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 December/January 2017/18
volume 39 issue 6 contents
5 COMMENT
7 ON THE AGENDA
8 BRIEFING
66 POWERTALK
68 BUNKER BULLETIN

Ship type: Cruise ships

11 Paving the way for LNG
12 Membrane LNG tanks to take off in passenger ships

24 Yard profile
15 STX France reveals long-term collaboration with RCI

Enginebuilder profile
19 Cummins innovates for compliance

Two-stroke engines
20 CMA ships to feature biggest-ever dual-fuel engines

Four-stroke engines
23 MAN forges ahead with dual-fuel future
24 Wärtsilä 20 gets power boost from new launch

41 Emissions control: Special report

26 Compliance options take shape as 2020 deadline approaches

Scrubbers
33 Compliance issues dominate Asian Emissions Conference
38 Scrubbers: the healthy option?

Boilers
41 New technology streamlines boiler operations
45 Bolier management hits the cloud; Parat Halvorsen wins new contracts

HVAC
63 46 Shipping seeks energy-saving HVAC solutions

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contents
December/January 2017/18
Stabilisers volume 39 issue 6

49 Cruise boom drives stabiliser market Editor: Paul Fanning

50 Naiad introduces electric-powered fin stabilisation systems; New container t: +44 20 8370 1737
e: paul.fanning@rivieramm.com
ships to feature Hoppe roll-damping
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53 Norwegian maker seeks a gamechanger
57 Boll & Kirch introduces new automatic filter; Erma First wins another fleet Sales Manager: Rob Gore
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contract; Bio-UV completes USCG tests for its Bio-Sea BWMS
e: rob.gore@rivieramm.com

Water treatment Sales: Paul Dowling

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59 Size and energy drive freshwater generation e: paul.dowling@rivieramm.com

Sales: Jo Lewis
Marine intelligence t: +44 20 8370 7793
63 Automation tool allows multi-engine optimisation e: jo.lewis@rivieramm.com

Head of Sales – Asia: Kym Tan

t: +65 9456 3165
Next issue: e: kym.tan@rivieramm.com
Market analysis: Container carriers
Production Manager: Richard Neighbour
Container handling technology – to include: Twistlocks & Lashings; t: +44 20 8370 7013
Cell guides; Loading software e: richard.neighbour@rivieramm.com
Driveline – to include: Gearboxes; Shafting, couplings & dampers; Seals & bearings
Chairman: John Labdon
Performance management – to include: Condition & performance Managing Director: Steve Labdon
management; Predictive Maintenance; Energy Management Finance Director: Cathy Labdon
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Also: Propulsion packages Head of Content: Edwin Lampert
Conference preview: Sulphur Cap 2020 Conference, Awards and Exhibition Executive Editor: Paul Gunton
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HAS LNG
REACHED THE
'TIPPING POINT'?
T
hese are momentous times for
LNG as a marine fuel, with a couple
of deals recently announced that
have seen the gas being adopted
for container vessels.
First came the announcement by French
shipowner CMA CGM has just confirmed that
its nine ultra-large container ships will be
LNG-fuelled from the outset.
The nine box ships will use marine gasoil
only for ignition in the combustion chamber.
Each will have an 18,000 m³ LNG tank and
Paul Fanning, Editor CMA CGM’s partner Total is in talks with
shipowners and shipbuilders, seeking to
charter an LNG bunker-supply ship or ships.
Subsquent to this came the additional
news that MAN had signed a letter of
intent with Wessels Reederei to supply
the materials to convert three 1,000 TEU
container vessels to operate using LNG
fuel. Of course, the deal follows MAN’s
pivotal role in engineering the world’s first
conversion of a container ship’s propulsion
system from heavy fuel oil (HFO) to LNG with
Wessels Reederei’s Wes Amelie.
So do these announcements represent,
as some have claimed, a game-changing
moment for LNG as it is adopted by the
container ships industry?
Certainly there can be no doubt
that these moves are emblematic of a
significant shift, but of course they still
don’t address one of the key obstacles
“THE MORE facing LNG’s widespread adoption:
SHIPS USE LNG, availability of bunkering infrastructure.
THE MORE YOU LNG is still not widely available in most
ports and the investment in making it so
WILL SEE THE is something for which most ports are
LOGISTICS FOR reluctant to bear the cost.
This question of infrastructure and supply
LNG IMPROVE” has long dogged LNG as a marine fuel. While
many see the benefits of the fuel, they have
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
COMMENT | 5
been reluctant to invest in the technology
without sufficient assurance that it will be
possible to fuel their vessels in future.
That said, the clear intention to build these
LNG-fuelled container vessels may in itself
have an effect on that situation. Speaking to
Marine Propulsion at the Europort exhibition
in Rotterdam in November, Marcel Lodder,
MAN’s project engineer, upgrades and
retrofits who oversaw the Wes Amelie project,
said “The more ships use LNG as a fuel for
propulsion, the more you will see that the
logistics for LNG improve.”
And there, perhaps, we have the real
significance of these announcements:
by making them, enginebuilders and
shipowners are effectively forcing the hands
of ports and bunkerers to invest in the
facilities to fuel them.
Further clues as to how the future may
pan out for LNG as a fuel can be found in
a recent report from BMI Research which
concluded that in the short term the use of
LNG as shipping fuel will “be limited to short-
distance routes dominated by smaller vessels
and cruise ships”.
However, the report also made clear
that the focus on providing more refuelling
facilities for ships on shorter or more
segmented routes will support the build-up
of global LNG bunkering facilities, which
will, in turn, increase the uptake of LNG by
larger ships.
This, then, would seem to be the way in
which LNG is likely to move from a small part
of the fuels picture into the mainstream. It
may not happen quickly, but can no longer be
in any doubt that it is happening
In that sense at least, then, these
announcements would certainly seem to
suggest that the direction of travel for shipping
is increasingly towards LNG as a marine fuel. MP
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Bunker suppliers must
prepare for the death of fossil
fuels in shipping, says ICS
Marine bunker suppliers should anticipate that there may no
longer be significant demand for fossil fuels from shipping within
as little as 25 years, if not sooner, and that the sector is now on an
inevitable trajectory towards a future of zero CO2 emissions
B
unker suppliers should anticipate
that there may no longer be
significant demand for fossil
fuels from shipping within a quarter of a
century. This was the message that the
International Chamber of Shipping (ICS)
delivered to the Platts’ Mediterranean
marine bunker fuel conference in
Athens in late November 2017.
ICS is representing the world’s national
shipowner associations at the UN IMO
negotiations on CO2 reduction.
“Addressing an audience of bunker fuel
suppliers about the imminent transition to
zero carbon fuels is perhaps like Henry Ford
addressing suppliers to horses and carts,”
said ICS director of policy, Simon Bennett.
“Henry Ford remarked that if, in say
1890, you had asked someone in the
street what they wanted, they would have
asked for a faster horse.
He added “Governments need to
recognise that many ships will remain
dependent on fossil fuels probably at least
until around 2050, just as some people in
developed nations were still using horses
in 1920. But the momentum created by the
Paris Agreement on climate change means
that the wholesale switch to alternative
fuels and propulsion systems will be
relentless and inevitable.”
“This will happen as soon as the
technology and bunkering infrastructure
permits, which ICS is confident it
eventually will, whether using fuel cells or
batteries powered by renewable energy,
technologies such as hydrogen or some
other solution we can’t yet anticipate.”
Commenting on the development by
IMO member states of a comprehensive
strategy for addressing CO2 emissions from
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
shipping, scheduled to be adopted in April
2018, Mr Bennett said there was already
broad consensus among governments that
the goal was zero CO2 emissions and that
IMO had already drawn up a list of possible
short, medium and longer term candidate
CO2 reduction measures for helping
shipping to achieve this.
ICS says that the most challenging
area in the ongoing IMO negotiations is
agreement on the levels of ambition for CO2
reduction, by the sector as a whole, before
zero CO2 fuels become widely available.
This is the process of managing the
transition to alternative fuels, which has to
be set against projections for increased
demand for maritime transport (over
which the industry has no control) due
to massive global population growth,
plus increasing prosperity and economic
development which international shipping
directly facilitates.
The shipping industry, including ICS,
has therefore proposed that IMO Member
States should agree that the initial goal
should be to hold the entire sector’s total
CO2 emissions below 2008 levels.
“This is actually very ambitious,”
said Mr Bennett, “as the CO2 emissions
from the rest of the world economy
are predicted by the UN to continue
increasing until the 2030s, even taking
account of the commitments governments
have made under the Paris agreement. But
the industry has also proposed that IMO
should agree upon a percentage by which
the sector’s total CO2 emissions should
reduce by the middle of the century, for
example in 2050.”
However, ICS asserts that if IMO is to
reach agreement on an ambitious mid-
ON THE AGENDA | 7
century goal before zero carbon fuels
are viable and globally available, the
percentage cut agreed upon must also be
technically and politically realistic.
ICS says that if IMO is to succeed,
its strategy must also take account of
the legitimate concerns of emerging
economies such as China, India and Brazil
about the potential impacts on global
trade and their economic development.
On the controversial question of the
possible development of a Market Based
Measure to help reduce CO2 emissions
from shipping, Mr Bennett said that an
MBM – most likely a fuel levy - was likely
to go forward as a possible candidate
measure as part of the initial UN IMO
strategy to be agreed in April.
However, regardless of the political
momentum behind a fuel levy, he said the
industry remained deeply sceptical about
the ability of MBMs to further incentivise
meaningful reductions in fuel consumption.
“Fuel is already by far shipping’s
greatest cost, and we already expect a
truly massive increase in bunker costs as
a result of the switch to low sulphur fuels
required by the IMO global sulphur cap
that comes into effect in January 2020,”
said Mr Bennett. MP
Simon Bennett, ICS: "We already expect a
truly massive increase in bunker costs"
8 | BRIEFING
Coping with a
low-sulphur future
With ultra low-sulphur fuel oils likely to make up a significant part of the future fuel mix,
SeaTec condition monitoring tribologist Anil Balan looks into the three most important
properties to note while using these fuels
What are the three important
fuel properties to note while
using ultra low sulphur fuel
oils (ULSFOs)?
The three parameters are
pour point, compatibility and
kinematic viscosity.
What is pour point?
Pour point is the lowest
temperature at which the fuel
continues to flow. The pour
point of the ULSFO samples
tested so far by SeaTec is in
the range of 3°C to 27°C, as
represented in the graph.
In most cases pour point is
above 18°C, which indicates
that special care should be
taken to maintain the fuels at
a temperature above where
the problems occur due to wax
crystal formation. This parameter
varies by supplier.
What are the limitations of the
pour-point test?
The major limitation is that
it only measures the lowest
temperature at which the fuel
continues to flow and does
not give an indication of the
temperature at which filtration
issues may occur due to wax
crystal formation. Ideally it
should be posible to store
the fuel above the cold filter
plugging point (CFPP) so that
we can avoid waxing of fuel
and hence fuel starvation. In
most cases the CFPP test is
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
not performed routinely by the
laboratories, and storing the
fuels 10°C above the pour point
is generally suggested.
What should be done in
low temperatures?
If there are any limitations
with regards to the heating
capabilities on board, consider
applying pour point/CFPP
additives for safe operations in
colder regions or purchase fuels
with better cold-flow properties
if possible. It is very important to
note that the additives are only
effective before crystallisation
has occurred in the fuel.
Based on the data
collected, most of the vessels
had stored the fuels above
35-40°C to avoid problems
related to cold flow, and
additives were not used.
What does a compatibility
test do?
Compatibility of fuels is one
of the important parameters
to take note of while using
ULSFOs. A compatibility test
checks the suitability of mixing
the fuels. Make sure that the
compatibility test is performed
onboard in the ratio with
which you are intending to
blend the fuel.
The testing should be in
accordance with ASTM D
4740. Ideally the rating should
be below ‘3’ where there is
30
25
20
Pour point in °C
15
10
5
0
No. of samples
Graph 1: Pour point Vs. No. of samples
no well-defined inner ring,
which would indicate that the
fuel is compatible.
What can be done to
ensure compatibility?
The tanks should be cleaned
before the bunkering of the
ULSFO in order to ensure that
no residue or small quantity
of the previous bunker
remain. If you are mixing the
fuels the previous bunkers
should be kept to a minimum
while using ULSFOs to avoid
compatibility issues.
There might also be an
increased sludge and carry-
over of contaminants from the
settling tank due to the cleaning
effect of these fuels. Keep a
close watch on purifiers, drain
tanks more often, and look for
any symptoms of excessive
sludge. In short, closely monitor
for any abnormal conditions.
What range of kinematic
viscosity has been found?
The kinematic viscosity of the
ULSFO fuel samples tested so
far by SeaTec is in the range of
6 cSt to 42 cSt at 50°C, and has
an average of 20 cSt at 50°C.
As in the case of pour point,
this can vary with the supplier.
Awareness of this test is
required to maintain the proper
viscosity at the engine inlet, as
well as deciding on their storage
and handling temperatures. It
should be noted that the fuel is
not overheated and the viscosity
does not drop below 2 cSt.
The laboratory report would
normally indicate the injection
temperatures required, based
on the tested viscosity. MP
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0% 8% 10%

