GOING CLEAN AND GREEN - Special fuels & engines - SWZ|Maritime
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3
Magazine for professionals in marine engineering | Volume 141, March 2020 | www.swzmaritime.nl
C 30 C 90
M 20 M 45
Y 10 Y 0
K 40 K 15
Special fuels & engines
GOING CLEAN AND GREEN
Tribute to the New combat support ship Small boat,
diesel engine More fuel efficient than
the Karel Doorman
much equipment
But with which First of new
types of fuel? flyshooter series
delivered
Verenigingsnieuws
inland waterways
EU STAGE V
Seniorleden op bezoek bij TNO Delft
certified engines
In 2017 hebben de seniorleden kennis kunnen van vloeibaar waterstof als brandstof aan
nemen van de nieuwe ontwikkelingen waar de boord dat de nodige uitdagingen met zich
Delftse Dream (Dream Realization of Extreme- meebrengt ten aanzien van de opslag in
ly Advanced Machines) Teams van de TU tanks, de opslag van LPG aan boord in kunst-
Delft aan werken. Dit jaar is tijdens de senio- stof tanks en het afvangen van CO2 bij de uit- Gefördert durch
rendag opnieuw de aandacht op nieuwe ont- laat of andere manieren van behandelen van
wikkelingen gericht, maar deze keer meer op uitlaatgassen. Ook werd een bezoek gebracht
de toepassing van de resultaten van natuur- aan de laboratoria met de nodige test- en
wetenschappelijk onderzoek. Ontwikkelingen proefopstellingen.
waaraan bij TNO in Delft wordt gewerkt. Na de presentaties en het bezoek aan de la-
Een beproefde en De DC13 XPI is een 4-takt dieselmotor met turbolader,
een common rail brandstofsysteem en Scania
De seniorleden waren te gast bij het Labora- boratoria hebben we bij TNO het aperitief ge-
brandstofzuinige motormanagementsysteem.
torium voor Structural Dynamics, een afdeling bruikt. Hierbij verzorgde de oplossing
voorzitter van de Vermogensrange
Voortstuwing 257 - 405 kW
Generatorset 257 - 397 kW bij 1500 omw./min.
van TNO waar het dynamisch gedrag van KNVTS – Bart Soede – de traditionele huldi- De seniorleden kregen een 257 kijkje in kW
- 404 de bij
“keuken” van TNO.
1800 omw./min.
Configuratie 6 in lijn
systemen onderwerp van studie is. ging van de jubilarissen, leden die vijftig jaar Cilinderinhoud 12.7 liter
Er werd uiteengezet hoe TNO de maritieme lid van onze vereniging zijn. nieten van een uitstekend
Brandstofinspuiting
Emissienorm
diner. Ook deze
Scania EMS en XPI
EU Stage V
sector ondersteunt bij het vormgeven van de Evenals vorig jaar vond de afsluiting van de keer hebben
Rating
Gewicht
we uit de vele reacties kunnen
ICFN / IFN / PRP
1050 kg (excl. vloeistoffen)
toekomst op zee. Zaken die daarbij de revue Seniorendag plaats in het Hampshire Hotel in opmakenOliedat de Seniorendag
capaciteit carter 34-45 liter 2018 als een
passeerden waren onder andere het gebruik Delft waar de deelnemers hebben kunnen ge- geslaagde dag beschouwd kan worden.
Haventerrein 1 Tel.: +31 (0)227 513 613
1779 GS Den Oever E-mail: sales@sandfirden.nl www.sandfirden.nl
XEAMOS-95x132.indd 1 16-03-20 13:56
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SWZ|MARITIME
09-04-2013 13:51:33
IN THIS EDITION
14 Special fuels & engines
Internal combustion engines play a
SWZ|Maritime in English
very dominant role in shipping. Is
that going to change under pres-
sure of environmental regulations?
In this special we look at engine de- Since the end of last year, we publish as much of our ma-
velopments and possible new fuels. gazine in English as possible. So far, we have received
one critical comment on this policy. Although it was just
one, you must take this serious as one reaction stands for
all those who do not react, but share the same thoughts.
33 Navigare necesse est That is why I will repeat my response here.
his is the third in a series of his-
T I’m sincerely sorry when our readers and especially members
toric articles with a focus on con- of our founding fathers the KNVTS and Stichting De Zee are
necting a vision on the future with a disappointed with the English content of our latest editions. But
view on the historic past of ship- we believe this is necessary for our magazine to survive. We
building practice. In this article: the changed to English for two reasons. First, to reach more poten-
Corinthians. tial readers. Both in our shipbuilding industry and the supplying
companies, but not least also on Dutch ships, where ever more
non-Dutch speaking people work, and English is the working
language. We would also like to reach them. We assume that
38 Improved efficiency for new
combat support ship
we still make an interesting magazine that unfortunately is read
by ever fewer subscribers. It is a lamentable fact that the num-
ber of members of maritime organisations is declining.
