oil: There are multiple factors leading to deposit formation; Injection of fresh lubrication oil in every piston stroke 5 Non-combusted fuel components or contaminants. reduces the risk of deposit formation, as particles are kept 5 Neutralization products. very small and can be dispersed in oil to be flushed away. 5 Metal debris from the abrasive wear. The most critical areas for deposit formation in two-stroke Case study 1: Consequences of over-lubrication marine engines are the piston crown and ring area. Excessive and BN level mismatch deposit formation on the piston crown may cause bore To comply with the sulphur legislations, the vessel has polishing, whereas deposits building up in the piston ring area chosen to switch from HSFO to LSFO. The vessel has been may result in ring sticking. These deposits cause improper installed with a UEC68LSE main engine, and operating with a sealing of the combustion chamber and result in e.g. loss of load average of 45%. Furthermore, the vessel is equipped compression, blowby, loss of oil control, and increased wear. with traditional mechanical lubricators with non-return One of the important parameters counteracting deposit injection valves delivering the lubrication oil into the piston formation is BN additives in the cylinder lubrication oil, ring pack. Until the changeover to LSFO, the cylinder because of its ability to prevent unwanted particles from condition has been normal with a lubrication feed rate of 1.18 coagulating and keep them in suspension. This makes g/kWh and a 70BN cylinder lubrication oil. After the flushing out the particles easier. This cleaning effect is changeover, the vessel suddenly experienced high wear and reduced in operation with low sulphur fuels with a matching scuffing. The bunker analysis prior to the changeover showed low BN cylinder lubrication oil, and thus leading to a higher that the content of cat fines in the fuel was within the normal risk of deposit formation. limit of 35 ppm. In order to prevent deposit formation (and its consequences Scavenge-port inspections before and after the such as high wear and scuffing), it is recommended to ensure changeover (Figure 2 and 3), showed an increased deposit the following conditions: build-up and scuffing of piston rings (Figure 6). Only pictures
26 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 FUELS & LUBRICANTS
8 Figure 4: Operation on LSFO (08/01-2020) - bad condition. The pistons and ring packs across all cylinders seem to be over-lubricated. There are deposits on the piston top land, and visible scuffing marks on the piston rings (Figure 6)
8 Figure 2: Visible scuffing marks on the piston rings
8 Figure 5: Operation on LSFO (January 2020) - very bad condition. Piston ring are stuck in its groove. This is indicated as the upper piston ring is partly black from combustion residues, and the ring land below the piston ring is partly dry and without cylinder lubrication oil due to blow-by
8 Figure 3: Operation on HSFO (February 2019). Piston rings are well lubricated, and no major deposit build-up on the piston top land area
To comply with the sulphur legislations, the vessel has chosen‘‘ to switch from HSFO to LSFO. The vessel has been 8 Figure 6: Operation on LSFO (February 2020) - bad installed with a UEC68LSE main condition. The upper piston ring is partly stuck in its groove. engine, and operating with a This is indicated as the upper piston ring is partly black from combustion residues, and the ring land below the piston ring is load average of 45% partly dry and without cylinder lubrication oil due to blow-by of unit #6 is presented in this article, but the situation was the recommended to change cylinder oil type from 70BN to same for all cylinder units. Since high wear was observed in 40BN, and furthermore reduce the cylinder oil feed rate in the on-board scrape-down analysis, the engine operators order to prevent the issues from calcium deposit build-up. sought to deal with the issue by increasing the cylinder The instructions where followed, and the following inspection lubrication oil feed rate to approximately 1.5 g/kWh. This has (Figure 5) and scrape-down results showed improved unsuccessful, as the following port inspection 7 days later cylinder condition (both iron content and BN decreased showed (Figure 4) an even worse cylinder condition with an dramatically by 57.8 % and 24.6 %, respectively). Since piston increased build-up of calcium deposits. rings and cylinder liner were severely scuffed, and since the Scrape-down results after the changeover confirmed high stuck piston rings could not be loosened by lubrication oil, a iron content as well as high residual BN, which indicates complete overhaul of the units was required to reestablish over-lubrication and mismatch in BN level. The vessel was normal cylinder condition.
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 27 Navalia half vertical Feb 2020_Navalia 04/02/2020 14:11 Page 1
HOW TO MAKEA GOOD MOVE FORWARD
Since 2000, Steerprop has delivered more than 800 azimuth propulsors to arctic, oshore and passenger vessels. Our solid track record of references includes over 85 ice-class units and deliveries to 10 icebreakers. Here are 16 reasons why customers choose us.
A good move to design the best vessel
1. Steerprop supports design oces in making a good vessel
2. We work closely with you throughout the conceptual phase, making it quicker and easier to design any type of vessel
3. Our propulsion systems allow you to create higher-eciency vessels
4. All documentation and classification approvals are in order
A good move to successfully build a ship
5. Steerprop is open, engaged and committed to your success
6. Our project managers keep to your schedules and plans
7. Factory acceptance testing – all modules are tested beforehand
8. Easy and straightforward installation process
A good move for ecient operation and profitable ownership
9. Your vessel will sail smoothly and reliably with Steerprop propulsors
10. Lowest lifecycle costs – low maintenance and fuel consumption
11. We start from your operational profile and fine-tune our packages to meet your needs
12. Steerprop Care condition monitoring helps you plan ahead and reduce risk
A good move for your future
13. Good for propulsion performance
14. Good for greater profitabilityfitability – not at the expense off the environment
15. Good for heading towardward zero-emissions and greenerreener www.navalia.eswwwwww..naavvalia.es shipping
16. Good foro future-proofingofing your vessel,vesse regardlessss ofof howow youyou powerpo it
Make a good move – with the proper choice!