PAVING THE
WAY FOR LNG
Carnival reveals the progress it has made in
building the infrastructure needed for LNG and
establishing it as a power source, paving the way
for other cruise operators. Rebecca Moore attended
Costa Smeralda’s steel cutting at Meyer Turku
C
arnival Corp has
revealed the
LNG strategy and
technology behind Costa
Cruises’ two LNG-fuelled
newbuilds as it cuts steel on
its first – Costa Smeralda – at
Meyer Turku shipyard.
“Clearly we see LNG as the
best solution for the future,”
said Carnival Corp senior vice
president maritime affairs Tom
Strang during the event. “It
The steel-cutting of Costa Smeralda at Meyer Turku, where Carnival,
the shipyard, Shell and RINA spoke about the considerations and
challenges of constructing an LNG-fuelled cruise ship
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
is the cleanest-burning fossil
fuel that is available today and
meets and exceeds regulatory
requirements. We expect
20-25% reduction in CO2 from
these ships.”
He told Marine Propulsion
“Personally, I see LNG as the
fuel for the future.” But it is
not just his view, since LNG
is a huge part of Carnival’s
strategy going forward: as
well as Costa Cruises’ two
newbuilds, it is being used on
five other ships on Carnival
Corp’s orderbook.
The plan is for Costa
Smeralda to run 100% on
LNG, despite having dual-fuel
engines – marine gas oil will
only be used for ignition for
the LNG and as a back-up
for safe return to port. Only a
tiny amount will be used for
ignition, around 0.1 g/kWh.
As the first cruise ships
to run purely on LNG in
the world, there were a
lot of considerations and
challenges, with a major
one being bunkering and
bunkering infrastructure.
While the LNG process
started with Carnival Corp’s AIDA
Cruises’ AIDAprima, it only uses
LNG in port, so Mr Strang was
keen to differentiate between
those vessels and the bigger
leap that the Costa Cruises’
vessels have taken with LNG.
“We started with AIDAprima.
But these [Costa Cruises’
newbuilds] are next-generation
for us and represent a
significant investment in
developing a new supply
chain and having a regulatory
framework that supports us.”
CRUISE SHIPS | 11
The regulatory framework
was crucial. Italian class
society RINA is classing
Carnival’s two LNG-fuelled
vessels and RINA Services
chief operating officer
for Europe, Middle East
and Africa Massimo Volta
underlined this point. He
told Marine Propulsion “In
my view the first challenge
was that, when the idea
came to Carnival, we had no
consolidated standards to be
applied to a large quantity of
LNG so we needed to have a
regulatory framework within
which to work.”
RINA was involved in
setting up the International
Code of Safety for Ships using
Gases or other Low flashpoint
Fuels (IGF Code), which is
being used as a framework for
AIDAnova and its sister ship
Costa Smeralda.
Building strong
partnerships
Aside from the regulatory
framework, Mr Strang
emphasised that building
strong partnerships was
key to building a cruise ship
fuelled by LNG. “One of the
key messages is that this is
a lot about partnerships – it
has been very important to
develop partnerships with our
key component manufacturers
and suppliers,” he said. That
partnership includes RINA and
Meyer Turku.
“We needed a shipyard
with a proven track record
[in LNG] which it has; we can
leverage that experience,”
Mr Strang said. As well as
12 | CRUISE SHIPS
building LNG carriers, the
shipyard has built Viking
Line’s Viking Grace and
Tallink’s Megastar.
He also highlighted
how forming a partnership
was crucial for developing
the LNG bunkering supply
chain. “LNG is not as widely
available as we would like it
to be but we are working on
that and we have a partner
that supports us in this: we
have chosen Shell and have
worked with them to build the
infrastructure worldwide.”
Carnival Corp has signed
a framework agreement with
Shell Western LNG (Shell) to
supply fuel to power the LNG-
fuelled ships for AIDA Cruises
and Costa Cruises.
Bunkering
infrastructure boost
Mr Volta highlighted the
importance of the work here
when it comes to other cruise
operators using LNG. “By going
ahead with this project, we are
trying to contribute to solving
the problem of availability of
LNG in ports,” he said.
RINA, Carnival and Shell
attended meetings with the Port
of Rotterdam to look at how to
make bunkering infrastructure
available for Carnival’s LNG
newbuilds. “Ports are aware [of
Carnival’s requirements and are]
trying to make the infrastructure
available. Things are happening
and this infrastructure will be
available to others, meaning
that Carnival is paving the way
for others to do the same,” said
Mr Volta.
Carnival’s LNG orderbook
• AIDA Cruises (AIDAnova); delivery Q3 2018
• Costa Cruises (Costa Smeralda); delivery October 2019
• Carnival Cruise Line; delivery 2020
• P&O Cruises UK; delivery 2020
• AIDA Cruises; delivery 2021
• Costa Cruises; delivery 2021
• Carnival Cruise Line; delivery 2022
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
“At least the ice is broken
for this fuel option to be viable
for other cruise ship operators,
which is a nice side effect of
the project that goes beyond
the ship itself,” he added.
These efforts in boosting
LNG bunkering infrastructure
will also have a knock-on
effect on infrastructure
providers. “As soon as they
see a bigger market for LNG
they will see the advantage of
providing more infrastructure,”
Mr Volta said.
Carnival has chosen to
bunker its new ships via ship-to-
ship, due to the large volumes
of LNG needed. The amount of
fuel needed for the ship’s 3,600
m3 of bunker tanks means that
it would not have time to wait in
port to be bunkered by trucks.
This will be enough fuel for the
ship to operate for 14 days.
Meyer Turku has built the
LNG tanks in-house, tailor-
making them for the Costa
newbuilds. The fuel will be
stored in these type C tanks
at a working pressure of 0.7
bars. The tanks are located
in their own hold spaces and
the engineroom spaces will
have double-wall pipes used
for gas lines and gas control
valves located in their own
safe spaces.
The size of the tanks
was a challenge. Mr Strang
said “[The LNG tanks] are
roughly double the size of
the equivalent [oil] fuel tanks
but by careful design and
work with the shipyard we
minimised their impact on the
overall design.”
Tom Strang
(Carnival Corp)
Carnival Corp senior vice president of maritime affairs
Tom Strang is taking the lead on Carnival’s LNG strategy.
Previously he was senior vice president of marine
operations at Costa Cruises for three years. Prior to this, he
was responsible for developing policy in health, environment
and safety areas of maritime operations for Carnival Corp.
Before that he worked for Carnival Corporate Shipbuilding
as principal safety manager and with Lloyd’s Register as a
surveyor specialising in passenger ship safety.
Membrane LNG tanks to take
off in passenger ships
LNG tank system designer GTT (Gaztransport & Technigaz) is
targeting large ferries, cruise ships and the expedition cruise sector and is
currently in talks with major shipowners and shipyards about the use of
its systems as LNG fuel tanks.
While it has no confirmed orders in this market yet, it is confident
of the interest of cruise shipowners in GTT solutions. Indeed, LNG-
as-fuel director Julien Bec told Marine Propulsion that he expected the
cruise segment to represent 20% of GTT’s LNG fuel portfolio in the
coming years.
Explaining why he felt that the technology was suited to large ferries
and cruise/expedition cruise, he said that the “big advantage” was that
GTT’s tanks save a lot of space and can fit into specific geometries
within the hull, allowing 50-55% of spare volume, which in turn allows
the shipowner to place more cabins or cargo. Alternatively, there is more
space for extra capacity of LNG fuel for more autonomy, leading to a
potential for an increase in profit and cost optimisation.
GTT’s membrane type tank can be built following the shape of the
hull, which is why unnecessary void space can be eliminated, as opposed
to a cylindrical tank which leaves unused space around it. GTT’s
Mark III membrane system is a cryogenic containment system directly
supported by the ship’s structure. This system is composed of a primary
metallic membrane positioned on top of two layers of prefabricated
insulation panel separated by another secondary membrane.
The retrofit market is also of great interest to GTT. Mr Bec said it
especially suited GTT’s product. “We can use the space formerly used by
a HFO tank, and install our technology instead. Thanks to the modularity
of the system, we can install the membrane while the ship is in operation,
therefore spending a minimum time in drydock,” explained Mr Bec.
Summing up the impact that GTT feels that LNG will have on the
passenger ship market, he said “Five years ago LNG was an option, now
HFO is an option.” MP
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THRUST TORQUE FUEL HULL RESISTANCE SPEED

STX France
reveals long-term
collaboration
with RCI
S
STX France’s Ecorizon TX France and Royal Caribbean
International (RCI) have launched
research programme and a
a unique partnership that allows
monitoring partnership with the shipyard to monitor the ship in
Royal Caribbean has led service to ensure its energy efficient solutions
to substantial fuel savings are in optimal use on Harmony of the Seas.
This is also to be rolled out across Celebrity
on Harmony of the Seas. Cruises’ Edge-class that are being built by
Rebecca Moore reports the shipyard, as well as other ships in Royal
Caribbean Cruises’ fleet.
This ground-breaking collaboration
Harmony of the Seas is more energy-efficient than its sister ship Allure of the Seas due to ship design improvements by STX France
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
YARD PROFILE | 15
on Harmony of the Seas has led to 5% fuel
savings on the cruise ship, which was
delivered last year. These benefits come
on top of another 20% fuel reduction
compared to its sister ship Allure of the Seas,
due to ship design improvements by STX
France. It also saw STX France and Royal
Caribbean scoop a fuel efficiency award
for their collaborative efforts on the ship
during the Seatrade Awards that took place
in London in June this year.
The monitoring has its foundations
in STX France’s Ecorizon, a research and
development programme launched in 2007
to create energy-efficient ships.
STX France Ecorizon R&D project
manager and energy efficiency manager
for Harmony of the Seas and the Celebrity
Edge-class ships, Arnaud Jacques, told
Marine Propulsion “We took this approach
to help Royal Caribbean reach the best
energy efficiency level possible. Normally
the work of a shipyard stops after delivery
but we believe that it is very crucial to share
all this knowledge and expertise we have
built up.”
He said that this is what prompted
STX France to go further than its usual
scope to deliver not just a ship that was
“designed well but one designed to operate
well”. Mr Jacques commented “Ship
16 | YARD PROFILE
operators don’t want calculations on paper
that say the ship is good – they want to
see a lower fuel bill.”
Furthermore, a ship will decrease in
energy efficiency compared to delivery if
the right tools are not used to maintain
the optimal performance levels, Mr
Jacques commented. The monitoring
services will avoid this happening, he said.
Its monitoring service allows STX
France to follow the ship year after year,
to see what works, what does not work
as expected and to look at what can be
made more energy-efficient. STX France
gives Royal Caribbean weekly updates and
analysis based on its monitoring services.
A very important part of the service is
to train the crew how to check equipment
and maintain their level of knowledge
about how the ship works and ensure
best practice. Training takes place twice a
year and is especially important as crews
change frequently.
Mr Jacques said “We plan to continue
co-operation with Royal Caribbean next
year following other ships; they want to
have a great benchmark for their fleet and
make sure the ships run at an optimal
energy performance.” At the time of writing
in early October, he could not say which
ships these would be.
Celebrity Cruises’ Celebrity Edge will
also undergo the same monitoring services
when it is delivered at the end of 2018.
An important part of the monitoring
work involves a digital twin that STX
France has built of Harmony of the Seas,
based on its design parameters, theoretical
performance, reference ship consumptions
and the yard’s knowledge of its behaviour.
This shows the cruise ship at its most
optimal energy-efficient performance
and allows STX France to compare, on
a weekly or a per-cruise basis, its current
performance to its most optimal, allowing
it to identify any deviations.
An example is that, when maintenance
was carried out on its exhaust gas boiler,
earlier this year, the boiler’s valves were
closed, as is common practice. However,
the crew forgot to open the valves again.
This affected fuel consumption, since
heat recovery systems did not work as
well as they should. STX France realised
that something was wrong when it
compared the ship’s performance to its
digital twin and alerted its crew, allowing
them to discover the closed valves and
open them.
The importance of the digital twin for
STX France was summed up by Mr Jacques:
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
“Ship simulation is a real breakthrough that Allure of the Seas. Now it is 25% better:
all shipowners should benefit from.” 20% of this figure is due to its more energy
The figures back up the advantages of efficient equipment and configuration used
combining the digital twin, monitoring and 5% is due to the monitoring and digital
system and energy-efficient technology. Mr twin simulation programmes.
Jacques said that when Harmony of the Seas And a measure of its success is that it
was delivered, it was only 10% more fuel beats the industry reference EEDI by 50%,
efficient than its sister Oasis-class vessel Mr Jacques said. MP
Arnaud Jacques
(STX France)
Arnaud Jacques has been energy
efficiency manager at STX France from
2014. Previously, he was a research
and development project manager at
the shipyard from 2013-2014, having
completed a seven-month internship
at the yard. He completed a bachelor
of engineering in energy systems at
Mines de Nantes University before
carrying out an Erasmus exchange at
Lund University in Sweden. He received
a master of engineering in energy
systems in 2013.
HARMONY OF THE SEAS: ENERGY
EFFICIENCY EQUIPMENT COUNTDOWN
In total, 89 energy efficiency initiatives were used on Harmony of the Seas, which
can be classified into three major fields:
• Hydrodynamics and propulsion.
• Thermal energy recovery.
• Reduction of overall onboard energy consumption.
STX France Ecorizon R&D project manager Arnaud Jacques said that all
consumers were carefully investigated to achieve savings – even small ones – in
all those fields. This improvement programme benefited from ADEME (French
Environment and Energy Management Agency) and PIA fundings.
Mr Jacques said that hydrodynamics and propulsion refinements account for half
of Harmony of the Seas’ improved energy performance. “We redesigned the hull
[compared to Allure of the Seas] and bulb. We used CFD calculations to check the
most optimal shape.”
The aft of the ship was fitted with a ducktail, offering a lower resistance through
water and requiring less energy for the same speed.
The ship was also fitted with an air lubrication bubbling system under the hull
that creates a curtain to reduce friction and create fuel savings.
Mr Jacques added that Harmony of the Seas has a new engine combination
that allows better load distribution across the engines, saving further fuel.
With regards to thermal heat recovery, almost all the ship’s heating needs are
covered by STX France’s patented heat recovery system, which generates heat
from the diesel engine’s cooling system. This not only drastically reduces the need
for oil fired boilers but also produces excess heat which is used to drive a steam-
powered turbine and provide significant additional electrical power.
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Cummins innovates
for compliance
The need to meet
environmental
and performance
targets is driving
the most recent
output from this
US enginebuilder
The QSK38 is being paired
with the Selective Catalytic
Reduction (SCR) system
designed and manufactured by
Cummins Emission Solutions
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
A
s with most enginebuilders,
Cummins Inc’s output is increasingly
dominated by environmental
concerns. Indeed, the group’s
latest direction for its marine engines can
be gauged from its recent launch of a more
environmentally friendly engine for tugs,
offshore vessels and workboats that meets Tier
4 requirements under the US Environmental
Protection Agency (EPA).
The Tier 4 solution is to offer its marine
QSK38 engine with cleaner emissions and
improved warranty. The QSK38 is being
paired with the Selective Catalytic Reduction
(SCR) system designed and manufactured
by Cummins Emission Solutions. Engines will
be available in 2019 for marine customers
operating in the US offshore oil and gas,
commercial transport, passenger transport and
commercial fishing industries.
Cummins engines have used SCR
technology since 2006 and there are now
more than one million units in the field.
“Cummins mission is about making lives better
by powering a more prosperous world and
that means improving the environment and
delivering the best products that our customers
can rely on,” said Jim Schacht, executive
director – Cummins Global Marine Business.
“We know marine customers want the best
value, quality and environmentally-friendly
power solutions and that is what Cummins is
firmly focused on bringing to them. We are
thrilled to bring a proven technology to the
marine market that embodies our mission
and values. We have more than ten years of
experience integrating SCR technology in both
on-highway and off-highway equipment, which
enable this clean and efficient technology to be
brought to our customers seamlessly.”
Cummins new Tier 4 marine QSK38 engine
comes with detailed installation directions and
flexible SCR arrangements, which removes
complexity while saving time and reducing
costs on every project. Sensors located in the
SCR can monitor the system performance,
enabling precise injections of urea to neutralise
the emissions. By monitoring the data and
appropriately injecting urea, Cummins’ system
ENGINEBUILDER PROFILE | 19
ensures there is no waste, contributing another
cost savings for the customer.
Warranty terms for Cummins marine engines
have recently seen an increase in coverage
periods. These periods vary depending on the
engine family and rating. The base warranty for
marine engines 19 to 60 litres in a heavy-duty or
medium continuous-duty rating has been extended
1,000 hours beyond the previous term, while
intermittent-duty coverage for the same engine
range has extended 1,500 additional hours.
“The QSK38 is a proven leader in the inland
waterways, now with lower emissions and
extended warranty coverage matched with the
same world-class service and support. We are
excited to continue the engines’ legacy,” Mr
Schacht continued.
Prior to this announcement, much of
Cummins’ efforts had been focused on its
QSK95 engine – the company’s largest
engine to date. This has seen a number of
successful applications since its launch in
2016 as a marine engine. Early in 2017 a
Astilleros Armon in Spain delivered two state-
of-the-art SEACOR waterjet catamaran crew
boats. Each boat had 11,936 kW derived from
four of the Cummins Engine company’s new
QSK95 marine diesel. Following several years
in development, the engine has proven itself
in this high-speed application.
More generally, Cummins as a group
has invested in a range of research and
development projects to build capability to
develop products utilising a wide range of fuels.
The company is developing high efficiency
gasoline technology that can deliver diesel-
like performance and durability, meeting the
most stringent emission requirements while
maintaining competitive fuel economy.
Longer term, the group continues to
investigate the viability of alternatives like
biofuels, synthetic fuels and hydrogen.
According to the chairman and chief executive
officer Tom Linebarger “We are prepared to
provide a range of power technologies to
our customers from diesel and natural gas to
fully electric and hybrid powertrains to ensure
they always have the best solution for their
application.” MP
20 | TWO-STROKE ENGINES

CMA ships to feature

biggest-ever dual-fuel engines
CMA CGM’s headline-grabbing new vessels will
feature the latest engines from WinGD
WinGD X-DF engine with
low-pressure gas admission