The second reason is a commercial one. For more than a deca-
On the 19th of February, the con- de, SWZ|Maritime has been struggling with a lack of advertise-
tract was signed for the new Com- ments. Extra money has to be spent on the magazine’s publicati-
bat Support Ship HNLMS Den on every year and if this continues, in a few years’ time the
Helder. The design will be based on bottom of our savings will be in sight. Our successive publishing
the HNLMS Karel Doorman, the so partners and now ProMedia indicate that advertisers prefer an
called Joint Support Ship. English magazine in order to communicate with their potential
customers. Popular digital newsletters such as the Shipping-
SWZ MARITIME • MARCH 2020
NewsClippings by Piet Sinke (who doesn't know him?) are enti-
rely in English, as is our own digital newsletter and website
Contents (www.swzmaritime.nl). Since we launched the new website last
summer, we have fortunately seen a strongly growing number
4 Dutch news of readers from a poor 1500 up to over 14,000 a month.
6 Markets Shipbuilders, suppliers, seafarers and ship owners have always
8 Maritime monthly spoken English to be able to do their job and do business. And
14 Tribute to the diesel engine we write in English to tell not only our friends and family, but
18 IMO GHG reductions 2030/2050 in perspective everyone who might be interested what our marine engineers
21 Global news have to offer. In this March issue, that’s again a lot about fuels
22 Using alternative fuels in combustion engines and engines, with a series of articles from different contribu-
tors. With special thanks to Johan de Jong, Manager Internati-
26 Future proof with ABC engines
onal Relations at MARIN, who coordinated this special.
30 Following in automotive’s footsteps
34 Ammonia as a marine fuel
36 AmmoniaDrive: a solution for zero-emission
shipping?! Antoon Oosting
40 Mars Report Editor-in-Chief
42 Book reviews swz.rotterdam@knvts.nl
43 Verenigingsnieuws KNVTS
Cover: MV Ankie was recently equipped with wind-assisted propulsion in the form
of an Econowind unit to cut fuel consumption and emissions. 3
DUTCH NEWS
ANTOON OOSTING
Alewijnse to supply electrical installation for diamond recovery vessel
Alewijnse has begun preparations for the immediately below the hull at depths of
complete electrical installation on board around 130 metres. A large onboard pro-
what will be the world’s largest offshore cessing plant then sifts the dredged gravel
diamond recovery vessel. Designated an on board the ship, removing the diamonds
Additional Mining Vessel (AMV) by its own- and sealing them in metal canisters.
er De Beers Marine Namibia (Pty) Ltd, the Another large and complex system is the
ship is said to be the most advanced of its The new ship will be the largest offshore diamond seven-thruster, DP2 dynamic positioning
type and the seventh member of the fleet of recovery vessel in the world. system that will be powered by six genera-
operator Debmarine Namibia. tors of 3230 ekW each. The first steel for
Alewijnse is working with the Damen Ship- cal power, control and monitoring. the vessel was cut in May 2019. A team of
yards Group at its Magalia yard in Roma- Paramount among these is the latest sub- over 200 skilled technicians will work on
nia. The AMV is an exceptionally complex sea crawling technology that recovers the the project until December 2020, and the
vessel and the build involves partners from diamonds from the seabed. This involves a vessel is due to begin work off the coast of
the mining industry as well as the maritime 300-tonne crawler machine, which deploys Namibia in 2022. For Alewijnse it is both the
sector. Its function demands a wide array a mechanical arm that moves in a horizon- first time the company works on such as
of sophisticated systems requiring electri- tal arc, dredging material from the sea floor vessel as well as the first time in Mangalia.
Bureau Veritas to conduct remote vessel surveys from Rotterdam
The ability to deliver Bureau Veritas classi- can be agreed by flag administrations.’ operating modes were tested in different
fication services without a surveyor being Good technology is vital for confidence in modes of connectedness: offline, partly on-
physically present on the ship is now a re- remote surveys. BV has conducted a full line, and fully online. In the latter mode, the
ality. The organisation’s first remote survey programme of tests and proof of concepts onboard client uses connected devices to
centre is part of the marine operations confirming that the relevant technologies show the ship’s condition in real time to a
team in Rotterdam. are now mature enough to enable remote remote surveyor and this means a survey
The necessary procedures took eight years surveys. Technologies used include: opti- can be closed at the end of a call.
to develop. ‘BV is now able to offer a com- mised live-streaming solutions; connected Benefits of remote surveys include: speed
prehensive range of survey items which devices (smartphones, tablets, Go-Pro of response and no travel or waiting time;
can be performed remotely,’ says Herman cameras, smart glasses, augmented reali- optimisation in the decision making pro-
Spilker, Vice President of the North Europe ty); and connectivity on board – with im- cess thanks to live-streaming solutions; im-
Zone for Bureau Veritas (BV). ‘The applica- provements from 4G networks and 5G yet provement in the quality of service; and
ble survey items include classification sur- to be realised. cost control through overall reductions in
SWZ MARITIME • MARCH 2020
veys and specific statutory items which During the development process, different travel time and arrangements.