www.steerprop.com
Steerprop HPV April 2020.indd 1 17/04/2020 07:47 THRUSTERS & PROPULSION
NEXT-GEN EFFICIENCY PROJECT A consortium, including Wärtsilä, is conducting a project to develop two symbiotic ship engine and propulsion innovations
The three-year SEATech project intends to develop an operational version of an oscillating flapping-wing propulsion device, and to test the energy saving device aboard short-sea vessels. The project builds on existing designs has been tested in flow tanks but have not yet been undergone full-scale tests. Flapping wing solutions have been long regarded as a potential energy saving solution within the shipping industry, but the complexity of modelling the kinematic interaction of the wing with waves and currents and developing dynamic control systems for the flapping wing, have complicated efforts to commercialise them previously. The biomimetic energy saving device uses active pitch control to maximise the energy and thrust generated from the waves. As the levels of thrust and energy generated by the device fluctuate, the device poses a wider integration AutoNaut Credit: challenge. engines, and lowering the overall emissions “The heart of the system is how we can maximise the from the engine, the development might amount of energy generated by the wing”, said Anders Öster, lower the methane emissions emitted by Senior Project Manager, Research & Technology Wärtsilä’s four-stroke dual-fuel engines. Development at Wärtsilä and overall Project Coordinator for Öster firmly declined to reveal more about the SeaTech Consortium. the proprietary technological development, The solution being explore by the EU-funded SeaTech noting the three-year research project only project is to integrate the wing with a separate Wärtsilä began work in 2019. innovation in dual-fuel engine operation, which will lead to a significant increase in efficiency. By combining the flapping- RETROFIT POSSIBILITIES wing solution innovation with improved dual-fuel engine The project was intended to provide practical solutions for 8 Flapping-wing efficiency, the project intends to deliver a 30 percent existing tonnage, rather than just introducing a new solution systems had reduction in fuel consumption. for newbuilds. One of the project’s criteria was that it could attracted interest The project envisions such a symbiotic relationship would deliver solutions that could be applied to existing short-sea from the Unmanned Surface Vehicle permit 99 percent reductions in sulphur oxides (SOx) and tonnage, as well as to newbuildings, Öster noted. (USV) segment nitrogen oxides (NOx), a 94 percent reduction in particulate The innovation was intended to be suitable for retrofit to (pictured). Inset: matter (PM) emissions and a 46 percent reduction in CO2 existing vessels equipped with Wärtsilä engines. While it was By combining a flapping-wing emissions. intended to be launched in the European and Asian short- solution innovation The development of a symbiotic relationship between the sea markets by 2025, the solution was also likely to offer with improved bow-mounted flapping-wing and the engine management efficiency gains for deep-sea vessels. dual-fuel engine efficiency, the system lay at the heart of the project, Öster said. With the extremely high fuel efficiencies offered by the project aims to “Without modifying the engine management to respond solution as well as operational cost reductions from improved deliver a 30 percent more quickly to the constantly varying dynamic energy engine operations, the return on investment (RoI) for owners reduction in fuel produced by the wing, you could not achieve the sort of was expected to be around 400 percent. consumption savings we are aiming to achieve,” Öster said. “We want to let the wing generate as much energy as SEATECH CONSORTIUM possible, and to maximise the amount of thrust the system The SEATech Horizon2020 project consortium includes can generate.” Wärtsilä, Huygens Engineer BV from the Netherlands, the Estonian company Liewenthal Electronics, Utkilen AS from IMPROVED ENERGY CONVERSION Norway, the National Technical University of Athens, UiT The The second aspect of the project is a proposed engine power Arctic University of Norway, and the UK’s University of generation innovation, built around achieving ultra-high Southampton. Wärtsilä is the coordinator of the 3-year energy conversion efficiency. project, which will run until 2023. Anders Öster confirmed that precise control over the The National Technical University of Athens and the engine’s combustion process would help to achieve radical University of Southampton have specialisms in the design reductions in exhaust emission levels. and modelling of flapping-wings and other propulsion “The development represents an evolution in our control devices. over the combustion process, rather than a radical change in The consortium participants’ expertise extends from combustion chamber design or the elimination of camshafts,” technical design and production, and modelling of the Öster said. The range of fuels that Wärtsilä’s dual-fuel engines kinematic properties of biomimetic devices, through to can handle would not be limited by the development, he optimising the engine response of Wärtsilä’s dual-fuel added. engines at partial loads to integrate the variable amounts of By improving the overall energy efficiency of Wärtsilä’s thrust generated by the wing.
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 29 BUILT TO LAST.
THE FUTURE OF MARINE PROPULSION IS LIGHTWEIGHT!
THE COMPACT AND LIGHTWEIGHT GESILCO ®-DESIGN PAVES THE WAY FOR GREAT OPPORTUNITIES. LEARN MORE: GEISLINGER.COM
Geislinger April 2020 1 17/04/2020 12:53 MS100 HYBRIDISATION FOCUS
NEW TECH FOR OLD CONCEPTS Hybrid ships are not new. Just over a century before The Motorship was first published, the SS Savannah is credited as the being the first steamship to cross the Atlantic
In fact, it used its steam engine for only a small portion of that time; the rest of its power came from its sails, making it a steam/windpower hybrid. It was not a commercial success and was converted to wind-only soon afterwards. Nearly three decades later, in 1845, the SS Great Britain became the first iron-hulled screw-driven ship to cross the Atlantic. It, too, was a steam/windpower hybrid and was also eventually converted to sail power. It took about 140 years for engine/windpower hybrids to establish themselves. Various sail-assisted ships traded in the 1980s and, more recently, with other systems, such as kites and Flettner rotors. That technology dates back to the 1920s and can now be seen on ships of many types and sizes, including the 9,700dwt ro-ro Estraden, the 57,565gt ferry Viking Grace and the 110,000dwt tanker Maersk Pelican. A paper in 2013 called Future ship powering options, published by the UK’s Royal Academy of Engineering (RAE), gave a simple definition of hybrid propulsion. It is “an option where one or more modes of powering the ship can be Credit: Hurtigruten Credit: utilised to optimise performance for economic, environmental or operational reasons.” Unlike those electric-propulsion ships, diesel-battery 8 Hurtigruten’s new On that basis, many long-standing power configurations hybrids use power-take-in (PTI) motor and gearbox expeditionary ships have four engines are hybrids, even though they may not have been called that arrangement. In most cases, the same unit serves as both and two large at the time, particularly in naval vessels, where various motor and as the power-take-off (PTO) generator to provide battery packs combinations of diesel engines and gas turbines have been power to electrical consumers around the vessel or to charge used for years. The ‘combined diesel and gas’ (CODAG) the batteries when the engines would otherwise be operating arrangement, for example, was pioneered in Germany’s at less-than-optimum loads - a process called peak shaving. Köln-class frigates in the late 1950s. Like hybrid propulsion, PTO arrangements have a long In particular, ‘battery’ power has almost become history, beginning in the agricultural sector so that a single synonymous with ‘hybrid’ power, although battery-only tractor could power other machinery. An important vessels - such as the car ferries Ampere in Norway and Ellen imperative for its adoption in the marine sector was the in Denmark - are not hybrid ships according to the RAE’s differential in fuel price between MDO - the only fuel that definition, since only one mode of powering is involved. many auxiliary engines could use in times past - and HFO. As Batteries are playing an increasingly important role in hybrid well as the fuel cost benefit, the auxiliaries could be stopped propulsion as their capacity goes up and their cost comes during voyages, reducing maintenance costs. down, which benefitted one of the pioneers of battery hybrid Now, with hybrid-related applications for PTO/PTI propulsion, Norwegian cruise/ferry operator Hurtigruten. arrangements becoming common, OEMs offer bespoke The first of a pair of new expedition vessels, Roald systems offering a range of refinements for different Amundsen, went into service in July 2019, followed by its combinations of the primary and hybrid power sources. sister, Fridtjof Nansen, in March 2020. Such was the pace of How hybrid systems will develop in the future may emerge battery development between the two vessels that the price from an EU-funded project, Implementation of ship per MWh of battery capacity halved during development, hybridisation. It is aimed at increasing the adoption of low- allowing the second ship to have at least four times as much carbon technologies. It has 15 partners and 45 observer battery capacity as the first. This will give it considerably organisations from across Europe and began in February longer ‘silent running’ periods during Arctic cruises and it will 2019. It will finish in June 2022 and its expected outputs have be able to use its batteries in port, rather than run its engines a strong hydrogen-related theme, including demonstrating or rely on shore power. the feasibility of hydrogen bunkering facilities in ports. The next generation of hybrid battery installations will be paired with hydrogen fuel cells. A conversion project inspired by Norwegian shipyard and supported by Norway’s ‘Pilot-E’ technology accelerator programme funded by the Research Council of Norway is planning to have a zero- emissions passenger ship operating on a domestic route by the end of 2020. 8 Ellen is the A few months later, an EU-funded project called Flagships, world’s most will result in two newbuildings using hydrogen fuel cells: a powerful electric push-boat that will be operated in France by Compagnie ferry, but is not a hybrid Fluvial de Transport and a vehicle ferry for Norwegian operator Norled, which operates Ampere.