T
he news that French shipping line CMA CGM had
contracted nine mega-containerships, each with a
record capacity of 22,000 TEU, to run on liquefied
natural gas (LNG) drew such attention that it would have
been easy to overlook which engines would be powering them.
The answer is that they will feature WinGD’s low-speed
X-DF dual-fuel engines with low-pressure gas admission. To be
specific, CMA CGM has chosen WinGD’s largest, 92 cm bore,
dual-fuel low-speed engine to power the largest containerships
ever ordered.
The vessels ordered by CMA CGM will be built at the yards
of Hudong-Zhonghua Shipbuilding and Shanghai Waigaoqiao
Shipbuilding. They are due to enter service in 2020 on routes
between Asia and Europe and are designed to have the potential
to sail complete Asia-to-Europe voyages on LNG. The 12X92DF
engines will be rated 63,840 kW at 80 rpm, making them the most
powerful gas and dual-fuel engines ever built.
“Given the low NOx emissions of dual-fuel engines using
lean-burn combustion and the extremely low sulphur content
of natural gas, by choosing our X-DF engines and LNG, CMA
CGM is automatically complying with all existing and future
emissions regulations,” said WinGD general manager of sales
Volkmar Galke.
CMA CGM vice president of owned feet Ludovic Gérard
commented: “We selected WinGD’s engines for the main
propulsion on the grounds of their experience in dual-
fuel engines and our positive feedback on the two-stroke
Generation X engines.”
The regulations already met by the WinGD X-DF dual-fuel designed-in measures that target increased ease-of-maintenance.
engines include the limits on NOx in emission control areas It is these aspects that have helped WinGD substantially increase
(ECAs) imposed by IMO Tier III and the 0.5% limit on sulphur in its market share since the introduction of its new diesel and
fuel that will be introduced in 2020, as well as possible limits on dual-fuel engines. WinGD has received more than 75 orders for
particulates. “The built-in efficiency of our lean-burn dual-fuel X-DF engines since their introduction to the market at the end of
engines is complemented by the favourable ratio of carbon-to- 2013. Besides being popular for application in LNG carriers for
hydrogen in methane (the main constituent of natural gas), which main propulsion, the number of orders received for cargo ships
means that our X-DF engines are already low emitters of CO2 operating on LNG has increased substantially in 2017, with over 25
compared with liquid-fuelled engines,” Mr Galke continued. engine orders received in 2017.
Looking at the overall total cost of ownership (TCO) of the To address demand for low-speed dual-fuel engines, WinGD
new vessels, as well as operating expenditure (OPEX), capital has further developed the lean-burn Otto combustion process
expenditure (CAPEX) is also reduced because the emission levels low-pressure gas admission and micro-pilot ignition, which is the
of WinGD X-DF engines are achieved without the need to install global standard technology on medium-speed dual-fuel engines.
exhaust gas after-treatment systems and by the application of WinGD’s low-pressure dual-fuel technology is offered on all
the low-pressure gas admission feature of the X-DF engines, Generation X engines. It enables the company to claim very stable
which uses less expensive, more energy-efficient gaseous fuel combustion, high fuel efficiency and low noxious and greenhouse
compression equipment compared with low-speed dual-fuel gas emissions typical of lean-burn gas combustion. X-DF engines
engines requiring high-pressure gas injection. comply with IMO Tier III limits on NOx in gas mode and IMO Tier II
In addition, WinGD’s Generation X engines feature a series of in liquid fuel mode, both without EGR or SCR. MP

Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com

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MAN FORGES AHEAD
ON DUAL-FUEL FUTURE
A range of projects involving dual-fuel
four-stroke engines is pointing the way
towards MAN’s direction of travel
Wessels Reederei and MAN Diesel & Turbo
signed a Letter of Intent for more conversions
M
AN Diesel & Turbo has been
highly active in its pursuit of a
dual-fuel future, with a range of
projects and landmarks having recently been
announced regarding its four-stroke range.
One of the most significant of these
announcements involved the signing of a
letter of intent with Wessels Reederei to
supply the materials to convert three 1,000
TEU container vessels to operate using
LNG fuel.
The deal follows MAN’s role in
engineering the world’s first conversion of
a container ship’s propulsion system from
heavy fuel oil (HFO) to LNG with Wessels
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
Reederei’s Wes Amelie.
Speaking exclusively to Marine Propulsion
at the Europort exhibition in Rotterdam in
November 2017, Marcel Lodder, MAN’s
project engineer for upgrades and retrofits
who oversaw the Wes Amelie project, said of
it “In June we converted the engine and the
ship has been running fine since September
on LNG and bunkering in Rotterdam… it’s
pointing in the right direction, so therefore
yesterday we signed a letter of intent for
three further vessels.”
MAN intends to supply the material for
the conversion kit of the main engines from
the current 8L48/60B to 51/60DF and Mr
FOUR-STROKE ENGINES | 23
Lodder believes the final steps to confirm
the project will take place early in 2018.
Wes Amelie has 23 sister vessels that
are almost identical, meaning that the
conversions should be relatively simple.
Some of the funding for this project
is from the German government, which
helped to make it economically feasible.
In addition, MAN recently made a pledge
offering €2M (US$2.3M) towards the
conversion of 10 HFO engines into gas
engines, meaning a €200,000 subsidy per
project chosen. According to Mr Lodder,
this latest Wessels project is “very likely” to
qualify for this subsidy.
“The subsidy is made for sustainable access
into the LNG market. That’s the idea behind
it,” said Mr Lodder. “The more ships use LNG
as a fuel for propulsion, the more you will see
that the logistics for LNG improve.”
To follow this, it was announced that
TOTE Maritime Alaska has contracted
MAN PrimeServ – MAN Diesel & Turbo’s
after-sales division – to convert North Star
and Midnight Sun to dual-fuel operation on
LNG. The roro vessels will be retrofitted to
MAN 58/64 retrofit units. The contract –
signed in April 2017 and announced during
the High Horsepower Summit in November
2017 – covers the design, development and
testing of a first-of-its-kind dual-fuel kit,
which will serve as foundation for the largest
LNG conversion in North America.
A key influence in TOTE’s decision to
retrofit the vessels to LNG is to significantly
reduce the most harmful emissions that
result from burning diesel. “TOTE
Maritime Alaska is excited to convert its
fleet to LNG power which will result in
a significant reduction in air emissions
including particulate matter, sulphur
oxide and nitrogen oxide. This significant
investment of time and money is a reflection
of our commitment to the environment, our
customers and the state of Alaska” noted
TOTE Maritime Alaska president Michael
Noone. at the announcement
MAN PrimeServ Augsburg head of
24 | FOUR-STROKE ENGINES

Wärtsilä 20 gets power boost

upgrades and retrofits, Thomas Spindler
explained “To meet TOTE’s requirements,
we have developed a solution based

from new launch

on our well-proven 51/60DF retrofit.
Accordingly, the engineering approach to
the 58/64 retrofit is very familiar to us, and
this project represents a straightforward
conversion procedure.”
Dr Spindler added “The investment will
be of huge benefit to the customer on several
fronts: not only will the retrofitted engines
meet all new emission standards; the new
components they receive during conversion
will significantly extend their working life.”
Another dual-fuel landmark for the
company was reached when the dual-fuel
MAN L23/30DF engine successfully passed
its type approval test (TAT). This took
place on 2 November at CSSC Marine
Power (CMP) in Zhenjiang in front of the
industry’s main classification societies. The
five-cylinder test engine in China had an
output of 125 kW per cylinder at a nominal
speed of 720/750 rpm.
Finn Fjeldhøj, head of small bore, four-
stroke engineering – MAN Diesel & Turbo,
expressed the company’s high expectations
for the engine and said “The L23/30DF
covers a power range of 625 kW-1,250
kW, which makes it particularly attractive
for such ocean-going vessels as bulkers of The more powerful Wärtsilä 20 engine features an increased cylinder output of 220 kW
most sizes, general cargo ships, chemical
tankers, and smaller LNG carriers, as well as
ships operating in ports and near the coast.
Encouragingly, shipowners around the world Wärtsilä is launching an upgraded, more powerful version of its well established
have already shown significant interest in the Wärtsilä 20 diesel engine. This new development features an increased cylinder output
engine and we are very optimistic about its of 220 kW that will increase the engine’s power density, thereby enabling vessels to
future prospects.” accommodate greater payloads or achieve faster speeds with almost the same fuel
The MAN L23/30DF engine was also consumption as the current version. The increased maximum output will also improve
granted a certificate for compliance with the bollard pull capacity for tugs and support vessels.
IMO Tier III regulations in gas mode Increasing the output per cylinder from 185 kW to 220 kW means that fewer cylinders
without any after-treatment equipment. In will be needed, particularly when installed in 60 Hz generating sets. This means that a
addition, the engine can provide up to 110% lighter and more compact generating set is possible within the 1.3 to 2 MW merchant
power output in both gas and fuel modes. auxiliary segment.
ESL Shipping, the leading carrier of dry- "The new Wärtsilä 20 engine has the best power-to-weight ratio on the market in its
bulk cargoes in the Baltic region, has already segment. This provides an exciting value proposition for owners of ships where a light
ordered the first six L23/30DF Gensets for yet powerful engine is an advantage," said Stefan Wiik, vice president, engines, Wärtsilä
two 25,000 dwt cargo carrier newbuildings, Marine Solutions.
currently under construction at CSC Jinling Since the new engine is a refinement of the existing Wärtsilä 20 engine, there
shipyard in China. is a high level of compatibility with the spare parts needed, while the maintenance
The new unit is based on the procedures are also mostly unchanged.
conventional fuel-oil MAN L23/30H More than 6,000 Wärtsilä 20 engines have been delivered since its introduction
engine that has a long history of to the market in the early 1990s. The engine can switch from MDO to HFO and vice
operational stability and has significantly versa without power interruption at any engine operation load and is fully compliant
increased its number of sales in recent with the IMO Tier II exhaust emissions regulations set out in Annex VI of the Marpol
years. The first 23/30H came on 73/78 convention.
the market in 1965 but the original IMO Tier III compliance is available, as an option, together with the Wärtsilä NOR
engine bears little resemblance to the SCR system. The engine is a popular choice for a wide range of applications including
modern version where all fundamental merchant ships, special vessels, and offshore applications. The upgraded Wärtsilä 20 is
characteristics have greatly evolved after also included in the newly-introduced Wärtsilä HYTug series featuring integrated energy
five decades of continuous development. storage and power management systems. MP

Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com

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Exhaust Gas Reciculation Coolers are an essential element of EGR

systems for the next engine generation which fulfills emission guide-
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26 | EMISSIONS CONTROL

COMPLIANCE OPTIONS
TAKE SHAPE AS 2020
DEADLINE APPROACHES
In October 2016, the IMO announced the implementation of its fuel when it was available.
We have also two new ships
0.5% sulphur cap on marine fuels in January 2020. To measure the that have been equipped with
response of the market and assess preferred compliance options, scrubbers,” said the senior chief
London based consultancy, The Strategy Works – on behalf of engineer at a Scandinavian
shipping company.
Marine Propulsion – has conducted interviews with senior technical
managers within shipping companies, OEMs, marine lubricant
suppliers and manufacturers of scrubbers – to map the response of Timeframe acceptable
74% of the sample felt the
the market and evaluate their coping strategies timeframe for implementation
was fair and few were surprised
by the three-year lead-in period.
“We were expecting it. In
Denmark, we have a shipowners'

S
hipping companies with
prior exposure to ECA
& SECA zones (where
the sulphur cap is 0.1%) are
ahead of the curve and a good
starting point. A third of the
shipping company interview
sample spend 70%+ of their
time in ECA & SECA zones,
but (in contrast) for half the
sample it’s less than 30%;
balancing the mix.
Ian Thurloway – brand and
marketing manager at Chevron
Marine Lubricants feels that
Iain White, Exxon Mobil
Marine: “No surprise” on
2020 deadline
experience of compliance in
coastal areas has helped prepared
lubricant manufacturers for
2020: “We’ve been, and continue
to be, proactive on developing
our products and solutions to
meet the demands of today’s
marine industry, including
ECA zones and have a range
of lubricants to cover virtually
all marine fuel options. We
have vessels that run on a single
cylinder lubricant and those
that run with multiple products
in separate tanks - to facilitate
Sara Lawrence, Shell
Marine Products: "It’s a
charterer’s market”
transiting ECA areas.”
Very few shipping
companies sailing in ECA
& SECA waters reported
any technical issues; their
main concern was about the
availability of ultra-low sulphur
fuel oil ULSFO going forward
and uncertainty over price
differentials. “The main issue
is going to be the availability
of low sulphur fuel options.
We have already decided to
switch to ULSFO, but there
are many parts of the world
where no such fuel is available
now” said a senior technical
superintendent at a leading
Nordic shipping company.
Morten Hvass, head of
technical operations for Clipper
Group commented “Going for
the options of ULSFO and/
or distillate fuel is a question of
price and availability in a few
years’ time. Nobody can predict
the price difference between the
distillate fuel and ULSFO.”
For some early adopters it
has been a three-stage journey
on a path towards scrubbers.
“We switched to gas oil initially
and then to ultra-low sulphur
association that voted for 2020
instead of 2025” stated Kaj
Pilemand, chief technical officer
at Ultraship.
Anders Wikström, fleet
manager at Wallenius Marine
AB agreed, saying “It didn’t
surprise us at all, we knew it was
coming. We are well prepared so
we will have adequate time.”
This is endorsed by all the
lubricant companies interviewed,
as Iain White – global
marketing manager of Exxon
Mobil Marine confirmed. “The
legislation was written as if it
would be implemented in 2020,
unless there was deemed to be a
reason why it couldn’t be. So, no
surprise at all to us.”
The survey discovered the
preferred compliance options
of shipping companies, as well
as the perceptions held by oil
majors & OEMs.
As shown by the figure on
page 28, ULSFO is clearly
the most popular fuel choice
under consideration by shipping
companies, followed by distillate
fuels and then scrubbers.
Lubricant suppliers and OEMs
agree with the top fuel rankings

Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com

 EMISSIONS CONTROL | 27

FACTORS THAT DETERMINE THE PURCHASE OF

LUBRICANTS FOR FOUR-STROKE ENGINES
Shipping companies vs Lubricant Companies & OEMs

Scores are ranked on a scale of 6:1 where 6 = highest ranking factor and 1 = lowest ranking factor

Difference Lubricant Companies Difference

Shipping companies from Average from Average
& OEMs

Cost of marine lubricant 4.71 1.50 Cost of marine lubricant 5.38 1.88

Technical features 3.36 0.15 Contractual / OEM 4.88 1.38

& benefits warranty obligationss

Contractual / OEM 3.32 0.11 Service levels from supplier 3.88 0.38
warranty obligationss

Technical features 3.75 0.25

Service levels from supplier 3.07 -1.14 & benefits

Fuel Economy 3.00 -0.21 Brand reputation 2.00 -1.50

Brand reputation 1.82 -1.39 Fuel Economy 1.13 -2.37

Average 3.21 Average 3.50

Figures courtesy of The Strategy Works

www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18

28 | EMISSIONS CONTROL

but believe scrubbers to be the

preferred choice overall. The
implementation timetable for
TOP COMPLIANCE 2020 OPTIONS
scrubbers is more complex and is
addressed below.
NOW CLEARLY EVIDENT
Biofuels is the minority Preferred 0.5% Sulphur Fuel Compliance Options –
option; but there is disconnect
on LNG, which received a
Shipping companies vs Lubricant Companies &
low ranking from shipping OEM’s (Multiple Choice)
companies but is perceived as
a higher-ranking option by
lubricant suppliers and OEMs.

Shipping companies Lubricant Companies & OEMs

Split opinions
on scrubbers
The survey also found that
56% of the shipping companies
sampled views scrubbers
unfavourably; contrasting
with 35% who state they are
under consideration. The heavy
up-front capital requirement -
in an environment where the
impact of the 2008 recession
continues to depress rates -
coupled with uncertainty over
investment in chartered or
owner managed fleets – both
strongly influence thinking.
Raj Dewan, director –
procurement and technical
services of Seaspan Ship
Management explained “We
are still learning. Capital
investment is huge, that is the
problem. We would like to use
ULSFO instead of the expensive
solution of scrubbers. If there
will be availability worldwide we
would prefer that, but charter
customers are the ones making
these decisions as the fuel supply
is down to them. If it will be
too expensive for them to run
on ULSFO, this may force us to
consider an alternative.”
Iain White of Exxon Mobil
agrees. “The reason that they’re
so slow to take off now is
because of the way the shipping
industry operates; it is the
charterer’s responsibility to buy
the fuel, rather than the owner/
operator. A key exception is the
cruise business because they
buy their own fuel. Installing a
scrubber is a capital programme
for the owner who has no
payback until 1 January 2020.
Also, as there’s no compliance
81%
56%
41%
33%
33%
30%
19%
15%
Figures courtesy of The Strategy Works
fuel available today as a
reference point, nobody knows
what the actual price differential
is going to be, so it’s hard for
people to really pin down the
economic case.”
Sara Lawrence, global
technical manager, Shell Marine
Products views it in similar
terms: “The reality now is that
it’s a charterer's market. They
can push for very low prices
because there’s a lot of capacity.
Many shipping companies
simply don’t have the finance
to install scrubbers and they
can’t charge any more to the
charterers for doing it. Typically
the charterers pay for the fuel,
the owners pay for the lubricant.”
But one shipping company
that has enthusiastically
ULSFO
Distillate fuels
Scrubbers
Hybrid fuel
Others
Dual fuel
LNG
Biofuels
embraced scrubbers is Spliethoff
which has converted 20 ships
– six of which operate 100%
of their time in SECA zones.
It plans to retrofit a further 55
vessels between 2018 and 2019,
ready for 2020 compliance at
an investment of €1.5-€2.0M
(US$1.8M -US$2.4M) per
ship. Spliethoff has calculated
its numbers according to
conversions programme manager
Gerrit-Jan van Ommen.
“We expect to see a return
of investment on those ships
after 2020 within 2-2.5 years
depending on the ship size, so
that is fairly quick. If you don’t
make that investment you’re
going to lose out later.”
Based on data from Shell
and Bloomberg, Spleithoff
58%
42%
67%
17%
17%
33%
50%
25%
expects that the spread between
ULSFO and HFO (currently
$130 per tonne) will jump to
$350 - $380 in January 2020,
but has been cautious when
preparing its business case. “We
have used $150 a tonne as the
spread, so a two-year return
of investment is based on a
conservative view.”
Scrubber technologies
There are alternative types of
scrubber technology – ‘open
loop’ and ‘closed loop’. With
open loop, the natural alkalinity
in the seawater neutralises the
acid. Wash water is continuously
monitored at the inlet and
outlet in line with IMO
regulations, before it is ›››

Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com

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Marine Prop dbr.indd 1 20/07/2016 14:23

 Sulphur
Cap 2020
Conference | Awards | Exhibition

17-18 April 2018, Amsterdam

BOOK
NOW

Addressing the operational Gold sponsors

realities of the 2020 Sulphur Cap

Fuel is the lifeblood of the shipping industry and is fundamental to almost every
aspect of propulsion. So, when there is a change to the fuels picture, it has a knock-on
effect for all other aspects of operation. From 1 January 2020, shipping will see huge
changes in its use of fuel, as the Global Sulphur Cap comes into force, dictating the
use of compliant fuel or abatement technologies.
Silver sponsors
With the deadline approaching fast, this issue is dominating discussion in the industry.
The Sulphur Cap 2020 Conference in Amsterdam will examine all the key issues
facing shipping through the lens of the Sulphur Cap.