Sailing battery for city and port of Amsterdam
Skoon Energy and Port of Amsterdam have lowed by two weeks of work in the city.
started Project Clean Amsterdam. The pro- Construction sites, events and film sets of-
ject revolves around a floating, container- ten need temporary power supplies. The
ised battery that is to provide the city and battery will then replace the diesel genera-
port with clean energy. tors that would normally be used.
Skoon is a platform that seeks to optimise ‘Zoev-city’s electrically powered ship takes
the use of mobile batteries by bringing sup- care of the transport of the battery. In this
ply and demand together. The Port of Am- way, we reduce pressure on the congested
sterdam uses the mobile battery to deal road network in Amsterdam and do not
with temporary peaks in the shore power take up parking spaces,’ says Daan Gelder-
network. In April and May, the number of mans, co-founder of Skoon.
river cruise ships visiting Amsterdam The battery uses sustainable energy sourc-
Picture (from left to right): Koen Overtoom (CEO Port of peaks. The available shore-based power es from the port such as Wind Farm Ruig-
Amsterdam), Kees Koolen (CEO Koolen Industries), supply is not always sufficient. The battery oord, solar panels and energy from bio-
Pepijn Reesink (Project Manager the Netherlands is to supply green electricity at these peak mass from AEB. In this way, it contributes
Skoon Energy), Peter Paul van Voorst tot Voorst times. Over the next six months, the battery to the ambition of Port of Amsterdam for a
(Founder Skoon Energy) with the mobile battery. will be used in the port for two weeks, fol- zero emission port.
4
DUTCH NEWS
Allseas acquires drill ship for deepsea mining
Allseas has acquired the former ultra- them on board and transfer them to a bulk
deepwater drill ship Vitoria 10000 for con- carrier at sea,’ says Jeroen Hagelstein, PR
version to a polymetallic nodule collection Manager at Allseas. ‘We are now working
vessel. Together with DeepGreen Metals, hard to develop the system we need. We
Allseas is developing a deepsea mineral are still in the process of deciding which
collection system. technology to use.’
The collection system is to responsibly re- Initially, the company considered convert- The drill ship Vitoria 10000 will be converted into a
cover polymetallic nodules from the ocean ing one of its existing ships for deepsea mining vessel.
floor and transfer them to the surface for mining, but then the option of buying the
transportation to shore. The nodules con- drill ship came along. ‘The fact that it is a tres wide, and can accommodate 200 peo-
tain high grades of nickel, manganese, DP (dynamic positioning) ship is a huge ad- ple. Although the conversion still has to
copper and cobalt; key metals required for vantage. In addition, its size allows for take place, the company expects the ves-
building electric vehicle batteries and re- much deck space to install the equipment sel to be operational for pilot nodule col-
newable energy technologies. needed. The drill tower can be used for the lection tests in the Pacific Ocean by mid
‘Our job in the partnership is to collect the riser system and the moonpool to launch 2021.
nodules from the ocean floor, to bring them and retrieve the collector,’ says Hagelstein. Read more on our website:
to the surface with a riser system, collect The Vitoria 10000 is 228 metres long, 42 me- shorturl.at/mpFP5.
Huisman to supply 1600-tonne crane for jack-up vessel upgrade
of its jack-up vessels with the new crane. one of these vessels.
Upon delivery in February 2022, it is said to ‘This unique crane has been enhanced
be the tallest crane in the market. with key updates and an even more ex-
With its upgraded crane (1600 tonnes@32 treme boom,’ says Alexandra Koefoed,
metres, 105 metres boom), the vessel will Managing Director, Fred. Olsen Windcarri-
be capable of installing larger foundations er. ‘The enhanced outreach capacity of this
and handling all known next generation tur- crane upgrade allows us to stow the wind
bines. The new crane will be placed on one turbine components in a more flexible way
of Fred. Olsen’s Gusto 9000 jack-up vessels, despite the increased crane weight, thus
The crane is fully electrically driven, resulting in but the company did not say which one. maintaining or exceeding the payload we
reduced maintenance and higher reliability. The company has two such vessels in its carry for our clients. The leg encircling
fleet, the Brave Tern and Bold Tern. Both crane also saves deck space. This is a con-
SWZ MARITIME • MARCH 2020
Huisman will deliver a 1600-tonne leg en- vessels are currently equipped with an siderable lifetime extension for the vessel,
circling crane to Fred. Olsen Windcarrier. 800-tonne Gusto main crane, meaning the as the weight and dimensions of wind tur-
The offshore contractor is upgrading one new crane will double the lift capacity of bine components continue to increase.’
Deep Dig-It buries cables more than five metres below the seabed
TenneT is building the Hollandse Kust en metres wide. It has an installed power
(South) offshore grid to the north of the of 2500 hp, making it possible to bury ca-
Maasvlakte, to connect new wind farms. bles into very hard soils. The depth of buri-
Four cables have to be buried more than al is said to be unmatched: well over five
five metres in the seabed for the first ten metres. The Deep Dig-It will be controlled
kilometres of the offshore cable route, as from Van Oord’s offshore installation vessel
to be able to cross the busy Rotterdam MPI Adventure, which is equipped with a
Maasmond shipping lane. For this job, Van crane that launches and recovers it.