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 31 35 YEARS
Genuine & OEM quality spares from stock to keep your separators up and running YOUR PROPULSION EXPERTS
Outstanding quality 20.000 items for Westfalia Worldwide technical parts and reliable and Alfa Laval ex. Stock support & service service since 1985 Holland / Singapore solutions on demand
SCHOTTEL Rudderpropellers www.ketmarine.comalso available | [email protected] in medium size
Ket Marine HP April 2020.indd 1 17/04/2020 08:15 + EFFICIENT
+ VERSATILE
+ SUSTAINABLE
+ COMPACT
+ CLEAN
SCHOTTEL SRE AVAILABLE IN MEDIUM SIZE
With medium-sized variants of the successful EcoPeller (SRE), SCHOTTEL combines latest technologies in mechanical engineer- ing, hydrodynamics, and digitalization. The azimuth thrusters are available in two sizes: SRE 210 (640 kW) and SRE 270 (1,000 kW). The SCHOTTEL EcoPeller offers outstanding overall propulsion efficiency and excellent course-keeping stability, enabling low fuel consumption, low operating costs and low emissions.
www.schottel.com MS100 HYBRIDISATION FOCUS
HYBRID POWER FOR SHORT-SEA BULKERS
Progressive, long-term design thinking underpins a Norwegian project for two ships to serve the humble but vital North European bulk cargo traffic, writesDavid Tinsley
Drawing on Norwegian government funding support for the enlightened shipboard energy arrangements chosen, shortsea specialist Aasen Shipping has ordered two self- discharging bulkers incorporating hybrid powering. The 9,200dwt minibulkers ordered from Dutch shipbuilder Royal Bodewes are scheduled to join Aasen’s fleet of self- unloaders by 2022, and are claimed to be the first of their kind to have been specified with diesel-electric hybrid propulsion. While the intra-north European bulk commodity trades in which the shipowner is primarily engaged constitute typically low-margin shipping business, the capital cost premium for the hybrid solution is justified by the prospective, long-term Aasen Shipping Credit: payback. The environmental benefits associated with the as when alongside, rank as an increasingly important factor, 8 Self-sustaining, efficient tonnage incorporation of a battery pack also promise certain operating given the increasing lack of tolerance among waterside for bulk trading in advantages, giving a commercial edge, over the coming years. inhabitants in many parts of Europe as to noise issues, no northern Europe Each newbuild will be fitted with a travelling deck gantry- matter how long a port or terminal has existed. mounted excavator for loading and unloading at up to 900t per The shipowner has indicated an expectation of fuel savings hour, conferring broader trading scope than gearless tonnage of more than 350t per annum through the arrangements plus cost savings for shippers through vessel self-reliance in nominated for the new ships. Specified battery capacity is cargo handling as regards both equipment and personnel. understood to be some 340kWh, and the pack will be housed Hatch covers will be lifted by dedicated panel-handling, in a compartment right aft on the enclosed deck above the movable gantries fore and aft of the excavator. The engine room. hydrodynamically-optimised hull design is just under 120m in Initially, the owner considered powering arrangements length overall and 15.8m wide, with a maximum draught of 7.5m. based on an LNG-capable, dual-fuel main engine, but Aasen sought the advice of technology group Wärtsilä as decided against this option on account of comparatively high to the merits of a hybrid installation, and the latter determined costs, coupled with what was perceived to be limited climate that the extra initial investment required for the incorporation gain as regards emissions plus certain logistic and operational of battery power would be more than offset by a high level of challenges as to LNG sourcing relative to trading profile. achievable fuel cost savings. Wärtsilä has been retained to Enova, the agency which promotes eco-friendly energy supply the battery pack, direct-current (DC) switchboard and technologies under the aegis of the Ministry of Climate and power management system as well as the small-bore, Environment, has allocated NOK 7.35 million (US$790,000) medium-speed main diesel engine, reduction gearbox and towards the hybrid engineering aspects of the project, on the controllable pitch propeller. strength of the attributes as to energy savings and reduced The shipowner was keen to ensure that Wärtsilä Norway climatic impact within the Norwegian regime. would cooperate closely with the shipbuilder’s subcontractor The main machinery selected for each ship is an eight- for the electrical equipment, so as to better ensure the cylinder model of the L26 engine, rated at about 2,600kW. development of an innovative yet comparatively simple The Wärtsilä four-stroke is among the shortest and lowest in solution. its class, minimising engine room space requirements. Its Each vessel will be able to run her deck-mounted, electric relatively low component count also holds advantages as to excavator on battery power, and will have the means of maintenance needs. feeding the shipboard net from the shoreside grid when Located at Mosterhamn, on the coastal island of Bomlo alongside, eliminating the need to fire up gensets in port. between Bergen and Stavanger, family-owned Aasen The specific nature of coastal and intra-regional bulk cargo Shipping currently deploys eight self-dischargers with shipping using such vessels typically involves multiple short carrying capacities in the 3,500-7,650t range. The vessels are voyages over time and transits at maximum speed, frequent primarily engaged in contracts with industrial customers, waiting at or off ports due to tides or shoreside working shifts, carrying stone, salt, cement, grain, scrap, round timber and and variable load demands on the discharge excavator during other commodities, but are also suited to breakbulk and the cargo transfer process, all of which makes for wide and project shipments.The company retains full commercial and frequent fluctuations in energy requirements. This scenario technical management of the fleet, and also controls covered was regarded as affording ample scope for the hybrid option, and open storage at Mosterhamn. whereby battery packs and electrical feed can exert a load The award of the shipbuilding contract to Royal Bodewes levelling effect as well as dispensing altogether with main or at Hoogezand represents another string in the bow of the auxiliary diesel power in certain situations. industry in the Netherlands’ northernmost provinces, resilient Noise reductions achievable in harbour through the use of and innovative in the production and design of small the batteries, potentially when in manoeuvring mode as well commercial vessels.
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 33 MS100 HYBRIDISATION FOCUS
HYBRIDISATION TO ENTER THE SHORT-SEA MAINSTREAM
Stefan Nysjö, Vice President, Marine Power Solutions at Wärtsilä, takes stock of previous market transitions and looks forward to changes to come
8 Ultramax bulk carrier, Paolo Topic, is being retrofitted with solar panels, which will be integrated into an HY hybrid-power module
From an engine design and operation perspective, the 2000s. So you could say I have some experience in this Q what do you think have been the most important market. As a company, we believe that engine technology technological innovations during your career? will remain at the centre of marine propulsion, particularly for Two significant advances come to mind. The first, which deep-sea shipping. I believe it will remain the prime mover A predates my time, was the successful adaption of four- there for many years to come. However, we think that we may stroke medium speed diesel engines to operate on heavy fuel see different combinations of propulsion in the short-sea oil in the wake of the oil crisis in the 1970s. Wärtsilä engineers market, where we expect the recent growth in battery were the first to achieve this breakthrough. [The Motorship hybridisation to increase. For some ferries and passenger notes this came just a few years after Wärtsilä engineers ferries, fully electric vessels may become more widespread designed their first engine, Vasa 14, in 1959.] A second, more for short crossings. recent engine-related innovation was the introduction of the first dual-fuel marine engine to operate on liquefied natural You mention hybridisation as a technology. Looking at gas, the Wärtsilä 34DF dual-fuel engine in 2003. This drew on Q the current market for hybrid vessels, how do you see our work on gas-diesel engines in the late 1980s and spark- the technology and the market evolving? ignited pure gas engines in the early 90s. Both of these Since we unveiled our Wärtsilä HY module at Nor- innovations have had a wide impact on the industry as a whole. A Shipping in 2017, we have seen commercial interest in But, if we look away from engine technology towards hybridisation rapidly evolve. Our hybrid solutions for tugs, wider innovation, Wärtsilä has played a leading role in 8 The escort tug applying systems thinking to the marine industry, which Vilja was the first informed our Smart Marine Ecosystem vision. Further, from a vessel of its kind commercial perspective, we were the first company to to operate with a Wärtsilä HY hybrid establish and expand a fully armed global service network, power module for example. More recently, innovations have been based on applied digital technologies and the use of data.