Issues addressed will include:

• What is the right fuel choice?
• What role can engine builders play in aiding compliance and how are their designs
and plans affected by the cap?
• What are the technological problems posed by new fuels?
• Will there be sufficient compliant fuel available?
• Will fuel quality be maintained? Brought to you by
• Are scrubbers an efficient and cost-effective solution?
• How is lube choice affected by the cap?
• Will we see large-scale adoption of LNG post-2020
• How will shipowners’ operations and bottom lines be affected?
In association with
Clearly, these questions only scratch the surface as far as the implications of 2020
are concerned.
exhaust gas cleaning systems association
To get the full ‘2020 Vision’ you’ll have to join us in Amsterdam.

Marine Propulsion Awards

Organised by
The Marine Propulsion Awards will be presented on the evening of April 17th at our
Annual Gala Dinner. Details of the award categories and how to enter can be found at
www.sulphurcap2020.com

For more information please visit www.sulphurcap2020.com


››› discharged into the sea without
harming the environment.
With closed loop, an alkali,
such as caustic soda, is needed to
clean the wash water, which is
then retained in the wash water
tank and discharged at port.
Spliethoff operates twice
as many ‘open loop’ scrubbers
than ‘closed loop’ and, although
Belgian and German national
waters do not permit discharge,
Mr van Ommen is unfazed.
“National waters are really only
a three-mile zone from the
borders of the shore, so when
you compare that to global
operation that’s maybe 2% or
3% of the exposure of the ship,”
he said. “It’s an inconvenience,
but in terms of investment it’s
nothing. In those areas, we need
to switch over to compliant fuels
so, in other words, turn off the
scrubbers and switch to low-
sulphur fuels.”
Spleithoff favours in-line
scrubbers which are easier
to install, as the system only
requires the same space as
the silencer in the funnel that
it replaces.
Mr van Ommen also
sees technical benefits from
maintaining HFO usage. “A
blend of fuels to obtain the low-
sulphur quality will very much
depend on the local refinery
characteristics and viscosities
of the fuels can vary greatly. It’s
quite a challenge to handle low
viscosity fuels with pumps that
also handle high viscosity fuels,
so one of the considerations
for heavy-sulphur fuels and
scrubbers will be consistency of
supplies as we know them now.”
Environmental impact
of scrubbers
Poul Woodall is director,
environment and sustainability
at DFDS in Denmark - another
early adopter of scrubbers -
which committed about €100
million to its scrubber refit
programme in 2012. DFDS now
has 18 ships retrofitted.
Although financial gains are
the main driver, Mr Woodall
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
takes a holistic perspective on the
environmental benefits, saying
that “scrubbers will not only take
away about 80% of the particles,
but those particles that are left
over are larger in size than the
particles generated from gas oil
and therefore less hazardous.
You have a CO2 benefit from
that combination as well, so I
think climate and environmental
together. Even when you look
at LNG I think it’s a better
solution. I’m not in the majority
on that one but I think LNG
has some climate effects that we
have not fully analysed.”
Another Nordic shipping
company sees the benefits of
scrubbers post 2020. “Several of
our ships are already equipped
with scrubbers, five more ships
are going to be equipped over
the next three years. We believe
this will give us a competitive
advantage in the longer term
because we can continue to
use heavy fuel oil” stated its
technical superintendent.
‘Wait and see’
But many are deferring the
decision until 2020 or later,
with some concerns expressed
about the availability of HFO
in the longer term. Estimates
are that current HFO supplies
are split aroughly 50:50
between maritime and shore-
based power plants. But how
market dynamics will change
post 2020 is still an unknown,
Poul Woodall, DFDS:
‘a holistic perspective'
as is HFO’s availability in
global ports going forward.
Mr Pilemand of Ultraship
is one of those deferring their
decision: “We haven’t decided
yet but will probably hold off
the decision because we can
still continue trading after 2020
with distillates.”
Lieven Van Eetvelde,
technical manager at Bocimar,
is also undecided, saying “We
may consider scrubbers but only
after 2022. Investing US$3M
now in a scrubber for the whole
fleet is a lot and if we invest
in scrubbers we need to have a
return; charterers will pay more
for those ships so we can write
off the investment. There is
however the possibility of future
HFO shortage in some ports;
only big container ports will
have it; in all other ports HFO
will fade out.”
Danish shipping company,
Hafnia Tankers, agrees there
are other considerations. “Right
now, we are working on the
business case, but the concern
is whether we can actually get
the high sulphur fuel all over
the world because if you have to
buy the low sulphur fuel anyway
then of course your business
case has disappeared…there are
simply too many open ends, so a
decision will be taken following
evaluation next year”, said
Jorgen Thuesen, its technical
general manager.
Uncertainty over future
price differentials also adds to
the confusion. “Our concern
is not about technical issues
or installation but about the
price differences between the
alternatives to HFO and the
political impact. No one knows
what will happen between
2020 and 2025,” asserted a
director at a leading Danish
shipping company.
A leading OEM foresees
cost advantages for the early
adopters of scrubbers and
believes availability of HFO will
not be an issue. “Those shipping
companies who have a scrubber
installed by 1 January, 2020 will
be in an advantageous position
EMISSIONS CONTROL | 31
because they will enjoy in the
first year, very cheap prices for
heavy fuel with high sulphur.
You will see an absolute decrease
in the prices of such fuel because
demand will go down and we’ll
have a significant over-supply.
And you will see a price increase
of the distillates on the other
side. You will really make a lot
of money if you have a scrubber,
so the only issues right now are:
do you have the money to invest’
and will it fit your vessels?”
Uncertainty over the extent
to which HFO will continue to
be used after 2020 also impacts
on new technologies adopted
by leading OEMs such as
Wärtsilä, as Kai Juoperi, its fuels
and lubricants expert, explained.
“We already have technologies
available for very low-sulphur
fuels and ultra-low sulphur fuels
which include both pure distillate
fuels and fuels belonging to
residual fuel category. Depending
on the fuel properties, we could
consider which exhaust valve
coating material would be an
optimum choice, or there could
be opportunities to develop new
fuel injection systems, which can
cope better with certain types
of fuel. Furthermore, the fuel
injection equipment design can
differ depending on whether
higher viscosity heavy fuels or low
viscosity distillate fuels are used.”
Cruise sector investing
In contrast, the more profitable
cruise segment is investing
heavily in scrubbers; market
leader Carnival has already
retrofitted 66 ships with 168
scrubbers, with more to come
until 2020 and beyond on the
remainder of its fleet. In fact,
Carnival has recently become
the majority shareholder in
its Italian scrubber supplier
Ecospray, absorbing most of
its manufacturing capacity for
the next couple of years. Franco
Porcellacchia, Carnival’s vice
president, explained “When we
started installations, we based
our return of investment on a
fuel price differential of US$300
32 | EMISSIONS CONTROL
per tonne, then the differential
went down to US$200, but
even at that level it is still very
interesting for us. We decided
to increase the number of
installations to prepare for 1
January 2020 as the return on
investment increases over time.”
Carnival also prefers
open loop scrubbers as Mr
Porcellacchia explained. “The
open-loop is simpler and
reliable; you don’t need to
carry chemicals as an additive
and we have equipment for
further purification of the
wash water, we can use that
without any problems in
port. To show compliance
with the regulations, the
water being discharged is
monitored continually to
check three parameters:
PAH, pH and turbidity.”
For the 20 new vessels
currently on order, a mix
of scrubbers and LNG
compliance options are being
adopted by Carnival.
In summary, although
there are notable exceptions
within the cruise and ferries
sectors, the fact is at October
2017 only 404 vessels globally
have either been fitted with
scrubbers or have confirmed
they will install scrubbers in
the near future, according
to Stian Sollied, business
development manager,
DNV GL – Maritime – a
leading classification society
and international maritime
advisor. “The business case is
dependent on the price of the
compliant fuel in 2020 and its
relation to HFO; it’s difficult
to speculate about future fuel
prices but in high usage cases
I think you are down to a
payback of 2.5-3 years.”
Cost of marine lubricant is
the highest-ranking factor in
determining purchasing choice,
but lubricant manufacturers
are pragmatic about this and
concur with shipping companies.
Technical features and benefits
and OEM warranty obligations
also score above the mean, but
brand reputation is the lowest
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
ranking buying attribute, which
is confirmed by multi-sourcing
behaviour – two thirds of the
sample had two lubricant
suppliers or more.
Also, within the engine
specifications, ‘letters of
no objection’ are widely
issued by OEMs following
approximately 4,000 hours of
engine trials, which conveys
freedom of brand choice to
the end user from a list of
products that collectively meet
the OEMs’ requirements.
Multi-sourcing is further
enabled by a perception that
products from different suppliers
are similar and concerns over
supply security of different
brands in the smaller ports.
“All major lubricant suppliers
offer more or less the same
product, it is only the name that
changes. The price criteria are
applied uniformly across the
fleet”, explained Morten Hvass,
head of technical operations for
Clipper Group.
BN/Viscosity: Technical
benefits
The price/value perception
is countered by perceived
technical benefits from
lubricant suppliers. “The
main trigger points are BN
drop and change of viscosity.
Another key factor is the
general lubricant condition –
wear and tear contamination
and water level,” said the
Serge Dal Farra, Total
Lubmarine: “We’re helping
our customers”
technical manager at a
German shipping company.
A technical superintendent
at a prominent Norwegian
shipping company said “BN
drop and viscosity increase are
the main drivers but we also
make a full replacement when
we overhaul an engine.” Sara
Lawrence of Shell agreed,
saying “At the very top end,
we focused on viscosity
control and BN retention
with our recently updated
Argina products.”
According to the research,
36% of shipping companies
rely on their lubricant
supplier to monitor oil
condition and drivers for
top-up; 23% use an outside
laboratory and 41% conduct
monitoring on board.
Mark Wells, head of
lubricants at Maersk Oil
Trading, explained his
company’s ‘blend-on-board’
approach. “It is slightly
different because it’s not
just about blending cylinder
oils. It's about taking a
more holistic approach to
current two-stroke engine
challenges, by also focusing
on the additional benefits of
constant replenishment and
on recycling the system oil
which can also have an impact
on cylinder running condition
amongst other important
technical aspects, such as fuel
efficiency, etc.
“The blend-on-board
concept works by blending
system oil with other cylinder
oil products and/or other
components to produce a more
tailored cylinder lubricant in
accordance with both the fuel
type in use and prevailing
engine conditions.”
Serge Dal Farra, global
marketing manager of Total
Lubmarine, believes in
monitoring the feed rate to
maximise engine protection.
“We’re helping our customers
better monitor their engine
performance through our feed
rate optimisation programme.
This combines hands-on
engineering expertise and
advice with an extensive drain
analysis programme.”
The future
Predicting the future is never
easy and some question how
compliance will be enforced
globally to ensure a fair playing
field for all, post 2020. As with
any technology change, those
with the will and the resources to
commit investment have already
made their decisions. Others
prefer to wait until the supply
chain tensions unfold post 2020.
What is clear however is
that the top compliance options
have now surfaced, so upstream
suppliers of lubricants can plan
ahead with confidence.
OEMs also have an
opportunity to shape the future
as Jose Luis Garcia, Shell’s
technology manager - marine
& power engine lubricants
explained “There will continue
to be challenges in the years
to come (for lubricants), when
newer more efficient, but also
more severe engines (in regard
of lubricant performance
demands) enter the marketplace.
For instance, if you think about
the latest developments on the
four-stroke engine technology
like the Wärtsilä 31 engine – it’s
a record-breaking engine in
terms of efficiency.”
The implementation of the
0.5% global sulphur cap in 2020
is one of the biggest changes to
affect marine fuels and lubricants
in recent times. As OEMs strive
to increase the efficiency of their
engines, the ULSFO/scrubbers
debate will continue to gather
pace as 2020 approaches. MP
This article has been prepared by
Michael Herson of London-based
The Strategy Works - a strategy
consultancy specialising in original
B2B insight on a global basis
within the shipping industry and
other sectors.
Contact: +44 208 868 0212 or
mherson@thestrategyworks.com
Web: www.thestrategyworks.com