Oord designed and built the Deep Dig-It The Deep Dig-It during tests in the Alexiahaven in The Hollandse Kust (South) offshore wind
trencher, a remotely controlled trencher. Rotterdam on 6 March. farm is 22 kilometres off the coast of the
The Deep Dig-It is a so-called “Tracked Re- Dutch province of Zuid-Holland. The sea
motely Operated Vehicle” (TROV), which ing the trench again. It is the largest, most cables connect the two offshore platforms
drives unmanned over the seabed, creating powerful machine in its class. The trencher with the Maasvlakte high voltage substa-
a deep trench for the cables, while simulta- weighs 125,000 kilos, is over seventeen me- tion and the Randstad 380 kV South ring.
neously inserting the cables and then clos- tres long, over eight metres high, and elev- The Deep Dig-It is to start work in July.
5
MARKE TS
BY HOOK OR CROOK, THE ENGINE HAS
TO BECOME CLEANER AND CLEANER
Let’s hope it will still take some time before the last museum steam ships and trains will have to stop
emitting their clouds of black smoke, although preferably without soot and black particles. But modern
shipping’s emissions have to become cleaner in the near future. If not, shipping and shipbuilding are
risking their licence to operate, having to pay high fines and being confronted with ever higher barriers
to operate ships and still make some profit. Therefore, the marine engine manufacturers have to come up
with the right solutions to answer the challenges of ever stricter emission standards as soon as possible.
T
he solutions are needed at short notice as the ship owners ships. For several ship types, like the largest container ships, this re-
have to make their investment decisions about what kind of quires a fifty per cent reduction in carbon intensity.
ships they want to order to be able to comply with the rules According to for example the Technology Outlook of DNV GL, by 2050,
that will be implemented for 2030 now, or at least in the com- shipping will have a large variety of propulsion means with different en-
ing years. In 2018, the IMO adopted its greenhouse gas (GHG) strategy gines, different fuels and a variety of assisting energy sources like fuel
by which shipping has to reduce its total annual GHG emissions by at cells, batteries, solar and wind energy. Yet, there will be an important
least fifty per cent by 2050. This requires a reduction of the emission of category of ships that will still have an internal combustion engine. By
CO2 per ship by approximately 85 per cent. This means that from 2023, 2050, heavy fuel oil (HFO) will most certainly not be used in shipping, as
measures have to be taken to reduce the carbon intensity of the fleet by the scrubber by that time will probably have also ended up in the muse-
at least forty per cent by 2030. Coming into effect in 2022, an up to thirty um of obsolete technology. The demand for cleaner ships with cleaner
per cent reduction has to be reached in carbon intensity of newbuilt propulsion will have to lead to a strong development of existing tech-
nologies in marine engines.
Internal combustion engine
The propulsion of the global seagoing fleet has until now still been dom-
inated by the traditional combustion engine that is fed by HFO or lower
SWZ MARITIME • MARCH 2020
sulphur fuels like marine gas oil (MGO), marine diesel oil (MDO), ultra-
low sulphur fuel oil (ULSFO, 0,1 per cent sulphur), very-low sulphur fuel
oil (VLSFO, 0,5 per cent sulphur), or LNG, besides some experiments
with methanol, ethanol or ammonia. The number of ships using a scrub-
ber is growing fast, which means that they can keep on burning HFO.
So, after the dip at the beginning of this year (when the IMO ban on the
use of HFO without a scrubber came into effect), it is expected that the
use of HFO will grow again, but not forever. The use of LNG will only
grow slowly as it burns cleaner, but still produces too much CO2.
The engines in the ships currently sailing the world are produced by
some sixty manufacturers, but most of them work with licences of the
world’s biggest companies as they own the knowledge and control the
R&D. The most important are Finnish Wärtsilä, German MAN ES (Energy
Solutions), American Caterpillar with German subsidiary MaK in Kiel,
South-Korean Hyundai Engine & Machinery Division, Japanese Mit-
subishi Heavy Industries Engine & Turbocharger and smaller players
like ABC in Belgian Ghent, Rolls-Royce with MTU Friedrichshafen and
Japanese Niigata. Other engine manufacturers like Yanmar, Honda,
Cummins or Doosan are more specialised in the auxiliary engines or the
smaller ones with lower power outputs (up to 5000 hp or kW).
6
MARKE TS
Two-stroke versus four-stroke they require less space in the engine room. The four-stroke in category
But every manufacturer has its strong and weak points and therefore, a III (100-10,000 kW on MDO) and IV (500-30,000 kW on MDO or HFO) is
different range of products. Some specialise in the production of the favoured by the ship owners that give less priority to high speeds. In the
really big engines, the two-stroke crosshead engines that produce a lot four-stroke, it is Wärtsilä that used to be (24.7 per cent a few years ago)
of power to propel the larger type of ships of the fast sailing container and probably still is the biggest manufacturer, with MAN SE (22.3 per
carriers, the big bulkers and the bigger tankers. The two-stroke cross- cent) as the runner-up and Caterpillar with MaK (10.5 per cent), Rolls-
head engines (Category IV-en- Royce/MTU (4.16 per cent) and Niigata (4.01 per cent) as the smaller
gines) are produced in power players. What the best engine is, depends a lot on the ship’s specifica-
What is ranges of 1500-100,000 kW,
with 50-250 rpm. Until recently,
tions, the chosen propulsion configuration, the trade, the availability of
different fuels and the preference of the owner for a particular supplier
developed in they preferably burned HFO,
where since January 1st, they
for its fleet. For ferries, it is easier to switch to an alternative fuel than
for a ship operating worldwide.