As a mechanical engineer by training, how do you see Q the future role of the internal combustion engine? Will it remain the main mover for marine transportation in the future? I started out in the power generation side of Wärtsilä in the 1990s but have been working in the marine business since
34 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 MS100 HYBRIDISATION FOCUS
dredgers and offshore vessels offer double-digit efficiency savings and have grown rapidly. But the advantages of the technology are not limited to short-sea vessels with fluctuating energy consumption patterns. We also see opportunities for hybrid solutions to help to optimise operations in the cruise vessel sector and also in the ro-pax segment where hybrid solutions can help to optimise the operation of auxiliary engines. I am personally convinced that we will see hybrid solutions grow across different segments, including deep-sea vessels.
How do you see the development of battery Q technology affecting the market? We recognise that battery technology is developing, A and that this is being driven by investments by the automotive industry. The emergence of more powerful marine batteries with higher energy densities will support expanding the scope of hybrid solutions in the future. We anticipate that marine batteries will become commoditised, which means they can be replaced in the same way and at Wahlstedt Wilmer credit Wärtsilä, of Picture courtesy the same time as you bunker or maintain a vessel today. We have heard many different perspectives on 8 Wärtsilä launched Q potential zero carbon fuels. What is your perspective its first engine, Vasa 14, in 1959 Do you see further possibilities for hybrid solutions to about the current debate about alternative fuels? Q evolve as data availability improves? Wärtsilä has a lot of experience in the field of alternative Looking further ahead, we have been carrying out A fuels and has been supplying dual-fuel engines to the A research into a range of different configurations, shipping and power generation markets for almost 30 years. including deep-sea vessels with battery installations, such as We do not know which fuels will be adopted, and the industry a hybrid system combined with photovoltaic panels aboard may well be driven by a variety of different fuels. Paolo Topic. We have also signed an agreement with rotor We think that the answer is fuel flexibility, to ensure that sail company Norsepower to maintain their installations, vessels are future proofed as far as possible. which will improve our understanding of renewable energy This would mean that today’s dual-fuel engines running generation. on HSFO and LNG might run on LNG and drop-in hydrogen While the solutions we are looking at differ, they draw on or ammonia in the future, just as one potential scenario or our insights into the vessel’s underlying systems. We have step on the journey. used a data driven design approach to identify potential This might have wider design implications for ship areas where efficiency gains and other operation benefits designers or shipyards, who would need to design a vessel’s can be achieved. systems with the flexibility to allow future conversions. But the many alternative fuels currently being discussed, How does your recent research into autonomous and such as hydrogen or ammonia, are currently uneconomical Q semi-autonomous systems feed into this? and are not currently feasible. For the time being, the We have been undertaking research with PSA Marine in sensible thing to do would be to use LNG, which is A Singapore to develop the “IntelliTug”, a smart tugboat, increasingly widely available, and has existing bunkering through which we strive to improve safety and efficiency. infrastructure in place. Autonomy enabled vessels offer the potential for significant If we are going to meet the IMO’s greenhouse reduction improvements in these area. target to halve emissions from shipping by 2050, we are But we also see possibilities for wider efficiency gains from running on a very tight timeline. We have to act now. the utilization of data. Our Fleet Operations Solution, which combines voyage optimisation, fuel efficiency monitoring How has the systems thinking approach fed into your and engine performance analysis, is an example of how Q Smart Marine Ecosystem vision? efficiencies can be achieved looking at many vessels/engine We saw the need to respond to shipping’s environmental systems, as well as by looking at one. A challenge as a shared challenge. We also realised that we would need to collaborate with stakeholders inside and Shifting focus slightly towards Wärtsilä’s broader around the industry. Q strategy, Wärtsilä anticipated a number of the But looming at the shipping industry as an ecosystem, we discussions in the industry that we are undergoing now. see the need for different technologies and stakeholders to As an OEM, you have to anticipate your customers’ come together, as elements work together in any ecosystem. A requirements! And one of the secrets of innovation is This ranges from vessel-level systems, such as engine that you have to have the guts to believe in it. But, more management systems, through wider digitalisation and seriously, we also realised that we did not have all the data-led services, such as our Fleet Operations 8 Stefan Nysjö answers, and that we would need to collaborate to create an Solution, to areas of new innovation, such as Vice President, ecosystem around the industry. our work on autonomous vessels. By Marine Power That’s why we joined the Getting to Zero coalition, which bringing together the benefits from these Solutions at Wärtsilä expects brings together different stakeholders to develop a zero- different technologies, we can eliminate the recent emission ship by 2030. We have also played a supportive role inefficiencies and help to improve safety growth in battery to enable other platforms to be set up, such as the SEA20 and efficiency. hybridisation in the short-sea market initiative which promotes discussions and collaboration That is where the bigger gain is, not just to increase between port cities. for us, but for the whole industry.
For the latest news and analysis go to www.motorship.com/news101 Picture courtesy of Wärtsilä APRIL 2020 | 35 SHIP DESCRIPTIONS
BUILDING BLOCK FOR CLIMATE-NEUTRAL LOGISTICS
Tailored to the demands of new vehicle transportation, Siem Car Carriers’ latest tonnage also represents an advance in environmental standards for the deepsea ro-ro sector, writes David Tinsley
8 Siem Confucius undergoing final outfitting at the Xiamen yard Credit: Volkswagen AG Volkswagen Credit:
The technical specification laid down for the ships enable typically mixed payloads of around 4,700 vehicles of embraced an across-the-board approach to emissions different VW models and types on any single voyage. Siem reduction, driven by the eco agenda of the prospective Confucius and Siem Aristotle will replace two of the nine charterer, the Volkswagen Group. Siem Confucius is the first heavy fuel oil(HFO)-burning, diesel-engined PCTCs currently of two sisters constructed by Xiamen Shipbuilding Industry deployed in the VW traffic on the North Atlantic. The round- in eastern China’s Fujian province. She ushers in the use trip itinerary links markets and plants in Europe, Mexico, the of LNG as primary fuel in the deepsea pure car/truck USA and Canada. carrier(PCTC) category. Second-of-class Siem Aristotle is The hull breadth of 38m is some 6m greater than that of expected to follow within the spring. ships built to the constraints governed by the Panama Canal While ever-more stringent emissions legislation and the prior to its expansion, while the length overall length has inter-relationship between energy efficiency and carbon been retained to just under 200m so as to better ensure footprint bears directly on newbuild vehicle carrier design long-term, global trading versatility. The 200m limit is and engineering, the increasing sensitivity of manufacturers dictated by restrictions at many Japanese terminals. to environmental issues influences logistic strategies. LNG will be the primary fuel for both main and auxiliary Significantly, the Volkswagen Group, heavily fined by the US machinery. Besides the high-pressure, low-speed two- in 2017 for emission violations with diesel-engined vehicles stroke dual-fuel main engine, entailing a fuel supply pressure off its production lines, has a strategy in place to improve the of 300bar, the genset drives and principal boiler are also of environmental impact of its transport operations. This has dual-fuel type. already found expression in a number of spheres, not least The Siem vessels will make an important contribution to European intra-regional and shortsea operations. the automotive group’s bid to cut emissions in the supply The organisation’s logistics arm is now rolling-out the policy chain from manufacturing to final product delivery, under a in application to long-haul trade, by way of the specific strategy dubbed ‘goTOzero’. Compared to the PCTCs that will attributes of the two Chinese newbuilds, for which Siem Car be superseded, each newbuild is expected to cut CO2 Carriers had submitted an economically and environmentally emissions by up to 25%, NOx by up to 30%, and particulate convincing proposal. The ship operator is a member of the matter by up to 60%, as well as virtually eliminating SOx. Siem Industries Group, headquartered in Kristiansand, Norway. Thomas Zemechel, head of VW Group Logistics, stated The car-equivalent unit (CEU) capacity of the design is “We are entering a new field here to reduce emissions. Both 7,700. The 13 cargo decks of various heights and loading ships are the first overseas car freighters in the world to be strength provide the requisite flexibility as well as scale to LNG-powered. In addition to the increasing use of LNG(- serve a diverse vehicle production range. The layout will fuelled) trucks, conversion of our many rail transports to