Compliance issues dominate
Asian Emissions Conference
The Asian Emissions Technology Conference in
Singapore offered a comprehensive view of the fuels
situation in the run-up to the 2020 global sulphur
cap, as Hong Liang Lee reports
I
nevitably, Riviera Maritime
Media's Asian Emissions
Technology Conference held on 6
November in Singapore reflected
the major issues surrounding the
forthcoming 2020 global sulphur cap.
As things stand, a cloud of
uncertainty continues to loom over
the shipping industry with no ‘silver
bullet’ solution to meet the upcoming
IMO global regulation on fuel sulphur
content cap of 0.5% from 2020.
With a handful of options to choose
from to comply with the sulphur cap
and a very slight possibility of IMO
pushing back the implementation of
the regulation, many vessel owners
and operators are waiting until the
last minute before choosing their
compliance option.
“The 2020 fuel sulphur cap at 0.5%
impacting 55,000 ships worldwide
probably represents one of the
most significant changes in maritime
history,” Exhaust Gas Cleaning Systems
Association (EGCSA) director Don
Gregory told the conference audience.
What option shipowners will
choose was a dominant topic at the
conference. “A vast majority of vessels
will probably go for low-sulphur fuel
oil as the simplest option but this
Don Gregory, EGCSA: “One of the most will mean higher fuel costs,” Gulf Oil
significant changes in maritime history” Marine’s director of global client group
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
SCRUBBERS | 33
Jackson Davis told delegates.
“On the use of LNG, a lot still has to be
done on storage handling and distribution
and the establishment of a global
infrastructural network,” Mr Davis said.
Another feasible option is to install
exhaust gas treatment systems, or
scrubbers, which would allow ships to
continue to burn high-sulphur bunker
fuel. However, scrubbers are not cheap,
with one unit potentially costing US$1M
and the vessel downtime needed for
retrofitting is not welcomed by operators.
“Shipping companies are unlikely to
pre-invest at the moment. And by 2020
when they see a huge price difference
between distillates and heavy fuel
oil, there will be a mad dash to install
scrubbers,” commented IHS Markit vice
president Victor Shum.
According to projections made by
industry veteran and analyst Robin
Meech, approximately 1,800 scrubbers
will be installed worldwide by 2020,
increasing to 5,100 units in 2025 and
16,000 units in 2035.
The huge price differential between
the use of distillates and high sulphur
bunker fuel is also the factor that
will drive investments for scrubbers,
according to CR Ocean Engineering
president Nicholas Confuorto.
To deal with the sulphur cap
rule, the installation of exhaust gas
treatment systems such as scrubbers
offers operators the choice to continue
purchasing and burning high sulphur
bunker fuel, as the residue product
will be treated through the scrubber to
remove sulphur emissions.
An IMO report estimated that 20%
of the global fleet, or around 10,280
ships, will be installed with scrubbers by
2020. “The uptake will be slow before
it starts to increase well into 2020s and
2030s, once the benefits of scrubbers
are recognised,” Mr Confuorto said.
“I actually don’t expect that we are
34 | SCRUBBERS

going to see 20% of the global fleet on

scrubbers by 2020. At the rate things
are going now, it will probably be in
the 10% range. But don’t let that fool
you because by 2020 everyone will
wake up to the price of distillates,” Mr
Confuorto told delegates.
Mr Confuorto explained that, over
the previous month [as of 6 November],
the price differential between heavy
fuel oil and marine gas oil stood at
$250-260 per tonne. A bunker stem
of 2,000 tonnes, for example, would
cost fuel buyers an extra US$0.5M at
least when they purchase distillates as
against high sulphur bunker fuel.
Mr Confuorto said he expected that
the massive price differential alone from
2020 “makes for a scrubber investment
case”. He added “The price differential
will be so huge that you can easily pay off
the investment in three to six months.”
To date, cruise ships are the biggest
buyers of scrubbers, followed by roro,
bulkers and tankers. The buying interest
is 46% for the hybrid scrubber systems,
44% for the open system and 10% for
the closed system.
But, according to a view shared by
MAN Diesel & Turbo’s head of marine
and offshore sales Kjeld Aabo, the uptake
of scrubbers is probably going to be a
last minute thing and to occur mostly in Zimmerman said the regulation should
retrofitting. This is because shipowners also extend to control PM emissions,
are unlikely to pre-invest at the moment, which create an inhalable fine dust “The price differential
more so under the current sluggish containing some hazardous material
business environment as a result of low that becomes suspended in air. will be so huge that you
freight rates and tonnage oversupply
“The uptake of scrubbers is likely
“PM is what we need to fight
– nothing else,” Prof. Zimmerman
can easily pay off the
to come late and create a bottleneck,” affirmed. He said the use of exhaust gas investment in three to
he said. He also observed that there treatment system would need to include
will also be a mix of other options such particle filtration to remove PM, but six months.”
as the use of LNG, LPG, methanol and there is a general lack of awareness on Nick Confuorto, CR Ocean
ethane, albeit on a smaller scale. the dangers of the fine dust pollutant. Engineering Ocean Engineering
“The period of 2020 to 2030 will be The issue of tackling PM emissions
a time of uncertainty and the industry has been neglected, at least for now, as
needs to stay alert to new technologies operators have their hands full in trying
entering the market,” he added. to decide on the method of compliance
However, scrubbers were far from ahead of 2020. Options were discussed
being the only topic addressed at the at the conference, including the
event. Industry players who attended installation of exhaust gas treatment
the conference were also informed systems, and the use of alternative fuel
on a variety of topics ranging from sources and distillates.
the impact of particulate matter (PM) The use of alternative fuel sources like
and the projected new marine fuels biofuels and methanol was also discussed
landscape in three years’ time, to the during the conference. Nanyang
options that operators have to comply Technological University’s senior scientist
with the IMO regulation. Prapisala Thepsithar presented the case
While the 0.5% sulphur cap is a on the use of biofuels.
welcome move, University of Rostock “Biofuels can present a cleaner and low
professor of analytical chemistry Ralf carbon alternative fuel source for the ›››

Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com

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››› shipping industry,” said Dr Thepsithar.
However, there are drawbacks to the
use of biofuels as the energy source
still contributes to air pollution with the
release of carbon monoxide and NOx,
Dr Thepsithar told delegates.
The types of biofuels include biodiesel,
ethanol, vegetable oil, biofuel gasoline and
biogas, among others, with vegetable oil
being the dominant feedstock.
“Biofuels are also more expensive
compared to traditional marine fuels
so their use may not be realistic to
shipowners,” said Dr Thepsithar.
“There will be a need to increase
demand to consequently reduce
the cost of biofuels especially for
the second generation and third
generation biofuels.”
Biofuels production can be
categorised into three generations,
with the first-generation biofuels or
conventional biofuels produced from
food crops. Second-generation biofuels,
on the other hand, are manufactured
from different types of biomass and
third-generation biofuels are produced
from algae.
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
Methanol is also seen as a
promising long-term alternative to
bunker fuel due to its qualities of
emitting more than 90% less SOx
and PM, along with 60% less NOx,
compared to high sulphur bunker fuel,
according to Methanol Institute’s chief
operating officer Chris Chatterton.
“It [methanol] is a balanced
and practical liquid fuel that offers
emissions reduction across carbon
dioxide, SOx, NOx and PM,” Mr
Chatterton noted.
The use of methanol has already
found its way into shipping via a 2013
Stena Bulk project, with the 51,837-gt
cruise ferry Stena Germanica having
one of four engines operating on
methanol-diesel since 2016. The vessel
is classed by Lloyd’s Register (LR).
Back in January 2015, LR announced
plans to design a new generation of
cruise ships and ro-pax ferries powered
by methanol, in partnership with German
shipyards and a methanol distributor.
Mr Chatterton believed that
methanol is also readily available with
China accounting for 50% of the world’s
SCRUBBERS | 37
production and significant new capacity
set to come on stream from the US.
Another advantage of using
methanol is that the fuel is easier to
handle compared to LNG as methanol
is a liquid and does not need to be
held frozen nor be under a specific set
of pressures. “Methanol can be cost
effectively stored at any port in the
world,” said Chatterton.
LNG is another clean gas option that
shipping is considering and planning to
use. The hurdle to a total switch to LNG
by the global fleet is the lack of a global
interconnected LNG bunkering network,
an absence of an adequate number
of LNG bunker tankers to service
receiving vessels, and its inability to cut
emissions of CO2.
“The use of LNG is like giving up
smoking but taking up drinking,” said
Chelsea Technologies Group’s maritime
manager Stephanie Lavelle. She
explained that the process of extracting
natural gas and transporting it are
contributing to CO2 emissions even
though using LNG may mean emitting
less CO2 than diesel. MP
“The uptake of
scrubbers is likely to
come late and create
a bottleneck”
Kjeld Aabo,
MAN Diesel & Turbo
38 | SCRUBBERS
Scrubbers:
the healthy option?
T
here is a significant
threat to public
health from the
particulate matter
emitted by marine engines
as long as fuel oils are the
predominant energy source
used to power them, according
to Dr Ralf Zimmermann of
the University of Rostock in
Germany, but that threat can
be mitigated if fine particle
filters are installed on vessels’
exhaust gas cleaning systems.
Presenting research at
Riviera Maritime Media's
Asian Emissions Technology
Conference in Singapore,
Dr Zimmermann showed
that, while neither scrubber
technologies nor low-sulphur
fuels are enough to reduce
the risk that ships pose to
human populations on their
own, the addition of fine
particle filters to an exhaust
gas cleaning system (EGCS)
could help to prevent both
death and disease directly
associated with maritime
vessel emissions.
Showing a satellite image
of 'ship tracks' or bright
streaks of cloud forming
around the particles emitted in
ship exhaust, Dr Zimmermann
explained that, while overall
shipping emissions are lower
than those coming from
road traffic, they are more
concentrated and have a
greater impact on populations
in port cities and those
living near heavily-trafficked
shipping routes.
He cited a landmark
study by JJ Corbett in
2007 (Mortality From
Ship Emissions: A Global
Assessment) which found
that each year, some 60,000
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
Their ability to deal with particulate
matter may give scrubbers the
edge. Jamey Bergman reports
[by focusing] on fuel, sulphur
content and NOx, to really tackle
health effects?” he asked.
He said one-third of
particulate matter in ship
emissions was independent of
fuel type and that, under some
lower load conditions (70%
and 50%), there were similar
concentrations of particulate
matter in emissions from
engines running on both heavy
fuel oils and lower-sulphur
refined fuels.
Depending on conditions,
reducing levels of fine
particulates, he said, could be
Snapshot CV “low or not measurable”.
Dr Zimmermann is full Dr Zimmermann’s
professor of analytical research showed that even
chemistry, Institute of small dosages of particulate
Chemistry, University of matter from HFOs and
Rostock. His research was MGOs equating to several
funded by the German weeks’ exposure in a human
Science Foundation and lung were linked to cell death
other organisations. and saw detrimental – albeit
differentiated – biological
effects between the different
fuel types.
“There are fewer pollutants
in the lighter fuels, but there
deaths worldwide are directly are more soot structures,” he
attributable to ship pollution. said. “The pure soot of [these
Dr Zimmermann distillate] fuels actually caused
questioned the approach taken higher cell death than our
by IMO in regulating ship heavy fuel exposure, which was
emissions, noting the lack for us a big surprise,” he said.
of regulations on particulate “We could not see that the
matter and, more importantly, particles from lighter fuels
fine particulate matter. – MGO [and others] – were
“Are we doing the right thing less harmful than those from
heavy fuel oils.”
There is a greater long-
term cancer risk from
HFOs, according to Dr
Zimmermann’s work, but still
a pronounced risk from the
acute effects of lighter fuels.
“So we should not think
that we can solve the problem
[of public health impacts] by a
fuel change. And the question
we have to discuss is if [adding
scrubbers or changing to low-
sulphur fuels] really helps ...
It’s a big question mark.”
“The particles which are
relevant for health are not
covered well by scrubbers,” he
said. “And we have the MGO
emissions that have a high set
of toxicities, so they have acute
effects on the cells.
“It’s not harmless just to
move away from heavy fuel oil.
Also with lighter fuels, we have
a class one human carcinogen
that we are emitting in quite
high amounts.
“In conclusion, low sulphur
fuel or scrubbers are not
sufficient to mitigate severe
health effects and the public
health impact in port cities
and coastal regions,” Dr
Zimmermann said. “It makes
no sense to [legislate against
particulate matter] indirectly
via sulphur. Particle numbers
or particle mass of fine
particles are what we need to
fight, nothing else.
“I believe that exhaust gas
treatment systems including
filtering is the only option
close to the coasts to mitigate
these problems. And, I think,
in that way, scrubbing is very
important because only after
scrubbing will you be able to do
filtration, otherwise your filters
will block far too early.” MP
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New technology
streamlines boiler operations
L
The new touchscreen ike most aspects of
control has been rolled out ship equipment, the
to the Aalborg OL and OC-TCi onboard installation
boilers shown here of boilers is subject to
a number of commercial and
environmental pressures. These
demand that any units that
are installed are able to offer
the shipowner ever-higher
levels of efficiency and lower
fuel consumption – as well as
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
The latest boiler technology
concentrates on making
installation and operation simpler
and more efficient
greater space saving.
From an efficiency point of
view, Alfa Laval’s touchscreen
control technology for its range
of Aalborg boilers aims to
offer improvement. The system
offers users a complete view
of the plant and easy access to
all functions, allowing crews
to make better decisions on
boiler use.
With its graphical
touchscreen display and
intuitive two-touch navigation,
Alfa Laval believes its Touch
Control is "a major leap forward
in boiler-control technology".
As the new common control
platform for all Alfa Laval
Aalborg boilers, the system
will be a familiar interface for
crews, regardless of which boiler
they work with. It can already
be found on board a range
of newbuilds and additional
deliveries are underway.
Alfa Laval Touch Control
is being rolled out successively
for new and existing Alfa
Laval Aalborg boilers.
First out are the Alfa Laval
Aalborg OL and OC-TCi
boilers, which will now
feature advanced control with
a simple touch.
Alfa Laval Touch Control
BOILERS | 41
has already been installed in
enginerooms on other marine
systems from Alfa Laval. In
addition, it is used at the Alfa
Laval Test & Training Centre,
where it controls the centre’s
own boilers and aids the
continuous development and
optimisation of systems for
new boiler types.
What Alfa Laval Touch
Control offers is entirely new
for boilers. Customers can
experience the test rig during
training at the Alfa Laval Test
& Training Centre where the
rig is used to show the many
ways in which boiler operation
can be optimised.
“The system is intuitive and
incredibly easy to learn, even
for less skilled crewmembers,”
said Alfa Laval manager
for boilers and heaters John
Pedersen. “Two touches of
the screen provide access
to any setting or function,
but there are user levels and
password protection to keep
inexperienced operators from
making mistakes.”
Intuitive control means
easier and better boiler
operation, he said, allowing
crews to make faster, smarter
decisions that optimise boiler
42 | BOILERS
use, supported by features such
as integrated manuals and
user-defined trend pages.
Alfa Laval Touch Control
is PLC-based, which gives
it plug-and-play simplicity
and high durability in the
engineroom. With coverage
for all major bus interfaces,
it is designed to be easily
connected to onboard
communication systems.
Likewise, Alfa Laval service
engineers can quickly retrofit
it to an existing Alfa Laval
Aalborg OL, OS-TCi or
OC-TCi boiler, as has
already been done on a
number of tankers.
In addition, Alfa Laval
Touch Control offers the
flexibility of firmware
upgrades. These let the system
The CMB-VF-LONOX, has been specially developed for ships with
multi-boiler plants
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
adapt as new needs arise.
“This is boiler control
for today’s operational
requirements, but also for the
future,” Mr Pedersen concludes.
“As boiler technology changes
and legislation creates new
demands, Alfa Laval Touch
Control will let vessels and
their crews adjust their boilers
with ease.”
Composite boilers
Also offering efficiency, lower
fuel costs and environmental
benefits is Saacke Marine
Systems’ low-emission boiler,
CMB-VF-LONOX. It has
been specially developed for
ships with multi-boiler plants,
such as chemical tankers,
LNG carriers and passenger
ships. The particular strength
Two touches of the screen provide
access to any setting or function, but
there are user levels and password
protection to keep inexperienced
operators from making mistakes
of this vertical combination-
type boiler does away with the
need for an entire auxiliary
boiler plant.
Composite boilers are
usually used on vessels
with low steam demand
such as dry cargo ships,
container vessels and bulk
containers, while vessels
such as chemical tankers,
LNG carriers and passenger
ships will usually employ a
multi-boiler approach. This
requires one or two auxiliary
boilers, as well as an exhaust
gas or a composite boiler,
to be installed to cover the
varying demand for steam.
This means a considerable
financial outlay and space on
board for what can often be a
largely unused boiler.
The CMB-VF-LONOX
halves the entire boiler system
as a low-emission two-in-one
solution, without compromising
the steam output. Using one
fewer boiler will save the costs
and space of an auxiliary boiler,
along with the associated costs
of installation, pipework and
maintenance, Saacke Marine
Systems said.
It believes that its solution
“combines straightforward
implementation and ease of
use with a long lifecycle and
energy-efficient operation”.The
compact, vertical combination-
type boiler handles a multitude
of demands that shipyards and
shipping companies place on
onboard equipment.
The boiler itself is capable
of generating steam at as
much as 18 tonnes/hr, which
the company claims contrasts
favourably with traditional
composite boilers that can
generally achieve just 6
tonnes/hr. “Since the boiler
is always heated up and
ready for operation, it can
immediately supply small as
well as large quantities of
steam on demand,” Saacke
explained. The boiler is fired
by a Saacke rotary cup burner.
A control range of up to 1:25
can be achieved.
The fully automatic boiler
control simplifies the operation
of the steam-generation plant.
If an auxiliary boiler is in place
in addition to the CMB-VF-
LONOX (for example, on
larger tankers in which two
auxiliary boilers are otherwise
required), the CMB-VF-
LONOX and the auxiliary
boiler can be operated in a
master-slave mode.
In addition to being
connected to the exhaust gas
line from the vessel’s main
engine, the CMB-VF-LONOX
can connect up to three
lines from auxiliary diesels
to integrate exhaust gases.
This offers greater efficiency,
especially in port when the
main engine is not being used,
because boilers can use gases
from the diesel generators.
The boiler system is
also compatible with dual-
fuel applications and can
be delivered with flue-gas
recirculation for emissions
in the ultra-low NOX range
if desired. Equally, different
capacities can be specified
depending on the number of
engines to which the boiler is
attached. MP
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 BOILERS | 45

BOILER MANAGEMENT
HITS THE CLOUD
W
ilhelmsen Ships Service’s
(WSS) new automated
boiler water maintenance
system constantly
measures boiler water conditions and
automatically doses chemicals when
required. This process is usually manual,
with crew testing the waters and
adjusting the chemicals themselves.
Speaking at November’s Tanker,
Shipping & Trade Conference in
London, WSS Water Solutions business
manager Rune Nygaard pointed out
that nearly one in 10 marine boilers fail
each year due to factors including poor
maintenance and mismanaged water.
The system automatically measures
and doses the treatment chemicals to
maintain the boiler water at desired
levels and automatically regulates
the boiler water treatment through
continuous monitoring sensors, dosing
logic and automatic chemical dosing.
Mr Nygaard said: “Our system is
more accurate than a manual test
and will extend the lifetime of the
boiler because, if chemicals are used
correctly, it will not corrode.”
At the heart of the system are four
sensors per boiler, which allow the solution
to autocorrect by reducing the amount of
chemicals dosed to the system.
Its monitoring system sends the
results to the cloud and displays the
results offline on the vessel, too. It is
the first boiler system to send results to
the cloud, and the tailor-made desktop
dashboard streams live critical boiler
water information, which ship operators
can access 24/7.
WSS aims to set up a database
covering all the ferry fleets using its
boiler water treatment system so that
ship operators can benchmark their
vessels’ results against anonymous data
(using age or size of ferry, for example)
to see how efficient their boilers are
compared with the market average. This
solution will be available for other vessel
types in addition to the ferry fleet.
The boiler automation is “the
beginning,” Mr Nygaard said, explaining
that WSS is keen to automate and
add to the cloud more than 10 other
onboard processes related to water
treatment including cooling water,
seawater intake and evaporated water
treatment, in addition to solutions for
oil, cleaning, refrigeration, gas and the
use of ropes.
“Adding processes to the cloud
helps us understand more about the
processes and the data and can help us
decide whether to change parameters,
such as chemical requirements,” Mr
Nygaard explained.