Europe, is ever now have to use a scrubber or In the Dutch fleet, a lot of engines come from Wärtsilä, MaK and to a
change to lower sulphur fuels. lesser degree MAN SE. This is due to the fact that the Dutch ship own-
more made in Although some predict the end ers are specifically active in the multi-purpose/heavy lift trade, short
of the two-stroke crosshead in sea, offshore and dredging and less in the bulker market, tankers and
China the near future, a great deal of container ships. Wärtsilä, is favoured by the Spliethoff Group and MaK
the bigger ships is still by Wagenborg, although the latter also has some Wärtsilä engines.
equipped with a such an engine, which because of their size are also Two-stroke engines can be found in the bulkers of Van Weelde Shipping
called the “cathedrals of the oceans”. The advantage of the two-stroke Group or container carrier NileDutch. Seatrade also ordered two-stroke
crosshead engine in particular, is the power it produces. Maersk Line crossheads for its latest series of four freezers. Wärtsilä is probably still
still favours it for its container ships as they had to be able to sail with profiting from its Dutch roots with the takeover in 1989 of Stork-Werk-
high speeds. So the Emma Maersk (2006-14,770 TEU), once the world’s spoor and in 2002 of the marine propeller factory of Lips in Drunen. The
biggest container ship, has a two-stroke crosshead engine to sail at 23 same works with other nationalities, Germans choose MAN or MaK, the
knots. Yet, the newer Triple-E-class (2012-18,000 TEU) has two such en- Japanese Mitsubishi and the Koreans Hyundai.
gines instead of one that give the ships less speed (19 knots), but work
more fuel efficient with fifty per cent less CO2 emission (per container) Alternative fuels
due to the waste heat recovery system. The R&D efforts of the engine manufacturers concentrate on the appli-
cation of alternative, cleaner fuels. ‘Tell us what fuel you want to use,
European R&D, made in China and we develop the engine for it,’ is often heard from the engine manu-
The market for two-stroke crosshead engines is strongly dominated by facturers. Until now, both Wärtsilä as MAN ES had quite some success
German MAN ES, especially thanks to the takeover in 1980 of the Danish with their dual-fuel engines able to burn LNG as well as MGO/MDO
manufacturer Burmeister & Wain to form MAN B&W, later MAN Diesel which comes in handy when the ship sails in a region where LNG is un-
& Turbo and now MAN ES. Since then, the old engine factory of Bur- available, such as in Latin-America and Africa. LNG will not be the best
SWZ MARITIME • MARCH 2020
meister & Wain in Copenhagen has been closed. The production of the solution to reduce the emissions of GHGs anyway. It is cleaner with less
MAN two-stroke crosshead engines by licencees has been outsourced emission of SOX and NOX, but not CO2. For this, completely different fuels
to some thirty manufacturers in China (some fifteen), Japan (about ten), are needed, like biofuels, methanol, ethanol, hydrogen or hybrid engine
South-Korea, Croatia, Poland, Spain and the US. With their production, configurations with the application of fuel cells. Belgian ABC is working
a few years ago MAN reached a market share of 86.3 per cent, versus on engines that can burn hydrogen. And what will MAN SE, Rolls-
Wärtsilä with just nine per cent and Mitsubishi with 2.3 per cent. Royce/MTU, Caterpillar/MaK, WinGD, the Chinese, South-Koreans and
Like MAN, Wärtsilä also bought its knowledge of the two-stroke cross- Japanese do to make their engines cleaner? Let’s hope they bring a sur-
head engines through a merger: in 1997 with the New Sulzer Diesel Ltd prise to the SMM in September.
from Swiss Winterthur. The Swiss company, Wärtsilä Switzerland Ltd.,
responsible for the low-speed, two-stroke crosshead engine within With special thanks to Jan Willem Verhoeff of the Dutch ship owner or-
Wärtsilä, was merged with China State Shipbuilding Corporation (CSSC) ganisation KVNR and diesel specialist Kees Kuiken for their input.