36 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 SHIP DESCRIPTIONS
green electricity, and the use of biofuel in the shortsea segment, the two new LNG(-fuelled) ships represent an important building block for our strategic goal of climate- neutral logistics.” Hitherto, the industry’s use of LNG in sea-going vehicle transportation has been confined to the short-haul and intra- regional field. The propulsive power installation is an S60ME-GI gas- injected, dual-fuel two-stroke from the MAN stable, rated at 12,600kW, and incorporates exhaust gas treatment. The machinery offers still greater long-term flexibility through suitability for operation on biogas or potentially on synthetic natural gas, so-called e-gas produced by Power-to-X technology using renewable energy. “We believe that the switch to LNG as marine fuel is the most important basis for a maritime energy revolution,” observed MAN Energy Solutions’ CEO Uwe Lauber. “In a second step, gas-capable ships can be operated with synthetically produced, climate-neutral fuels and are Solutions MAN Energy Credit: therefore future-proof. With this project, VW is pioneering PCTCs have a similar range to that of HFO-powered vessels, 8 Dual-fuel MAN the decarbonisation of global trade flows.” while the broader beam allows the below-deck two-stroke power for Siem Confucius Direct drive is made to an MAN Alpha four-bladed, fixed accommodation of the fuel tanks without penalising cargo pitch propeller of the fuel-saving Kappel design. The payload relative to earlier Panamax-size ships. 6.95m-diameter screw, with its distinctive, smoothly curved LNG bunkering will be accomplished on both sides of the tips to the suction side of the blades, was manufactured in Atlantic, in Jacksonville and Emden, the latter, northeast China by licensee Dalian Marine Propeller. German port being Volkswagen’s principal interface for In eco-speed mode, the main engine provides for a speed vehicle shipments. Fuel supplies in the USA will be effected of 16.5 knots under fair conditions, with the scope to make up using a newly-built articulated tug/barge (ATB) unit. to 19 knots should the need for a faster cargo placement, Constructed at Pascagoula by VT Halter Marine, the ATB schedule recovery or other circumstances so demand. combination comprises a 4,000m3-capacity LNG tank barge The auxiliary outfit is based on three aggregates featuring and dedicated, 39m push tug. Contractual owner Quality MAN L28/32DF dual-fuel, four-stroke engines, comprising LNG Transport(Q-LNG) has entered into a 15-year agreement two nine-cylinder models and one in seven-cylinder with Shell Trading(US) for deployment of the ATB along the configuration. At maximum continuous output, each of the southeast US eastern seaboard and Gulf of Mexico. 9L28/32DF gensets yields 1,800kW, and the 7L28/32DF Besides the Siem PCTCs, regular recipients will include produces 1,400kW. two LNG dual-fuel cruise ships ordered in Germany by Carnival Cruise Line. Based at Port Canaveral in Florida, Q-LNG Transport will draw loads from the Elba Island LNG In a second step, gas-capable terminal in Savannah, Georgia. ships can be operated with Volkswagen, which is the majority owner of MAN Energy synthetically produced, Solutions’ Augsburg-based parent MAN, is also considering ‘‘ diesel to dual-fuel repowering schemes for existing tonnage, climate-neutral fuels and and is looking into the possibilities of fostering LNG usage on are therefore future-proof. other routes. Total worldwide marine shipment volume organised and With this project, VW is controlled by VW’s logistics arm is in the region of 2.8 million pioneering the decarbonisation vehicles per annum. In addition, constructional parts, componentry and spares accounts for some 250,000 of global trade flows container loads each year. Within the European domain, the group has taken steps in recent years to effect a modal shift MAN said that the engines are the first-ever from the in favour of shortsea transport where viable, one example L28/32DF series to have been approved for IMO Tier III being inter-plant transfers from Turkey to Portugal. operation without recourse to selective catalytic reduction(SCR), Volkswagen joined the Clean Shipping Network (CSN) at and the first such units manufactured by licensee CSSC Marine the beginning of 2014 and was the first German auto maker to Power (CMP). All the gensets are equipped with turbochargers use CSN’s Clean Shipping Index to assess the environmental of the TCR type, and each engine is overseen by MAN’s impact of its marine transport activities. proprietary SaCoS control system. The complete fuel gas supply and storage wherewithal PRINCIPAL PARTICULARS - Siem Confucius has been provided by Chinese designer and manufacturer Length overall 200.0m Gloryholder Liquefied Gas Machinery. For each ship, the Breadth 38.0m Dalian-based company’s contract encompassed two Draught 7.5m 1,800m3-capacity Type C LNG fuel tanks for underdeck Capacity 7,700CEU placement, two LNG bunkering stations, a high pressure/low Main engine power 12,600kW pressure gas supply unit, boil-off gas (BOG) handling and Auxiliaries 2 x 1,800kW + 1 x 1,400kW reliquefaction systems, water/glycol system, gas detection Speed, maximum/efficient 19/16.5kts and LNG fuel safety and control arrangements. Class LR The 3,600m3 of LNG storage capacity ensures that the new Flag Liberia
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 37 SHIP DESCRIPTIONS
JAPAN REINVESTS IN NICHE WOODCHIP CARRIER SECTOR
With China posing determined new competition, Japan’s shipbuilding industry is intent on maintaining pre-eminence in the niche sector of woodchip carrier construction, writes David Tinsley
Primarily serving as a raw material for the paper industry in Japan and China, but increasingly in demand as biomass for energy generation, woodchips constitute a growing sector of bulk cargo transportation. A distinct class of vessel originated in Japan has long characterised the trade in the Asia Pacific market. Chip carriers have a much higher ratio of cubic storage capacity to deadweight compared to standard bulkers, due to the low density of the cargo. This necessitates much larger hold volumes, resulting in deeper hull sides, than conventional bulkers in the same deadweight class. Ships are typically configured with six holds, providing a total capacity of in the range of 3.6 to 4.3 million ft3, and up to 4.7-5.0 million ft3 in the case of a new generation of Chinese- built tonnage. One of the holds can be used as a water ballast tank during unladen voyages. Dedicated, purpose-designed woodchip carriers of the major, Japanese-controlled fleets are fully self-sustaining. Cargo systems comprise high-speed deck cranes, interposing hoppers, and belt conveyors, ensuring continuous unloading and rapid turnaround times. Chip unloading rates are in the order of 1,000t per hour. The underdeck spaces are accessed and closed by way of end- folding hatch covers, with the hatch openings maximised to JSEA Photo credit: facilitate cargo working. biomass to be considered as carbon-neutral. As well as 8 Delivered by The latest Japanese-owned and -operated vessels are built constituting a carbon-neutral fuelling solution, the biomass Oshima last year, Southern Treasure to within 210 metres length overall, ensuring flexibility with energy option also offers stable, uninterrupted baseload hauls woodchips for regard to Japanese discharge berths. Cargo volume gains have power, which can be a