Parat Halvorsen wins new contracts

Norwegian boiler manufacture Parat Halvorsen has been awarded a saturated steam for the FPSO marine and process systems. The shipping
number of contracts towards the end of 2017. weight of the module is estimated to be approximately 70 tonnes.
The first is for the Norwegian Coastal Administration’s new The module will have a fast-track delivery, with a lead time from
multifunctional vessel OV Ryvingen. Parat Halvorsen will supply a purchase order to delivery of only 30 weeks. MP
complete MEL 350 kW electrical steam boiler with control cabinets,
pumps and equipment. This will be used in oil spill response, where the Parat
oil pumped into the boat's tanks must maintain its viscosity. Halvorsen
This Parat boiler model can be delivered as a combined hot water/ will design
steam model, where hot water can be used for the central heating system and fabricate
and switch to steam in oil recovery situations. a complete,
The new environmentally friendly vessel will be built at Fitjar turnkey
Mekaniske Verksted. The design was developed by Heimli Ship steam boiler
Design. The vessel is scheduled for delivery to the Norwegian Coastal module such
Administration in Autumn 2018. as this for
In addition, Parat Halvorsen recently secured a contract to design the Aoka
and fabricate a complete, turnkey steam boiler module for the Aoka Mizu Mizu FPSO
FPSO owned by Bluewater Energy Services.
The FPSO is being recommissioned for the Lancaster project, which
is owned and operated by Hurricane Energy UK.
The module will include 2 x 3,200 kW electric steam boilers based
on the Parat MEL design and will provide an additional 9,600 kg/hr of

www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18

46 | HVAC
SHIPPING SEEKS
ENERGY-SAVING
HVAC SOLUTIONS
H
eating, ventilation and air
For cruise ships in conditioning (HVAC) continues to
particular, HVAC be a major consideration for cruise
ship operators – a point that has
is one of the been highlighted by Carnival Corp’s senior
biggest consumers vice president of maritime affairs, Tom Strang,
when he descrived HVAC as “one of the
of energy, but biggest energy consumers on board a cruise
there are some ship.” He said that it was by far the biggest
energy output within the accommodation
new solutions with sector of a cruise ship, but “if you can control
sophisticated ways when it is on and off and monitor the amount
of CO2 that people produce, then there is a
of reducing energy lot that can be done through smart technology
costs. Rebecca and better maintenance.”
Indeed, there has been a huge evolution
Moore reports in the smart HVAC systems that are available.
One of the most recent innovative solutions
comes from Halton Marine, which has
launched a completely new HVAC technology
that promises to provide substantial savings in
ventilation lifecycle costs.
Halton’s chilled beam is an air conditioning
system for cooling, heating and ventilating
spaces where good indoor climate and
individual space control are appreciated. The
chilled beam system is an air and water
installation that uses the heat transfer
properties of water and provides “excellent”
indoor climate conditions with good energy
efficiency, according to the company.
Halton said that chilled beam systems use
the dry cooling principle, whereby the system’s
design and controls create condensation-free
conditions. The product is designed in such a
way that the recirculated air does not need to
be filtered.
The efficient mixing provided by the chilled
beam ventilation system results in uniform air
quality inside the cabin. Chilled beams use the
Carnival is highlighting smart primary air to induce and recirculate the room air
tech and maintenance in order through the heat exchanger of the unit, resulting
to improve HVAC efficiency, in high cooling capacities and excellent thermal
says Tom Strang conditions in the space, without a fan. Supply air
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
is diffused from linear slots.
According to an independent study, chilled
beams offer substantially lower lifecycle
costs compared with more traditional systems
like fan coils. There are no filters to change
and no fan, with its associated electrical
consumption and maintenance. “But it is not
only about savings. It is about the comfortable
conditions. The chilled beam system offers
more comfortable cabin ventilation conditions,
individual control of temperature, draught-free
conditions even in maximum cooling loads,
and low sound levels,” the company added.
Halton has long experience in
manufacturing chilled beams for different
types of buildings, such as high-end offices,
hotels, hospitals and retail shops, around
the world. The Halton Marine beam is an
extension to the company’s established
portfolio and is specifically designed for
cruise ship applications. In addition to
full-scale indoor air laboratories on three
continents, Halton has full-scale beam testing
facilities in Finland.
Koja Marine has launched new solutions,
too. It has introduced its new cabin control
system and HVAC automation system for
cruise and ferry projects.
Esko Nousiainen, Koja Marine director,
commented: “The new cabin control system is
of our own design. It is designed for ethernet
applications and is freely programmable. The
new HVAC automation is our own design, too,
with many innovative energy saving features.”
He added: “We are investing tens of
millions of euros in upgrading our production
and laboratory at Tampere and our production
facilities at Jalasjärvi. At Tampere a completely
new 10,000 m² factory for industrial fans is
being built and our laboratory facilities are
also being completely rebuilt. All marine
production has been moved to our Jalasjärvi
factory, which means that we have been able
to renew all our production machinery.”

Koja has also recently signed what it
describes as a “huge contract” for several
cruise vessel HVAC systems, but the company
was not able to disclose information about this.
Elsewhere, Teknotherm has scooped the
contract to supply the complete HVAC systems
and provisions cooling plant for up to four
new polar cruise ships for Hurtigruten, to be
built by Norwegian shipyard Kleven Verft.
The vessels – the first cruise ships to be
fully electric – will be deployed in Arctic and
Antarctic areas. They have been designed by
Rolls-Royce Marine in Norway and customised
for expedition voyages.
Hurtigruten prioritises sustainability, and
the new ships will be equipped with advanced
environmentally-friendly technology to reduce
emissions. Teknotherm said that it would be
using energy recovery solutions and energy
efficient equipment in the HVAC systems in
order to achieve this.
Teknotherm’s latest innovation, the CFU-500
Enigma cabin fan coil unit, will be supplied for
this project. The unit combines state-of-the-art
energy recovery with maximum comfort for
passengers, according to the company. The
system considerably reduces the number of air
handling units, the size of the chillers and the
amount of ducting needed on board.
Meanwhile, more than 1,000 Vacon 100
Flow AC variable speed drives from Danfoss
Drives will be used by Finnish automation and
electrification specialist VEO in the electrical
systems of four large luxury cruise ships
being built by German shipbuilder Meyer
Werft. The drives, which range in size up to
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
HVAC | 47
250 kW, will principally be used in HVAC and ABOVE: An illustration of
pump applications. Halton Marine's chilled beam
Meyer Werft awarded VEO the multi-million air conditioning system
euro contract to provide electrical systems for
the ships in early July 2016. VEO started work
on the project immediately and it is expected
to continue until 2022. The contract includes
options for VEO to provide electrical systems
for future vessels built by Meyer Werft and it is
anticipated that these systems will incorporate
large numbers of AC variable speed drives
from Danfoss Drives.
“We have been using Vacon products
for many years,” said VEO industry vice
president Jarkko Aro. “We have always
been very impressed by their performance,
quality, reliability and value for money.
In addition, the products are backed by
outstanding technical support, and we
always get a fast, helpful response to any
special requirements we may have. With all
of this in mind, Vacon AC variable speed
drives from Danfoss were clearly the best
choice for the largest and most prestigious
project VEO has ever undertaken.”
The Vacon 100 Flow AC variable-speed
drives chosen by VEO for use in the luxury
cruise liner systems are optimised to provide
efficient flow control with pumps and fans.
They use dedicated menu systems that make
set up easy and, as standard, they incorporate
invaluable flow-related features such as a two-
zone PID (proportional, integral, derivative)
control, multimotor options and an anti-ragging
function that helps guard against pump
blockages. MP
FREE ACCESS
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Take advantage of the Maritime Technology Knowledge Bank.

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Cruise boom drives
stabiliser market
The continuing success of the cruise
industry is encouraging suppliers to invest
further in stabilisers as global demand rises
I
ABOVE: The expanded n response to growing demand from the
facilities will allow SKF to cruise liner, large ferry and exploration vessel
increase production of its sectors, SKF has significantly upgraded
largest S800 stabiliser system its marine stabiliser production facilities
in Hamburg, Germany. The new investments
include a 130-tonne capacity heavy-duty
overhead crane, two new assembly stations for
large stabilisers, and additional production space
dedicated to the manufacture of smaller units.
The expanded facilities will allow SKF to
increase production of its largest S800 stabiliser
system from eight to 16 sets a year. These
stabilisers can be up to 12 m long and 4 m wide,
and weigh 120 tonnes. They are used on the
world’s largest cruise vessels to improve passenger
comfort and safety in rough seas.
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
STABILISERS | 49
SKF’s stabiliser fin products are in service
on more than 550 vessels around the world.
The company has continually developed its
portfolio of stabiliser technologies over that
time, maintaining its position at the forefront
of performance and efficiency. SKF’s latest
innovation, entering production in 2017, is the
Dynamic Stabiliser Cover (DSC), a flexible,
inflatable Kevlar and neoprene fairing that
reduces drag at the fin box opening by up to 90%,
allowing vessel operators to achieve overall fuel
savings of around 1%.
When a vessel is in motion, the fin
box opening in the side of the hull creates
turbulence, increasing drag on the vessel. With
operating efficiency being a high priority
for customers, SKF wanted to find a way to
minimise the resistance even more and so
decrease fuel consumption.
It describes its solution is a deceptively
simple, pneumatically-operated design. The
DSC uses two specially shaped air cushions,
fitted to the top and bottom of the fin box
with small steel rails. In normal operation, the
cushions are inflated using compressed air from
the vessel’s existing pneumatic systems. This
process takes just 90 seconds.
Inflated, the cushions form a smooth,
streamlined cover over the fin box opening. SKF
estimates that annual fuel cost savings could be as
high as €50,000 (US$59,000) for cruise operators.
When the stabiliser fin is to be extended or
retracted, air is released from the cushions by
opening the valve. The cushions are then deflated
by the water pressure outside the hull, creating
room for the fin’s movement. When deployment
or housing is complete, the cushions can be
re-inflated. Control of the cover is fully integrated
into the stabiliser fin control systems, requiring no
additional action by the crew.
The DSC is constructed from a highly durable
Kevlar mesh coated with neoprene rubber, which
provides extra protection from barnacles and
other marine life that may accumulate on the fin.
Another company to to have invested in
stabiliser technology is Aegir-Marine, which
has added stabiliser and steering gear repair
50 | STABILISERS

services to its portfolio of maritime services. specialised services to our portfolio. The first
The expansion of its service portfolio is part of a reactions from the market are encouraging. New container
long-term growth strategy. The Dutch company
works with brand-independent parts and provides
Customers really like the idea of a total
propulsion service package from one source.
ships to
service and parts for all major propulsion systems.
Of all the stabilisers at sea, 99% are applied in
Aegir-Marine is able to offer stabiliser repair
services to new clients, as well as to our existing
feature Hoppe
navy and cruise ships and ferries. In cruise ships and
ferries, their application prevents passengers from
clients in the cruise, navy and ferry industry. In
our contacts we notice that shipowners could
roll-damping
becoming seasick. Navy vessels have to be swift do without the hassle of co-ordinating several
and agile, and rolling adds to the risk of the ship parties to repair their ships. Shipowners want to Three recently-ordered
heeling over, so stabilisers are mounted to damp focus on their core business transporting cargo, 2,150 TEU container vessel
this undesired movement. Aegir-Marine is strongly and they need strategic partners to maintain newbuildings designed
represented in this part of the maritime industry. their vessels. In a time of ruthless competition, by Deltamarin have been
Aegir-Marine group service director Martin shipowners are constantly looking for ways to optimised to operate in the
Visser explained: “We are pleased to add these improve this.” harsh ocean environment
of the north Atlantic. This
optimisation has included
the use of Hoppe's Flume
roll-damiping tanks.

Naiad introduces electric-powered The seakeeping

performance of these vessels
fin stabilisation systems is therefore particular aspect
in the design, which is why
each of these vessels will
Naiad Dynamics has introduced a new line of be equipped with two
electric-powered stabiliser systems. Flume roll-damping tanks
“These new stabilisers are a modern “These new stabilisers from Hoppe.
refinement of electric-powered stabilisers These tanks are designed
Naiad first developed for naval applications
are a modern refinement to fit into the ship structure
in 2008,” said Naiad Dynamics chief of electric-powered without any loss of container
executive John Venables. “We are storage capacity. The tank
now introducing these systems to the stabilisers Naiad first design of the vessels will
recreational and commercial marine markets developed for naval be exactly aligned with the
alongside our complete range of proven ships’ loading scenarios and
hydraulic stabilisers to provide a choice for applications in 2008” the internal structure of the
designers and builders who may prefer not tank will be optimised using
to use hydraulics,” he explained. CFD tools.
The initial model E-525 is available with For the final performance
a 7.5 or 11 kW AC servo motor drive and is evaluation, Hoppe Marine
designed for fin sizes ranging from 1 m2 to uses a 6 DOF moving
over 3.5 m2 for vessels typically 35 m to 50 platform, which is capable
m in length. of simulating any ship
Naiad’s electric stabiliser eliminates the motion and measures the
entire hydraulic system, reducing the number tanks’ performance in each
of installed components and the system’s particular scenario.
overall complexity and weight, as well as This project is the sixth
eliminating installation costs associated with modern container ship
interconnecting fluid lines, all with no sacrifice class equipped with a
in power and performance, according to the Flume roll-damping tank
company. Naiad’s electric servo motor-actuator from Hoppe Marine.
design generates the same amount of force as While for this project
two hydraulic cylinders used in an equivalent the intention of the tank
hydraulic stabiliser model. installation is mainly
A key safety feature of Naiad’s electric crew comfort and safety,
fin stabiliser design is the ability to centre Flume roll-damping tanks
the fins manually and lock in place when the are an attractive solution
stabiliser is not being operated. Other key to increase the loading
features include Naiad’s exclusive Datum flexibility and the overall
closed-loop digital control system with These new stabilisers are a modern refinement of container storage capacity of
adaptive self-tuning capability operating on a electric-powered stabilisers Naiad first developed ultra large container vessels
CANbus distributed network. for naval applications in 2008 by up to 10%. MP

Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com

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VET_Adv 90x130 Integrated L-Drive 02.indd 1 01-12-17 11:46