in early 2015 and renamed Winterthur Gas & Diesel Ltd. (WinGD). In
2016, Wärtsilä Corporation transferred its remaining shares of WinGD to
CSSC making WinGD fully owned by CSSC. The engine brand was
changed from Wärtsilä to WinGD. With both MAN SE and Wärtsilä one
Antoon Oosting
can see that what is developed in Europe, is ever more made in China. Freelance maritime journalist and
SWZ|Maritime’s Editor-in-Chief,
swz.rotterdam@knvts.nl
Ship owner’s choice
The majority of the ship owners in multi-purpose shipping, dredging, ro-
ro and cruise ships prefer the four-stroke engine, particularly because
7
MARITIME MONTHLY
LAUNCHES
Ghasha
The trailing suction hopper dredger (TSHD)
Ghasha (yard number 1308, imo 9880958) was
successfully launched at Royal IHC in Kinder-
dijk on 19 February without attendance of the
maritime press. For the time being, it is the
last launch from the new building hall in Kin-
derdijk, because there are no new orders. The
Ghasha is an extended version of the 6000-m3
TSHD Arzana (yard number 1289, imo
9817028), which IHC also built for National
Marine Dredging Company (NMDC), Deirah,
and was delivered on 14 February 2018. The
new TSHD has a number of innovations, in-
cluding an enlarged hopper capacity of 8000
m3 and a larger dredging depth of 45 metres. The Annika Braren will be fitted with a Flettner-rotor (photo F. Olinga).
The tailor-made solution combines a shallow
draft and a large dredging depth with a high
level of manoeuvrability and suitability for op- 8L32, total 9300 hp or 6844 kW at 750 rpm on reedungs GmbH, Kollmar, was launched at
erating in challenging environments with high two controllable pitch propellers for a speed Royal Bodewes in Hoogezand on 14 February.
temperatures. Two days after the launch, the of 14 knots. The hopper dredger will be classi- The particulars of the Trader 5150 are: 2999
floating sheerlegs Matador and Matador 2 fied by Bureau Veritas for unrestricted navi- GT, 1731 NT, 5035 DWT – dimensions: L oa (ll)
placed the accommodation on the hull. gation, dredging within 15 miles from shore or x B x D (d) = 86.93 (84.98) x 15.00 x 7.17 (6.35)
In addition, IHC will deliver the first TSHD sim- within 20 miles from port, dredging over 15 metres. The hold capacity is 6258 m3 or
ulator to the Middle East. This will allow miles from shore with high swell less than 221,000 cft. The maximum permissible load on
NMDC to further develop and strengthen its 2.50 meters. Delivery of the Ghasha is expect- the tank top is 15 ton/m2 and on the Coops &
in-house dredging capabilities. The technical ed in the second half of 2020. Nieborg pontoon hatches a maximum of 1.75
details of the new hopper dredger are: 8774 ton/m2. The MaK main engine, type 6M25, with
GT, L oa (bp) x B x D (d) = 123.00 (114.90) x Annika Braren a power output of 1850 kW or 2500 hp via a
25.00 x 7.60 (6.50) metres. Propulsion is pro- The Annika Braren (yard number 731, imo Siemens gearbox on a controllable pitch pro-
vided by two Wärtsilä diesel generators, type 9849148), a Trader 5150 for Roerd Braren Be- peller for a speed of 12.5 knots, is only operat-
SWZ MARITIME • MARCH 2020
ed with gas oil and is also equipped with a
downstream exhaust gas catalytic converter
to reduce nitrogen oxides. This enables NOX
emissions to be reduced by up to ninety per
cent. In order to reduce fuel consumption and
emissions, the ship will be fitted with a rotor
from Eco Flettner GmbH in Leer. The Flettner-
rotor uses wind power to give the ship for-
ward thrust. This is achieved by the so-called
Magnus Effect, which converts winds hitting
the sides of the ship into propulsion. Braren
finds it a much more sensible principle than
the – now failed – attempts with the so-called
Skysail, which was supposed to use wind
power. With this sail, the force was more up-
ward, but the ship was supposed to move for-
ward. It is planned to install the rotor in Au-
gust at a German shipyard. With this 18-metre
high and eight-tonne superstructure part, the
The hopper dredger Ghasha was launched at Kinderdijk (photo Alblasserdamsnieuws). Annika Braren, will become a hybrid ship. By
8
MARITIME MONTHLY
The dimensions are: L oa (bp) x B x D (d) =
166.14 (144.00) x 36.00 x 13.60 (9.75) metres.
The Galileo Galilei is diesel-electrically pro-
pelled by two MAN B&W main engines, type
12V32/44CR (320 x 440), with a total output of
17,136 kW or 23,298 hp, on two propellers in
nozzles (2 x 7500 kW) for a speed of 15.5
knots. The pump power for trailing is 3400 kW
and for discharging 14,000 kW. The maximum
dredging depth is 86 metres. The diameter of
the suction pipe is 1200 mm. Accommodation
is provided for 32 persons. Delivery can be
expected in May.