challenge with other renewable Hokuetsu’s paper been achieved principally by extending the beam to some 37m energy sources, notably that dependant on wind strength mills in Japan from the earlier Panama Canal constraint of 32.2m. and continuity. A single two-stroke diesel provides the propulsion power, Japan has been importing woodchips in bulk carriers since but the substantial electrical load involved with such vessels, the mid 1960s, while China’s trade began towards the end of a factor of the mechanical intensity constituted by the self- 2002, with other countries entering the sector as buyers in reliant cargo handling arrangements, can necessitate four much more recent times. Purpose-designed woodchip large generator sets. carriers have traditionally been the domain of Japanese The global trade in woodchips has seen a marked companies, with NYK Line and Mitsui OSK Lines (MOL) development over the past 15 years, at an average growth commanding the largest fleets. Notwithstanding continued rate of about 4% annually. Suppliers, buyers and carriers reinvestment by the major players, a more diverse ownership involved in the international woodchip trade use a common profile now pertains, contributory to which has been the unit of measurement, the ‘bone dry metric tonne’ (BDMT), emergence of Singapore-based Nova Carriers in the top signifying a 0% moisture content. echelon of the sector. Liftings increased to 36.3 million BDMT in 2018, according to Japanese shipbuilders, notably Sanoyas and Oshima, analyst Hawkins Wright. Over 90% of the trade is generated by provided all dedicated tonnage for a long period, but the the paper and board manufacturing industries, particularly in past few years have seen the entry of Chinese yards into the Japan and China. With the planned expansion of pulp production field with alternative designs of geared and gearless, high- capacity in China, the latter is likely to consolidate its recently volume bulkers. Nova Carriers gave a huge fillip to the gained top slot as the world’s largest importer of chips. Chinese production by ordering 12 vessels from Nantong There is also a growing requirement for chips to be used in Minde and Jiangsu Yangzijiang. power generation, as countries seek to raise the share of The South East Asian region, especially Vietnam, Thailand renewables in the energy mix. and Indonesia, had long accounted for the highest proportion Imports of woodchips for the energy sector have increased of supply to Asian markets, but developments in the woodchip sharply in Japan and South Korea, and biomass plant carrier fleet, offering further scale economies, have helped construction looks set to give further impetus to shipping drive increased purchases from Australia and other Southern demand. When combusted, biomass releases CO2, which is Hemisphere sources such as Chile and South Africa. in turn absorbed by plants and trees, a cycle which leads An advanced class of 60,000dwt newbuild booked with
38 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 SHIP DESCRIPTIONS
Oshima Shipbuilding for deployment by NYK Line attests to the sustained high profile Japanese presence in this niche sector of bulk shipping. Ordered on the strength of a long-term commitment by Mitsubishi Paper Mills, Oshima’s new-generation chip carrier will provide a transportation volume of 4.3 million ft3 within main dimensions of approximately 210m by 37m breadth. NYK has indicated that the prospective fleet entrant, due in 2021, will steal a march on other vessels through “considerably” lower fuel consumption, a low-resistance hull form promising improved performance in poor weather conditions, and an eco-friendly specification that includes an exhaust gas cleaning system. The refined design combines Oshima’s know-how as one of the world’s most prolific builders of bulkships with NYK Line’s long track record as an owner and operator of dedicated, purpose-designed woodchip carriers, over 40 of which are currently in service. The newbuild will lead a batch production programme. NYK’s trading link with Mitsubishi Paper Mills is well established, and is currently expressed in four long-term contracts, said to be the largest share of such business held by any shipping company with the paper maker. Modernisation of the NYK fleet in recent years has included vessel will transport both raw material woodchips used in 8 In recent years, the 60,360dwt Snow Camellia, brought into service during paper and board making and also ‘energy’ woodchips for Chinese yards have produced September 2018 under long-term contract to Hokuetsu biomass power generation. In the latter case, the recipient alternative designs Corporation (formerly Hokuetsu Kishu Paper). Constructed at will be Nippon Paper’s Tomakomai biomass plant, which is of geared and Oshima’s Saikai (Nagasaki) yard to similar main dimensions due to start operations in 2023. gearless, high- as those of the latest newbuild series ordered there by NYK, While the chosen shipbuilder has yet to be announced, volume bulkers, such as Nova the 4.3 million ft3-capacity vessel was assigned to the contractual terms stipulate delivery of the vessel before the Carriers’ Batavia transportation of imported woodchips to the Hokuetsu paper end of 2022. The specification includes a scrubber, and the Express (pictured) mill in Niigata prefecture. raft of energy-saving elements features a hybrid fin fitted Shipments for Hokuetsu are also the remit of the MOL- immediately abaft the propeller. operated, 60,300dwt Southern Treasure, the second of a new Reinvestment in woodchip carrier capacity by K Line in class of 4.3 million ft3 woodchip carrier turned out by Oshima recent years has entailed the 3.6 million ft3 Forestal Gaia, last year. The vessel is powered by a 7,430kW 6UEC50LSH commissioned from Tsuneishi Shipbuilding in May 2017. The two-stroke diesel from Japan Engine Corporation (J-ENG), 49,200dwt vessel cut her teeth on shipments from Vietnam, and is fitted with a scrubber. conveyed on behalf of Nippon Paper. Sanoyas Shipbuilding Corporation has delivered over 50 woodchip carriers to date, and has recently developed an While the chosen shipbuilder LNG-fuelled design based on a 4.3 million ft3-capacity vessel has yet to be announced, template. ClassNK has issued an approval in principle (AIP) for contractual terms stipulate the concept, which promises a 40%-plus improvement in ‘‘ Energy Efficiency Design Index (EEDI) rating. The LNG fuel delivery of the vessel before the tank will be mounted on the open, flush stern deck abaft the end of 2022. The specification superstructure, obviating loss of underdeck revenue-earning volume. includes a scrubber, and the raft Current industrial developments that will create new of energy-saving elements transportation requirements include the construction in Ibaraki prefecture, north of Tokyo, of the 50MW Kamisu biomass plant, features a hybrid fin fitted which will use palm kernel shells (PKS) and wood pellets as immediately abaft the propeller feedstock. GE has been contracted by industrial group Hitachi Zosen Corporation to supply key power components for the facility, due to start operations in 2023. She incorporates a raft of Oshima-developed hull form GE’s delivery will include a reheat steam turbine generator elements, notably the Seaworthy Bow, designed for better and low-NOx circulating fluidised bed(CFB) boiler. The latter speed keeping in adverse weather, proprietary rudder fin, type of machinery figures increasingly in Japanese biomass and advanced flipper fins aft, plus propeller boss cap fins power schemes, since CFB technology allows for flexibility in (PBCF), an energy-saving solution devised by a Japanese the type of biomass fuels that can be used, be it woodchips, partnership that included MOL. The electric deck cranes are wood pellets, or PKS. The abundance and comparatively low fitted with a regenerative power system, whereby energy is cost of PKS, a waste product of the palm oil industry, in South recovered for the ship’s net during the lowering process. East Asia could promote increased use in Japan’s biomass Supplies of woodchips to the Hokuetsu mills in Japan are mix over the coming years, assuming suppliers can meet made from Vietnam and various sources in the southern regulatory requirements as to sustainability. hemisphere, mainly Chile, South Africa and Australia. Last December, Mitsubishi Corporation launched a The changing profile of the Japanese trade is reflected in a biomass power generation project at Fuji City, Shizuoka newbuild scheme implemented by K Line on the strength of Prefecture, in conjunction with Nippon Paper Industries and a charter agreement with Nippon Paper Industries. The Chubu Electric Power, using wood pellets.