NORWEGIAN MAKER
SEEKS A GAMECHANGER
A A new offer of a five-year
s the various
deadlines for
guarantee could be set to
compliance with
the Ballast Water
Management Convention get
nearer, the market for ballast
water management systems
shake up the market for ballast
(BWMSs) is becoming more
and more competitive.
water management systems
This was dramatically
demonstrated in September
2017, when Norwegian ballast
water management system
manufacturer OceanSaver
filed for bankruptcy. Many
believe it will not be the last
to do so.
In such an environment,
what the industry needs is
’a gamechanger,’ according
to BWMS manufacturer
Optimarin chief executive
officer Tore Andersen. He
believes his company has
now delivered it, in the
form of the Norwegian
company becoming the
first manufacturer to offer
a five-year parts and
servicing guarantee.
“We thought it was time
to demonstrate our long-
term faith in our system
and absolute commitment
to this segment,” Mr
Andersen explained. “No
other manufacturer offers a
guarantee of this nature, but
we can. So if a shipowner
signs a framework agreement
with Optimarin for installation
on multiple vessels, we will
provide them with a five-year
contract that covers all parts
and servicing, worldwide.
This is our promise of
reliable, safe and effective
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
BALLAST WATER TREATMENT | 53
operations and, with our
total regulatory compliance,
complete peace of mind.”
The impetus for this move
came from an ABS report
that suggested that only
57% of systems currently
installed on the vessels
included in the survey were
being operated and that
the remaining systems were
either deemed inoperable or
considered problematic.
“We found this an
extremely sad rumour for
our industry to have,” said
Mr Andersen. “More to the
point, it’s ammunition for
everyone in the industry
to delay uptake, and as a
maker we obviously don’t
like that. So with this system
that we know works, we’re
seeking to take that burden
of worry from the owner on
to ourselves.”
Mr Andersen hopes this
move will force competitors
into a situation where they
have to do the same, because
“that’s part of the game”.
He believes that other
manufacturers that "have
enough money [will] dare
to do the same. So I would
expect to see the big makers
follow suit. But those makers
with limited experience won’t
dare to do this,” he told
Marine Propulsion.
Mr Andersen is emphatic
Snapshot CV about the need to change
Having joined Optimarin as sales and marketing manager in shipowners’ attitudes
2011, Tore Anderson became chief executive officer in 2013. towards ballast water
Prior to that was marketing manager of GMC Marine, having management systems, which
previously been sales manageer at Ameron Coatings. he appreciates are a grudge
purchase about which
54 | BALLAST WATER TREATMENT
there are still numerous
suspicions. He said: “What
I want to ensure is that
when a shipowner buys
one of these systems from
a maker, they’re sure it will
work. Because we need to
change the game. Up until
now, shipowners have hardly
used the systems. They don’t
want to, because there’s
been no impetus to do it. But
now if you have a system
on board, you have to use
it. We think our guarantee
is a gamechanger, and are
quite sure that it will give
the owner a different view of
what they are up against.”
Mr Andersen believes
owners have been unwilling
to engage with ballast water
treatment and he feels this
needs to change. “Owners
now have to take ballast
water seriously,” he said.
“They have to or they’re
laid up somewhere. We
know it’s just a cost, but my
message is to make sure
that it doesn’t cost you any
more than the cost of the
system. I fully understand
that the owners would have
liked to avoid this. It’s been
a bad market for the last
eight years. But the USCG
has forced owners to put it
on board. IMO has delayed
it until 2019, but there’s no
way back from here. You
can like it or not, but that’s a
different discussion.”
In fact, Mr Andersen
believes that a general
indifference to the technology
is causing problems in
terms of operation, as well
as storing up even more
because shipowners are not
paying sufficient attention to
the systems they install or
have installed.
“You buy a ship with a
complete system that may
have cost you US$1M and
you just leave it?” he said.
“An investment like that and
you just put it to one side?
Is that smart? If I’d made
that investment, I would
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
make sure that the system
is up and running and does
everything it’s supposed to
do. If you leave valves alone
and don’t use the system
for three years, how well do
you think those valves are
going to work? They aren’t.
You can’t expect them to.
Many shipbuilders have not
paid attention to what sort
of BWTS they have on board
or its condition and, when
it doesn’t work, they blame
the manufacturers – but they
need to look at themselves as
well,” Mr Andersen argued.
He worries that
shipowners are unprepared
for the changes in operation
that having to operate
BWMSs will bring about.
Regardless of who you buy
the system from, “it’s a totally
different operation before
and after you have the
system on board. It’s totally
different – you can forget
ad hoc pumping of ballast
water – that’s not possible
anymore. You have to plan it,”
explained Mr Andersen.
Just how big a change
this will make is something
he illustrates by saying: “On
a medium sized ship, you
are pumping water through
a 350-400 mm pipe from the
sea straight into the ballast
tank. Now, you have to push
the water through 40 or even
20 microns. This is going
to make a big difference in
terms of deciding where and
in what sort of water you take
on ballast. We have to make
sure that the people on the
bridge and in the pump room
are 100% familiar with the
ballast water plan and that
they understand the systems
and how to use them.”
The IMO delay meant
many vessels do not have to
fit systems until 2019, which
hit Optimarin – in common
with most manufacturers
– very hard. “It changed a
lot,” said Mr Andersen. “We
heard rumours in February
that could happen, but
it effectively meant that
roughly 70% of our market
disappeared for two years. “It’s a totally different
What happened then is a
price war. Even if you’re
operation before and
one of the few with a type after you have the
approval, you’re still chasing system on board. It’s
after a limited number of
customers. So for us I would totally different – you
say this was a huge setback. can forget ad hoc
We were starting to hire
more people and we simply
pumping of ballast
had to hit the red button and water – that’s not
stop everything.”
Mr Andersen is certain
possible anymore. You
the ballast water market will have to plan it”
see major consolidation.
“Let’s say there are 60
companies operating
now. By 2022, I would be
surprised if there were
30. I would say that, after
the ‘boom’ when all ships
have their installations in
2023-2024, there will not
be more than 10 makers.
It’s impossible that there
would be more than that,”
he asserted.
Mr Andersen took pains
to point out that Optimarin
will not be “the next
OceanSaver.” “We are very
healthy. This is the first year
we are making money. So
the future looks bright, to be
honest. We have no debt,
we have a very nice balance
sheet and we are very well
prepared,” he told Marine
Propulsion. MP
Optimarin has sold more than 500 of its Optimarin Ballast System
 BALLAST WATER TREATMENT | 57

The aquaBoll filter is based on a multi-part

housing with wide adaptive possibilities

Boll & Kirch introduces new automatic filter

Boll & Kirch has unveiled
a new concept for fully
automatic water filtration.
The aquaBoll automatic
filter series significantly
increases overall plant
efficiency through optimised
functionality and adaptability.
The aquaBoll filter is based
on a novel platform concept,
which uses a multi-part
housing that can be adapted
to suit a range of installations
– and all that in the smallest
space and largest capacities.
Filter elements, variable
connection-flange positions
and different housing materials
support its flexibility to match
specific filtration requirements.
Three concepts of adaptive
filtration elements are available
to optimise the filtration
conditions: filter candle; sieve
cylinder; and fine-sieve cylinder.
Depending on the size, the
required filtration efficiency and
the degree of contamination
of the process water, these
are interchangeable and
adaptable. Special profiles can
be included in the adaptive
elements, thus covering all
applications, the company said.
“With our newly developed
technology, the aquaBoll will
certainly be well received
by the market,” said chief
executive Stefan Starke.

Erma First wins another Bio-UV completes USCG tests

fleet contract
Greek ballast water management system maker Erma First has
secured a fleet-wide contract from Norway’s Golar LNG to supply
its USCG type-approved BWTS Fit system.
In a statement last week, the company said that its equipment
would be installed “on up to 16 LNG vessels”. Since Golar LNG’s
website lists 16 ships in its LNGC fleet, Marine Propulsion has
asked the operator when it will make a final decision on how many
will be fitted and if it is reviewing whether to include its oldest
vessels in the retrofit programme.
This announcement came just three weeks after Erma First
revealed large orders from Safe Bulkers and other companies.
Installations are due to begin during Golar LNG’s next
drydocking scheduled for the Q2 2018 and continue until the end
of 2022, following the company’s drydocking schedule. Like its
Safe Bulkers announcement, Erma First said that it has worked
intensively with the shipping company “over the previous months
to optimise and adapt the system to the company’s vessels.” In
the case of that previous contract, this optimisation has involved
specifying systems to suit each ship’s pumping, piping and other
parameters so that each installation could be completed within the
ship’s normal drydocking.
for its Bio-Sea BWMS
Bio-UV has completed all the pre-type-approval tests needed on
its Bio-Sea B ballast water management system (BWMS) before it
applies for US Coast Guard (USCG) type-approval.
In a joint statement on 21 November, Bio-UV’s president and chief
executive Benoit Gillmann and Bio-Sea business director Xavier Deval
said that its independent laboratory, DNV-GL, was now preparing its
application which they expect to be submitted “in the first part of 2018”. 
Land-based tests were performed at DHI DK and NIVA
laboratories and shipboard tests were carried out on two CMA
CGM container vessels. Systems rated at 700 m³/h and 1,400 m³/h
have been “used routinely during ships operations, trading all over
the world during a two-year period,” the statement said.
The news came four weeks after Bio-UV secured its latest order, for
a 150 m³/h system BWMS to be fitted to a wind farm support vessel to
be built for Louis Dreyfus Armateurs by Cemre shipyard in Turkey.

Erma First's USCG-approved BWTS Fit system will be supplied to

Norway's Golar LNG The Bio-Sea B ballast water management system

www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18

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retrofit ballast water systems