Geo Ranger
The hydrographic survey vessel Geo Ranger
(yard number 864, imo 9885831) for Geo Plus
BV, Groningen, was launched at Koninklijke
The Arklow Ace is the third FS8500-1A in a series of six (photo F. Olinga). Niestern Sander in Delfzijl on 7 March. The
contract for construction under Lloyd's Regis-
ter class was signed on 26 April and the keel
installing this device, Braren hopes to achieve Propulsion is provided by a MaK main engine, laying took place on 2 September 2019. The
fuel savings of up to fifteen per cent. The type 6M25C, 2000 kW or 2717 hp at 750 rpm on DP2 vessel was designed by Conoship Inter-
Flettner rotor, costing more than 700,000 eu- a controllable pitch propeller in a nozzle for a national BV in close cooperation with KNS.
ros, is subsidized with 330,000 euros from speed of 13 knots. The bunker capacity is The details of the Geo Ranger are as follows:
Brussels. The delivery and commisioning of 271.1 m3. The A-series, a continuation of the 498 bt, L oa x B x D = 41.00 x 8.70 x 4.25 me-
the new vessel is planned for April. B-series previously built by Ferus Smit, will tres. The propulsion is diesel-electric with an
have two holds (a total of 9911 m3 or 350,000 installed power of 4 x 300 kW to drive two rud-
Arklow Ace cft) with an adjustable tweendeck. The maxi- der propellers (2 x 400 kW) and two bow
At shipyard Ferus Smit, Westerbroek, the Ark- mum permissible tank top load is 15 ton/m2. thrusters (2 x 200 kW). Accommodation for 21
low Accord (yard number 439, imo 9851957) of The Arklow Ace, the third in a series of six FS persons will be provided on board. The delive-
Arklow Shipping ULC, Wicklow was launched 8500-1A ice class 1A bulkers, is due for deliv- ry is planned for April.
without ceremony on 6 March. The design ery in April.
with a modified bow is a bulk oriented general
SWZ MARITIME • MARCH 2020
cargo ship that will be mainly employed in the
shipment of wheat, corn and other bulk com-
modities in European waters.
Galileo Galilei
By order of Jan de Nul, Luxembourg, Cosco
(Dalian) Shipyard Co. Ltd is building the
DELIVERIES
The details of the FS 8500-1A are: 5078 GT, 18,000-m3 hopper dredger Galileo Galilei (yard River Thames
2704 NT, 8543 DWT – L oa (bp) x B x D (d) = number N-713, imo 9872365). Float-out took PaxOcean PT Graha Trisaka Industri, Batam,
119.50 (116.90) x 14.99 x 9.70 (7.19) metres. place on 20 December 2019. has transferred the 2300-m3 trailing suction
hopper dredger River Thames (yard number
1304, imo 9865714) to DEME NV, Vlissingen.
The River Thames, which was ordered at the
beginning of September 2018 from Royal IHC,
was launched on 31 October 2019.
The most important data of the River Thames
are: 1520 GT, 732 NT, 2775 DWT, L oa (bp) x B x
D (d) = 79.95 (78.20) x 15.00 x 5.00 (3.65) me-
tres. Propulsion is provided by two Caterpillar
main engines, type C32, total 1418 kW or 1926
hp at 1600 rpm on two propellers for a speed
of 9.5 knots. The bunker capacity is 232.7 m3.
The hydrographic survey vessel Geo Ranger for Geo Plus The Bureau Veritas class built trailing suction
The float-out of the hopper dredger Galileo Galilei. BV (photo F. Olinga). hopper dredger is equipped with an innova-
9
MARITIME MONTHLY
tive IHC Plumigator system that solves prob-
lems with turbidity. These problems are
caused by the overflow process, such as air
pockets underneath the vessel, which can
lead to loss of performance, extra downtime
and maintenance costs. The IHC Plumigator
also reduces the sludge cloud around the
vessel during dredging operations. The River
Thames is designed for dredging in shallow
water, both at sea and in inland waters. The
maximum dredging depth is 30 metres.
Two 3500 m³ splitbarges, the Bengel (yard
number 1305, imo 9865611) and Deugniet (yard
number 1306, imo 9865623) are also being built
at the same yard. These are based on the IHC The Sanderus is the first ULEv for Jan de Nul.
standard “splittrail” 3500 design.
Sanderus not only invests in air quality, but also sets Nul), Luxembourg, on 17 December. The iden-
Jan De Nul Group’s newest hopper dredger ambitious greenhouse gas reduction targets tical Ortelius (yard number H-403, imo
Sanderus arrived in Zeebrugge on 20 Febru- to reduce its climate footprint. For its maritime 9861835) is still under construction in Singa-
ary. In the next two years, the vessel will fleet, Jan De Nul plans to choose for one hun- pore and due for delivery in 2020. The hopper
maintain the navigation depth in the marine dred per cent renewable fuel, a certified sus- dredgers are classified by Bureau Veritas
access channels to the Flemish ports under tainable substitute for fossil fuel made from class for unrestricted navigation.