For the latest news and analysis go to www.motorship.com/news101 APRIL 2020 | 39 PRODUCTS & SERVICES DIRECTORY
Experts in Ballast Water marine Management engineering System equipment Powering a The new BEARINGS •Bilge water monitors & filtration ultra-compact •SealsNAUTIC and bearings PRO clean future
MMC BWMS •Dry dock services MAINTENANCE 50m3h system •UnderwaterTHE COMFORTABLE repairs We are the leading supplier – the perfect
Maintaining the highest possible STORAGE ENERGY •Additives to prevent leakage Maintaining the highest possible of Energy Storage Systems solution for small standards for our customers. and medium •Marine engineering consultancy standards for our customers. to the maritime industry. Service,Service, upgradesupgrades andand retrofits.retrofits. sized vessels •Project management ● ● Governors / Actuators •Service contracts Governors / Actuators CONTROL & MONITORING CONTROL ● ● SupportSupport forfor allall VikingViking basedbased 0 10 10 20 productsproducts andand ourour newnew 20 30 30 40 e: [email protected] simplesimple toto installinstall Viking35-Viking35- 40 50 50 60 60 70 m: +47 90 06 11 97 2G2G upgradeupgrade packpack (below)(below) 70 ● www.mmcgt.no ● SpareSpare partsparts && ServiceService ● www.corvusenergy.no MMC Green Technology AS ● OEMOEM qualityquality overhaulsoverhauls andand atzmartec.com serviceservice exchangeexchange unitsunits ● ● PropulsionPropulsion ControlsControls ● ● GeneratorGenerator ControlsControls ● ● PowerPower ManagementManagement ● Experts in ● TurbochargerTurbocharger ConditionCondition marine MonitoringMonitoring systemssystems engineering equipment AEGIR-MARINE, •Bilge water monitors & filtration Powering a
9 High quality upholstery with PROPULSION BUILT ON SERVICE •Seals and bearings NAUTIC PRO individual logo stitch (optional) FUELS & OILS clean future •Dry dock services 9THEAdjustable COMFORTABLE armrests •Underwater repairs 9 Variable seat depth We are the leading supplier of Energy Storage Systems •Additives to prevent leakage BRIDGE EQUIPMENT 9 Infinitive height adjustment •Marine engineering consultancy of the seat top to the maritime industry. •Project management 9 Seat angle adjustment Stop putting •Service contracts 9 Length adjustment of the seat top your engine RegulateursRegulateurs EuropaEuropa LimitedLimited at risk. Start Port Lane, Colchester. CO1 2NX UK Port Lane, Colchester. CO1 2NX UK protecting your Tel: +49-2938-98769-0 Phone +44 (0)1206 799556 Phone +44 (0)1206 799556 most valuable asset. Call us at +31 343 432 509 [email protected] FaxFax +44+44 (0)1206(0)1206 792685Email792685Email or send us an email: [email protected] http://www.pilotchairs.com [email protected] www.totallubmarine.comwww.corvusenergy.no [email protected] atzmartec.com www.regulateurseuropa.comwww.regulateurseuropa.com
RIVERTRACE produces a range of
DAMPERS Is your damper providing To advertise here products that meet and exceed the 9 High quality upholstery with I.M.O.engine resolutions protection? MEPC 107(49) LUBRICANTS individualand logo online stitch (optional) at and MEPC 108 (49) relating to water 9 Adjustable armrests dischargesTorsional from ships. Vibration www.motorship.com/9 Variable seat depth Dampers 9 Infinitive height adjustment of the seatdirectory top Maintenance and Repair of Crankshaft 9 Seat angle adjustment Torsional Viscous Vibration Dampers Call the Motorship Stop putting 9 Length adjustment of the seat top Tel: +44 (0)1422 395106 your engine
0 10 Team on Fax: +44 (0)1422 354432 at risk. Start 10 20 20 30
30 40
[email protected] protecting your 50 Tel: +49-2938-98769-0 40
+44 1329 825335 50 Telephone: +44 (0) 1737 775500 60 most valuable asset. 60 70 [email protected] www.metaldyne.co.uk 70 We keep your [email protected] Sales enquiries: [email protected] http://www.pilotchairs.com Formerly Simpson Ind - Holset Dampers interests first www.rivertrace.com/en-gb/marine www.totallubmarine.com
COMPLETE STERN TRUSTED FOR GENERATIONS TUBE SEAL PUMPS Explore our range of innovative, high MAINTENANCE Is your damper providing Sparesperformance and and servicesEnvironmentally engine protection? Acceptable Lubricants, delivered with an CONCEPT forunparalleled hatch level covers. of personal service. Torsional Vibration For more information please contact us at Dampers – RubberVickers packing Oils Contact: 6 Clarence Rd, Leeds, LS10 1ND, UK EMISSION CONTROL Maintenance and Repair of Crankshaft RM Propulsion – BearingTel: +44 (0)113pads 386 7654 Torsional Viscous Vibration Dampers Fax: +44 (0)113 386 7676 Spare Parts & Services – CleatsEmail: [email protected] Neutronweg 45 • 1627LG, & MONITORING CONTROL Tel: +44 (0)1422 395106 Web: www.vickers-oil.com Hoorn (NL) 24/7 Fax: +44 (0)1422 354432 – Chain [email protected] Phone: +31 - (0) 62 11 924 33 www.metaldyne.co.uk – Hydraulics E-mail: [email protected] rmpropulsion.com Formerly Simpson Ind - Holset Dampers www.cargocaresolutions.com
40 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 PRODUCTS & SERVICES DIRECTORY
High VALVES quality Start Systems for Two
SHIPREPAIR .
SPARE PARTS SPARE e and Four-Stroke Engines underwater v LABORATORY ANALYSIS FOR THE o MARINE INDUSTRY Please visit: www.seitz.ch m r repairs u
o ANALYSIS & TESTING . Y lity Our reliabi Hydrex offers under- water repair solutions to shipowners around Tel: +44 (0) 1256 704000 Email: [email protected] the globe. Our expe- Web: spectro-oil.com rienced teams are qua- lified to perform all class-approved repair procedures in even the harshest conditions.