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2017

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Size and energy
drive freshwater generation
T
he twin needs to save space and
energy are very much driving
the development of freshwater
generating systems. The most
recent, and perhaps the most striking, of these
developments is Alfa Laval’s new Aqua Blue
S-type freshwater generator, which is said to
cut power consumption by almost 70%.
When it was introduced in 2008, Alfa Laval’s
Aqua freshwater-generation technology cut in
half seawater needs and pump-related power
consumption. The latest Aqua Blue S-type
to hit the market cuts the need for electrical
consumption even further to just one-third
that of conventional freshwater generators.
The new Aqua Blue S-type
uses the same three-in-one
Aqua plate technology
as the original C-type
configuration, but maximises
energy efficiency and
capacity-to-footprint ratio
by making use of the vessel’s
existing seawater cooling
system pumps. This cuts
electrical power needs by
70% and shrinks the already
small Aqua Blue footprint
by up to 15%.
“Aqua freshwater-
generation technology
revolutionised energy use
in a very well-established
application,” said Alex
Jönsson, global business The new Aqua Blue freshwater generator
manager for Alfa Laval shrinks the Aqua Blue's footprint by 15%
freshwater generators.
“With the Aqua Blue
S-type, we are further reducing the overall
energy-related costs for shipowners – as well as
the installation costs for shipyards,” he added.
Besides its smaller footprint, the Aqua Blue
S-type offers shipyards a considerable amount
of flexibility, including a range of connection
alternatives. As it makes use of the vessel’s
seawater cooling system pumps, it employs
a smaller ejector and a smaller, separately
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
WATER TREATMENT | 59
installed ejector pump. Likewise, the pipework As yards
can be both shorter and smaller in diameter.
In addition, the S-type handles a prioritise space
wider span of pressures, which means the saving and
configuration can be adapted to the highest or
lowest water level. An adapted configuration owners demand
is able to deal with higher pressure in the energy efficiency,
overboard line, which allows the freshwater
generator to be placed more freely on board. new solutions
The choice between an S-type or C-type for freshwater
configuration of Aqua Blue allows a balance
between shipowner and shipyard priorities. The generation
Aqua Blue C-type, which has a combined cooling are having to
water and ejector flow, has a single seawater
connection to the vessel’s sea chest. This makes be found
it independent of other equipment
and conditions in the vessel’s
seawater cooling system.
The need for energy and
space savings is also leading to
more widespread use of reverse
osmosis (RO)-based technology.
This is mainly due to
the lower specific energy
consumption of these plants,
compared with that of
evaporators. RO systems
operate with relatively low
energy consumption to
produce water, and have a high
recovery rate. Besides, RO
units have a small footprint
and are easy to operate, service
and maintain.
One of the market
leaders in supplying
RO-type freshwater
generating systems,
Evac, recently conducted a number of retrofit
projects in which old evaporators were
replaced with RO plants. Some of these
projects were carried out during drydocking,
while others took place while the vessel was at
sea during cruises.
In addition to lowering energy
consumption, the freshwater generating
capacity of the new RO plant was typically
60 | WATER TREATMENT
BELOW: Tethys is an RO unit
for vessels requiring up to 6 m3
of fresh water per day
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
higher than that of the evaporators that were
replaced, and the space required smaller.
The space saving and energy consumption
benefits of RO systems are leading to growing
demand for this type of technology for use on
smaller cruise ships, as well as vessels at the
larger end of the market.
To meet this demand Evac recently
introduced the Rosys M reverse osmosis
desalination plant, which offers a daily
freshwater-generation capacity through a
range of units, with 30 m³, 60 m³, 90 m³, or
120 m³ per day capacities. The modular design
of the Rosys M means that the plant can
be custom-designed for the available space
on board, and made up of modules that best
match the individual vessel’s requirements.
As well as its strong performance in the
retrofit market, Evac highlighted the fact that
it has picked up some notable contracts for
newbuild cruise ships. The company has been
contracted to supply a package of equipment
(including vacuum collection, wastewater
treatment, dry and wet waste treatment and
freshwater generation systems) for two new
ships for Star Cruises.
These vessels are being built at the MV
Werften shipyard in Germany and scheduled
for delivery in 2020 and 2021. They will
each be fitted with four double-stage Evac
Rosys reverse osmosis eCM type systems,
each with capacity of 800 m3 per day of
seawater desalination.
The company is also working on several
other new cruise ship projects, the largest of
which requires up to four double-stage reverse
osmosis desalination plants with capacities that
range between 600 m³ and 1,050 m³ per day.
For one recent newbuild cruise vessel
project, Evac delivered a total of four 600
m³ per day RO units. All had the same
performance, but because of the limited
available space each of the four had a different
shape and their components were arranged in
a different way.
Another trend highlighted by Evac is a
growing requirement to install double-stage
RO plant to meet the cruise lines' particular
requirements for drinking water. This involves
the water produced by the first RO plant in
a series being further treated by a second RO
plant, to remove nearly all salinity.
Enwa Water Technology is also promoting
RO-type freshwater generating systems.
According to Enwa, the return on investment
for an energy recovery unit installed with an
RO unit is around 12-18 months, depending
on size.
Enwa has recently delivered, or has on order,
a number of its RO-type Water Maker units
for cruise ships, with freshwater capacities
ranging from 37 m3 to 250 m3 a day. This July,
Enwa delivered its latest design, a Water Maker
SW75T Compact RO system, to a shipyard in
Croatia for an expedition cruise vessel.
Dutch water treatment specialist
Hatenboer-Water recently introduced Tethys,
a new range of RO water generators. These
compact RO units are for vessels requiring up
to 6 m3 of fresh water per day.
The unit desalinates seawater and thereby
offers a safe and durable alternative to standard
freshwater bunker facilities, which are particularly
susceptible to bacterial contamination.
Due to its compact format, Tethys offers a
solution for ships such unmanned platforms,
shortsea vessels, fishery ships, patrol boats, tugs
and barges. It is set up in a modular fashion,
with different filtration options and a plug-
and-play frame that its manufacturer describes
as being easily installed and commissioned.
In addition to its water solutions,
Hatenboer-Water now stocks three different
standard series of water generators suited
for capacity demands ranging from 3 m3 up
to 100 m3. Tethys completes these standard
systems MP
Sign up to receive our weekly
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multi-engine optimisation
A
t the Europort exhibition in Rotterdam
in November 2017, Caterpillar Marine
displayed its new Multi-Engine
Optimizer (MEO) tool for the first
time. MEO is loaded with optimised test data that
is then used to operate a vessel’s various engines in
conjunction to achieve the optimal performance.
MEO uses proprietary performance data
and patented control algorithms to provide
intelligence for power-management systems.
MEO works by advising power-management
systems on which engines to operate, and enables
the use of dynamic asymmetric loads to drive the
combination of engines and loads to create the
lowest possible fuel consumption.
Speaking to Marine Propulsion, Caterpillar
Marine product manager Dra Wiersema said
“MEO allows users to use variable-speed and
constant-speed generators on a single bus. This
means that they can leverage the low-load
advantages of variable speed with the high-load
advantages of constant speed.”
The MEO’s simulation tool then allows users
to view the fuel consumption of any combination
of power sources. By using the estimate of a vessel’s
load profile, it becomes possible to construct
the engineroom that best meets the end user’s
requirements, Caterpillar believes.
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
MARINE INTELLIGENCE | 63
“The most common question about MEO is, A new system
'How much can MEO save?' While our response
will not be initially satisfying, the truthful answer is, is promised to
'It depends,'” said Mr Wiersema. deliver optimised
The system has been tested on a number
of vessels and has seen fuel economy savings of
management of
between 5% and more than 15%. Mr Wiersema multiple engines
explained that the results achieved very much and considerable
depend on engineroom configuration and vessel
load profile. potential savings
MEO is designed for multi-engine as a result
installations that have multiple load factors.
Obviously a single engine installation has no
opportunity for MEO, but even a multiple engine
installation that spends most of its operating
hours in the 75-90% load range will also not
provide an opportunity for MEO.
Furthermore, if on an installation with four
similarly-sized engines there are only four load
steps of 20%, 40%, 60% and 80%, then a basic
power-management system can be utilised to
trigger single-engine operation at 20%, two-engine
operation at 40%, and so on. At each of the four
load points, that combination of engines will be
operating at peak efficiency with no room for
MEO-driven improvements.
Caterpillar, though, believes MEO will not
lack for opportunity because there are enough
64 | MARINE INTELLIGENCE
It is likely your vessel
will benefit from
MEO if you have a
vessel with multiple
engines and a load
profile that spends
less than 60% of its
time within any 15%
band of the vessel’s
maximum power
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
vessels that work with significantly differentiated
load characteristics. Further, just because a vessel's
load characteristics seem simple, it does not mean
the crew will operate in the best interests of fuel
efficiency. This is where MEO can deliver results.
Operating in a North Sea environment one
OSV achieved 7% over a 23-week period with
weekly savings ranging from 2-14%, depending
on the vessel loads. High-percentage savings are
not synonymous with high loads, the company
suggested. Whether MEO can provide savings is
dependent on the engine options, the capability
of the existing power-management device, the
load, the willingness of the crew to use MEO and
the duration of the load changes. Mr Wiersema
explained: “Sometimes a mid-range load point
under operational constraints is a good MEO
situation, and in other vessels it might be a bad
MEO situation. Again, it depends.”
In terms of the vessels that can benefit from the
system, Mr Wiersema is clear. “It is likely your vessel
will benefit from MEO if you have a vessel with
multiple engines and a load profile that spends less
than 60% of its time within any 15% band of the
vessel's maximum power.”
The 700 mm-wide MEO cabinet can be
installed in an engineroom or control room and
requires no more than six wire connections.
“MEO is viewed by marine societies as an
advisory system, and will have type-approval
certification. As an advisory system, MEO can
be turned off at any time, allowing the existing
power-management device to return to its normal
operating procedures to provide an extra layer of
protection and safety,” said Mr Wiersema.
By mixing and matching engines and
independent load points, MEO allows engines
to provide power at their most efficient point.
The 700 mm-wde MEO cabinet can be installed
in an engineroom or control room
Compared with the common scenario of engines
operating at an equally shared load, MEO creates
an unlimited combination of virtual enginerooms to
match each particular vessel load.
The performance maps and control algorithms
give MEO the ability to manage different types
of engines and power sources on the same bus.
Customers can now choose combinations of Cat
and MaK engines that best match the customer
load profile (for example a set of high-speed
engines for low-load situations that provide
additional power to the set of medium-speed
engines during high-load situations).
Mr Wiersema said one of the key factors
in MEO’s favour is that its effects can easily be
measured. “Simply put, MEO measures fuel and
MEO can be turned off. You cannot turn off a hull
coating, you cannot turn off your drive motors, you
cannot turn off your propeller design, but you can
turn MEO off and see the consequences,” he said.
Caterpillar's statistics show that MEO’s
capability to provide fuel savings increases
significantly when the combination of different
engine types is customised to the vessel load
characteristics. By combining different sized engines,
customers can limit engine wear due to low-load
operation, reduce fuel consumption and improve
emissions by having engine combinations that allow
engines to operate in their peak efficiency zones at
multiple vessel load points.
Depending on the degree of difference between
engines, many power-management systems are not
able to maintain a stable bus in an environment
of load variability. The different ability of each
engine to respond to a load can cause a breaker to
trip due to voltage fluctuations. MEO fuel maps
and control algorithms prevent excessive voltage
fluctuations, enabling the customisation of vessel
engineroom configurations.
This ability extends to include the combination
of constant-speed generator sets with variable-speed
generator sets. Since as a general rule constant-speed
power is most efficient above 50% load and variable-
speed power is most efficient below 50% load, the
combination of larger constant-speed gensets with
smaller variable-speed gensets has the potential to
be one of the most efficient power packages possible,
even when accounting for the power conversion
losses of the power electronics.
Mr Wiersema concluded: “MEO does not
help manage how load is delivered to the engines
from the power consumers, but from the power-
management perspective we believe it is to the
benefit of our customers to say that with access to
the proprietary fuel, emission and response maps, a
broad MEO-adaptable product line and the use of
the patented control algorithms, it will be difficult
to beat the efficiency of MEO. Under certain
circumstances some systems may get close, but if
MEO is functioning properly it simply cannot be
beaten.” MP
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66 | POWERTALK
DESIGNING IN AN
ENERGY BOOST
Snapshot CV
Jan-Erik Räisänen, head of
new technology, Foreship
In a 20-year period with
ABB that included extensive
managerial experience, Mr
Räsänen latterly became
head of new technologies for
the group’s marine business.
He played a leading role
in advancing energy
management and decision
support through software
and the adoption of battery
technologies on working
vessels, with landmark
projects including the
retrofit of the complete
power and propulsion
systems for two of the
world's largest emission-
free electric ferries.
Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com
A leading engineering design consultant believes it has
ways to achieve major energy savings using waste heat
energy, energy storage and fuel cells
I
n March 2017, Foreship appointed Jan-Erik
Räsänen head of new technology. Formerly with
ABB, Mr Räsänen is an acknowledged expert in
shipboard energy optimisation, and one whose
breadth of experience in shipboard battery power and
fuel cell development would be hard to better.
Foreship, a naval architecture and marine
engineering consultancy, has made a speciality of
advising the world’s leading cruise ship companies
on how to optimise ship structures and systems for
energy efficiency. Mr Räsänen believes these are
exciting times for shipboard energy options and told
Marine Propulsion that he is revelling in his freedom
to offer objective technical advice.
As with everything at Foreship, projects seeking
to optimise energy use begin at the design level for
the newbuild or conversion. “The starting point is
to establish what the owners want to achieve and
their thoughts on how to go about it,” said Mr
Räsänen. “Then we analyse their wishes and make
recommendations, advising them on the goals that
are achievable and where we might have to look at
alternative solutions.”
Describing the working process for Foreship, Mr
Räsänen told Marine Propulsion: “You need to have
an overall picture of the energy balance in terms of
what you produce and where it goes.
One idea is reduce consumption as much as
possible – find technologies that maximise your
energy use. The other thing is to maximise the use of
energy that is otherwise wasted.
An overall understanding of the energy balance
between production and consumption is needed, so
that insight can be offered into where the energy
should be used and where it is typically wasted. “We
need to establish what the energy sources of the
vessel are/will be, and where efficiency gains might
be available,” he said.
Efficiency improvements could come from
considering new energy storage techniques (either
electrical or thermal), but they might also result from
reclaiming efficiencies from existing systems. What is
important is the complete energy flow of the vessel,
he said.
“You could, for example, describe waste
heat energy as an alternative energy source that
can be reused by being fed through absorption
chillers, organic Rankine cycle or steam
turbines,” said Mr Räsänen.
In the past, container shipping companies have
used steam turbines to reclaim the plentiful waste
heat generated by 60-70 MW two-stroke engines.
Until recently, cruise ship engines generating on
average 9-16 MW have not been large enough
to justify sizeable steam turbines, especially when
considering the typical operational profile of a cruise
ship. But “we are seeing a change because now it
is becoming possible to fit small steam turbines on
these ships, partly because of lower heat demand
in traditional steam processes with LNG fuel
and freshwater production, as well as improved
waste heat energy recovery systems,” Mr Räsänen
explained. Foreship is undertaking several feasibility
studies evaluating next-generation waste heat
recovery systems for cruise ship owners.
“One goal is to minimise the use of oil-fired
boilers, saving fossil fuel that would otherwise be
burned while also serving the combined needs of
the galley heating process, fuel heating, the reverse
osmosis plant producing fresh water and laundry
services, for example,” Mr Räsänen said.
There is swiftly emerging potential for cruise
ships to exploit battery power, with stored energy
deriving from a variety of sources. “Cruise operators

tend to have a better picture of their energy use
because they own and operate their own vessels.
With merchant vessels, you’re never sure who pays
for what, so it’s much harder to prescribe how to
address problems,” said Mr Räsänen.
He explained that there are ship types that have
been natural candidates for battery power, typically
ferries and shortsea vessels requiring power in short
bursts, or vessels used in the oil and gas sector that
spend a lot of time idling. Others have not been
such an easy fit, even though a hybrid solution with
batteries and conventional engine can improve fuel
efficiency by up to 15%.
Customer interest “has been there the whole
time,” but the objection to battery technology in
the cruise market has always been based on space
and cost, Mr Räsänen said. This objection is being
overcome. Foreship has already been involved in a
feasibility study to evaluate the use of battery power
for a leading cruise operator.
“Most cruise operators are keen to do
something. They realise there are savings to be
gained. Technology is developing very fast, so
something that wasn’t feasible yesterday is feasible
today,” he said.
Furthermore, shipboard battery options are
fast-developing. In late 2016, one battery maker
was offering a 6.5 kWh battery with dimensions
of approximately 36 cm by 30 cm by 30 cm. Six
months later, the same supplier is offering a 9.7 kWh
battery of the same size. “Typically, a high charge
and discharge rate has been one of the major criteria
to minimise the size of the batteries due to the big
physical size in space and weight,” Mr Räsänen said.
“But with increased density and lower price per
kWh, we see a step away from this. With a moderate
charge and discharge rate, we expect longer battery
lifetime as well.”
Cruise adopters of battery technology include
ship operators calling in particularly sensitive areas,
but Mr Räsänen cited as heralds of change recent
moves by Statoil to contract seven more supply
www.mpropulsion.com Marine Propulsion & Auxiliary Machinery | December/January 2017/18
POWERTALK | 67
vessels with hybrid battery operation and to invest in
a lithium ion battery manufacturer to develop energy
storage for dynamic positioning duties. “We are closely
“It’s not likely that we will see large numbers
of ships operating solely on batteries, but I believe
monitoring the
40-60% of all vessels could benefit from auxiliary development
battery load exploitation to support peak load
shaving,” said Mr Räsänen. “A small number of of fuel cell
ships – say, 5% of the fleet – will also use batteries
for specific duties: in the cruise sector, for example,
technology. We
battery power could be useful during port entry, don’t actively
where the environmental gains would be strong.
Foreship has recently seen an increased interest promote it
in fuel cells in parallel with combustion engines because we
to improve fuel efficiency. For the time being, Mr
Räsänen believes the most promising of the available don’t believe the
technologies is polymer electrolyte membrane
(PEM), whose use in the automotive industry has
technology is
brought a lower per-energy-unit price than the less- mature enough
mature solid oxide fuel cell (SOFC). But he added
that SOFC efficiency can be raised up to 65-70%, for use on a
whereas PEM has a lower efficiency of around 45%.
Mr Räsänen explained that while both
large scale. But
technologies use hydrogen as fuel, other types of fuel it is coming”
(such as LNG and methanol) can be used. LNG
and methanol, though, emit pollutants and need
a reforming process to produce hydrogen. After
the reforming process, carbon monoxide remains.
Mr Räsänen noted that while SOFC plants can
utilise both carbon monoxide and hydrogen as fuel,
the carbon monoxide needs to be removed in the
case of PEM, lowering the overall efficiency and
complicating the fuel treatment process.
“We are closely monitoring the development of
fuel cell technology. We don’t actively promote it
because we don’t believe the technology is mature
enough for use on a large scale. But it is coming,” Mr
Räsänen said.
As to whether these ideas are purely theoretical,
Mr Räsänen said: “Maybe. Maybe not. Let’s put it
like this: we very rarely do things that don’t have a
meaningful end to the story.” MP
Hurtigruten’s new expedition
cruise vessels will be able to
sail on battery alone
68 | BUNKER BULLETIN

IBIA clarifies position

on compliance
In response to what it calls views, statements and advice to clarify its position on This has come about
“a number of misleading to the International Bunker compliance with the global because a number of
headlines and articles Industry Association (IBIA)”, sulphur cap when it comes industry professionals,
incorrectly attributing certain the association has chosen into force in 2020. including IBIA members,
have presented their views
regarding the level of
compliance they expect in
World bunker prices (Bunker price Indications – Monday 4 December 2017)
2020. IBIA stated “These
are individual or company
views and should not be
LATEST PRICES BRENT WTI MGO NOTES
Settle $63.73 +$1.10 $58.36 +$0.96 $567.75 +$10.75 confused with an official
‘IBIA view’.”
EUROPE IFO-380 3.5% MGO 0.1%
Rotterdam MTD $349-$355 $540-$545
By way of clarification,
Antwerp MTD $353-$360 $545-$550 the association stated “IBIA’s
Lisbon MTW $364-$370 $579-$585 view on 2020 compliance,
Gibraltar MTD $370-$375 $585-$595
Gothenburg MTD $360-$365 $560-$565 reflecting the diversity of
Las Palmas MTD $380-$385 $600-$605 our membership, is that we
Malta MTD $370-$375 $578-$585
Piraeus MTW $375-$380 $590-$595 should be careful about
St. Petersburg MTD * $315-$320 $525-$535 being both too pessimistic
and too optimistic. There
MIDDLE EAST, SOUTH AFRICA
are legitimate concerns
Fujairah MTD $365-$370 $605-$615
Durban MTW $395-$402 $570-$575 Barging $11.50pmt about compliance and
Dammam-Ras Tanura MTD $351 $620 PPDD effective enforcement,
Jeddah- Yanbu- Rabigh MTD $359 $620 PPDD
Richards Bay MTW Subject Enquiry Subject Enquiry Barging $14.00pmt
but there are also equally
legitimate reasons to expect
AMERICAS a high level of compliance.
New York MTW $380-$385 $587-$605
Houston MTW $361-$366 $580-$585 The only real indication
New Orleans MTW $367-$382 $577-$582 we have at the moment is
Vancouver MTW $387-$395 $722-$727
Panama MTW $350-$357 $580-$595
statistics from the emission
Santos MTD $373-$374 $687-$688 DMA control areas (ECAs) in
Northern Europe, which has
FAR EAST
Hong Kong MTD $380-$385 $580-$590 put non-compliance with the
Singapore MTD $374-$378 $555-$565 ECA limit at around 5%.”
Busan MTD $395-$400 $585-$600
Tokyo Bay MTD $415-$420 $570-$580 Diesel LSDDMB
IBIA, along with other
Shanghai MTW $394-$398 $645-$650 stakeholders, will be
Qingdao MTW $397-$403 $645-$650 discussing ways to put
*Price not updated from previous report. US Prices are previous day closing levels. global shipping on track
to comply with the 0.5%
sulphur limit at IMO when
MTD = delivered Information supplied by WMF brokers: the Sub-Committee on
MTW = ex-wharf Dave Reid - e: dareid@wfscorp.com
PP = posted price Stuart Murray – e: stmurray@wfscorp.com
Pollution Prevention and
Response (PPR) meets in
All prices listed are in US Dollars. These are indicative prices only to be used as a guide, subject to change depending on market
February 2018.
conditions, quantity & supply date. IBIA also made it clear
DISCLAIMER: Please note that the information provided hereby merely contains observations and forward-looking expectations
that it urges its members to
which are subject to risk and uncertainties related to financial and market conditions in relevant markets and may otherwise be abide by regulations, follow
subject to change. The purpose of this information is to share insight, which has been reported through common sources or best practices and pursue a
our network. WMF undertakes no liability and makes no representation or warranty for the information and expectations given
in this information or for the consequences of any actions taken on the basis of the information provided. high level of professionalism
and ethical standards. MP

Marine Propulsion & Auxiliary Machinery | December/January 2017/18 www.mpropulsion.com

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