Hydrex headquarters WASTE WATER WASTE Phone: +32 3 213 53 00 (24/7)
E-mail:[email protected] TURBOCHARGERS www.hydrex.be
Jets AS Vacuum Toilet Hermann-Blohm-Str. 1 · D-20457 Hamburg Phone +49 40 317710-0 · Fax +49 40 311598 Systems and STP’s, E-mail [email protected] Jowa Water Handling www.nds-marine.com Systems, Libraplast A60 Doors, Metizoft Green Passport Solutions, Modular ENGINEERING CO. LTD. Installing Wet Units, Vacuum Pipe TEMPERATURE CONTROL VALVES De-Scale Solutions and Comprehensive range of 3-way Valves Turbocharger all kinds of bathroom suitable for Fresh Water, Lubricating Oil Confidence and Sea Water Systems and plumbing
Big enough to handle it CONTROL TEMP DIRECT • PNEUMATIC • ELECTRIC accessories you may Small enough to care • GAS PRESSURE OPERATED require for any vessel 2950 SW 2nd Avenue Your Ship Repair Yard in Lisbon Wide choice of materials. Estaleiro da Rocha Conde de Óbidos Robust construction, low maintenance, Ft. Lauderdale, FL 33315 For more information contact us 1399 – 036 Lisboa – PORTUGAL simple to use and cost Toll free: 877-887-2687 Phone: +44 141 880 6939 Tel. Yard (+ 351) 213 915 900 effective method of temperature control Telephone: 954-767-8631 Email: www.navalrocha.com Tel: +44 (0) 1727 855616 Fax: 954-767-8632 [email protected] [email protected] Fax: +44 (0) 1727 841145 E-mail: [email protected] Email: [email protected] Or visit: Website: www.waltonengineering.co.uk www.turbo-usa.com www.mrhmarine.com
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 APRIL 2020 | 41 100 YEARS 50 YEARS AGO 2020 1 amburg T N THE 2020 ermany THE MOTORSHIP’S FIRST 50 YEARS MOTORSHIP 19 INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS
The international magazine for senior marine engineers
EDITORIAL & CONTENT Editor: Nick Edstrom [email protected] OO O A A use code early News Reporter: Rebecca Jeffrey [email protected] oin us for he Motorship Propulsion & uture uels Conference 2020, incorporating centenary celebrations for Correspondents Please contact our correspondents at he Motorship Magazine. [email protected] Bill Thomson, David Tinsley, Tom Todd, Stevie Knight
Production Ian Swain, David Blake, Gary Betteridge [email protected] The April 1970 issue of The Motorship marked 8 Three Werkspoor engines, all rated at 3,000bhp, shown to scale, demonstrating the reduction in size SALES & MARKETING 50 years since the magazine's inception, and our and weight predecessors began by noting that “it is difficult in t +44 1329 825335 f +44 1329 550192 any review of progress to isolate technical progress As the April 1970 issue was devoted entirely to A for a limited time Full price from nostalgia.” looking back, there was no news of current vessels or Brand manager: Toni-Rhiannon Sibley “Fifty Years,” they continued, “is perhaps not a technical developments. But the nostalgia did not tsibley @mercatormedia.com long time in the history of shipping, but it does cover concern only The Motorship's main raison d'être, i.e. elegate place includes the period of greatest marine engineering a ship propulsion - though there was plenty of that to Marketing • Conference attendance on both days - shipbuilding developments.” consider, such as the Doxford engine which was still [email protected] That certainly rings true today. In many ways the popular in the 1970s but today is regarded choice of propulsion or fuels stream magazine's second decade has seen development affectionately, but as something of an oddity. EXECUTIVE and consolidation rather than complete innovation - One article pointed out that April 1970 was not just Chief Executive: Andrew Webster Full documentation in print and in these pages we frequently see the germination of The Motorship's 50th anniversary, but marked 70 years [email protected] electronic format modern technological ideas that were being seriously of marine radio. But it was not until 1916 that radio TMS magazine is published monthly considered half a century ago. It is not unreasonable became mandatory, a necessity rather than a luxury. • Lunch and refreshments on both days by Mercator Media Limited to assume that the next 50 years will, out of necessity, That move was prompted not only by the beginning Spinnaker House, Waterside Gardens, lace at the conference dinner prove somewhat more revolutionary than the last - of WW1 and the consequent dangers for commercial Fareham, Hampshire PO16 8SD, UK maybe even more than the 1920-1970 period. With shipping, but by the Titanic, Volturno and Empress of lace on the technical visit this in mind, it was fascinating to see how, in April England disasters in 1912-14. t +44 1329 825335 1970, one commentator viewed the development of Perhaps the most significant development in the f +44 1329 550192 marine fuels up to 2020. marine diesel engine over those 50 years was the way The industry was aware of fuel cells in 1970, but felt that output power increased while size decreased. [email protected] www.mercatormedia.com there was no evidence they could be scaled up to The output of the 'super large bore' engines of marine energy demands. So oil was likely to continue 50 years ago, at just under 4,000bhp per cylinder, is to dominate the scene into the 21st century, ahead of indeed modest in comparison with later Subscriptions gas turbines and, to a lesser extent, nuclear power. developments, but the power-to-weight and [email protected] The oil industry was seen as having the capability and power-to-size ratios were impressive when compared or subscribe online at flexibility to meet all future fuel demands, at a low to engines from the 1920s. An article from the Dutch www.motorship.com cost, and with a steady differential between residual Werkspoor company was illustrated by a picture Also, sign up to the weekly TMS E-Newsletter and distillate fuel grades, with no chance of shortages featuring three of the company's engines, each rated of either type, thanks to ever-increasing world oil at 3,000 bhp, showing how size and weight had 1 year’s magazine subscription reserves. The increase in use of distillate fuels was reduced over just 20 years. £GBP178.50 UK & EURO Post area £GBP178.50 Rest of the World correctly predicted, but this was mainly because the higher quality fuel would permit higher power © Mercator Media Limited 2020. ISSN 0027-2000 (print) ISSN outputs, and hence faster ships, while reducing 'out 2633-4488 (online). Established 1920. The Motorship is a trade of service' time and enabling unmanned machinery mark of Mercator Media Ltd. All rights reserved. No part of Propulsion stream Alternative fuels stream echnical visit this magazine can be reproduced without the written rooms - emissions to air were not considered. The consent of Mercator Media Ltd. Registered in England Company Number 2427909. Registered office: Spinnaker writers were aware that LNG had technical House, Waterside Gardens, Fareham, Hampshire PO16 8SD, Meet and networ with 200 CE s and technical directors from ship owning Sponsored by: attractions, but fundamental storage and handling UK. Printed in the UK by Holbrooks Printers Ltd, Portsmouth, PO3 5HX. Distributed by Mail Options Ltd, Unit 41, Waterside operating and management companies and senior e ecutives from problems meant it was unlikely to be adopted on any Trading Centre, Trumpers Way, London W7 2QD, UK. significant scale. Unspecified 'alternative energy classifi cation societies, policy makers, shipbuilding, fuel, equipment sources' did at least get a mention, but it was unlikely and technology suppliers. we would see any of these becoming viable until the PO O first quarter of the 21st century - until then, petroleum 8 A ship's radio room (or 'wireless cabin') from 1920, To book online visit: propulsionconference com products, albeit with ever-more refinement to equipped with direction finder, receiver, and Contact: enhance fuel quality and efficiency, would dominate. spark-gap transmitter Or email: conferences propulsionconference com Supported by:
42 | APRIL 2020 For the latest news and analysis go to www.motorship.com/news101 otorshipPFF Organised by: THEMOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS
PFF 2020 03.03.2020.indd 1 03/03/2020 10:58 100 YEARS 2020 1 amburg T N 19 2020 ermany
OO O A A use code early oin us for he Motorship Propulsion & uture uels Conference 2020, incorporating centenary celebrations for he Motorship Magazine.
A for a limited time Full price
elegate place includes • Conference attendance on both days - choice of propulsion or fuels stream Full documentation in print and electronic format • Lunch and refreshments on both days lace at the conference dinner lace on the technical visit
Propulsion stream Alternative fuels stream echnical visit
Meet and networ with 200 CE s and technical directors from ship owning Sponsored by: operating and management companies and senior e ecutives from classifi cation societies, policy makers, shipbuilding, fuel, equipment and technology suppliers. PO O To book online visit: propulsionconference com Contact: Or email: conferences propulsionconference com Supported by:
otorshipPFF Organised by: THEMOTORSHIP INSIGHT FOR MARINE TECHNOLOGY PROFESSIONALS
PFF 2020 03.03.2020.indd 1 03/03/2020 10:58 OMT Inside Front Cover March 2020_A4 02/03/2020 11:11 Page 1