the authority of the Flemish Government. The waste flows. Since the end of 2019, the first The major technical details are: 7727 GT, 2318
Sanderus is an Ultra-Low Emission vessel hopper dredger, the Alexander von Humboldt NT, 9830 DWT – L oa (bp) x B x D (d) = 111.70
(ULEv) due to a two-stage catalytic filter sys- (1998 – 10,451 GT) is sailing in Zeebrugge on (92.40) x 24.60 x 9.60 (5.50 or 7.20 loaded) me-
tem on board. Another three major vessels one hundred per cent biofuel. Jan De Nul tres. Three MAN B&W-diesel generators,
with the same technology and ultra-low emis- Group has also made this switch for other type 8L27/38, have a total output of 7500 kW at
sions are under construction for Jan De Nul. dredging vessels: the Magellano 1800 (1980 750 rpm. The propulsion power of two azimuth
These vessels are equipped with a catalyst – 1872 GT) and Verrazzano 1800 (1979 – 1872 thrusters is 2 x 2150 kW for a speed of 12.5
that renders nitrogen oxides harmless and GT) in Nieuwpoort. The 6000-m3 hopper dredg- knots. The bunker capacity is 603.56 m3. The
with a soot filter blocking the finest particles. er Sanderus (yard number H-402, imo 9830941) maximum dredging depth is 35 metres, the
Several of these pollutants also affect our cli- was built by Keppel Fels Ltd., Singapore, suction pipe diameter is 1000 mm. The pump
mate. Thus, the post-treatment also ensures a launched on 7 May 2019 and taken over by powers are: (trailing) 1500 kW and (discharg-
SWZ MARITIME • MARCH 2020
reduction of greenhouse gases. Jan De Nul European Dredging Company S.A. (Jan De ing) 4000 kW. Accommodation is provided for
sixteen persons.
Two Road Ferries 8117 E
Following an extensive international tender
procedure, BC Ferries, Victoria B.C., ordered
Damen Shipyards Group to build two Road
Ferries 8117 E with an economic lifetime of
forty years as part of a fleet renewal pro-
gramme in the summer of 2017. Under Bureau
Veritas class, construction of the ferries be-
gan at the same time on 30 May 2018, after
which the ferries were launched in Galati on 7
February and 14 March 2019 respectively. Af-
ter extensive trial runs, the two ferries were
shipped from Constanta on 20 November 2019
on deck of the semi-submersible heavy lift
vessel Sun Rise (2012-22,499 gt) to Victoria
B.C., where the transport arrived on 18 Janu-
The River Thames was built at Batam under supervision of Royal IHC. ary 2020. On the 19th of February, BC Ferries
10MARITIME MONTHLY
555505, imo 4736499) in a ceremony held at
the Romanian port Constanta on 13 February
2020 in attendance of Vice Admiral Muham-
mad Fayyaz Gilani HI (M), Vice Chief of the
Naval Staff. Damen Shipyards Group signed
the contract with the Ministry of Defence Pro-
duction for two multipurpose Ocean Patrol
Vessels (OPVs) for the Pakistan Navy on 30
June 2017, following a tender process. The
second OPV, the PNS Tabuk F-271 (yard num-
ber 555506, imo 4736504), launched on 2 Sep-
tember 2019, is due for delivery in June this
The Road Ferry 8117 Island Discovery is the start of a fleet renewal programme by BC Ferries. year. The OPV 1900 is capable of performing a
variety of maritime operations and can trans-
port both a helicopter and an unmanned
Inc., Vancouver BC, held a naming ceremony ships are fitted with hybrid technology that aerial vehicle (UAV). The ship can launch two
for the first of its two Island Class Ferries at bridges the gap until shore charging infra- high speed rigid hull inflatable boats (RHIBs)
Victoria’s Point Hope Maritime. During this structure and funding becomes available in of 11.5 metres and 6.5 metres simultaneously
event, the names of the vessels, Island Dis- B.C. From the exterior details to the engines, and also has the capability to accommodate
covery (yard number 539313, imo 9831751) and the design of the new vessels reduces under- two TEUs for special mission based opera-
Island Aurora (yard number 539314, imo water radiated noise, lowers emissions and tions. Damen constructed the PNS Yarmook
9831763), were revealed for the first time. The improves customer service. The Island Class and PNS Tabuk at its yard in Galati.
two ferries, based on Damen’s 81-metre Road ferries have the capacity to carry 47 vehicles The OPV 1900 has a displacement of 2400
Ferry 8117E3 design and built at Damen Ship- and between 300 and 450 passengers and tonnes and as dimensions: L oa (bp) x B x D
yards Galati in Romania, will enter service crew, depending on configuration. The main (d) = 91.25 (83.54) x 14.00 x 6.75 (2.75) metres.
mid-2020, serving the Powell River-Texada Is- deck has a garage length of 193 metres and The propulsion system consists of four Cater-
land and Port McNeill-Albert Bay-Sointula the car deck a length of 99 metres. For war- pillar-main engines, type 3516E(4 x 2350 kW)
routes respectively and will replace the 59- ranty, technical support, maintenance and re- on two controllable pitch propellers with a di-
year old North Island Princess and 53-year pairs after delivery, Damen Shipyards has ameter of 3000 mm for a speed of 23 knots.
old Quadra Queen II. Both ferries are part of concluded an agreement with Canadian Point Standard armament is a 76 mm main gun on
BC Ferries fleet renewal programme. In No- Hope Shipyards. the fore ship and two secondary 20 mm guns.
vember, Damen announced that it had se-
cured a repeat order from BC Ferries for four PNS Yarmook Toki and Aya
additional Island Class Ferries (yard numbers The Pakistan Navy has commissioned the first Damen Shipyards Changde delivered two
SWZ MARITIME • MARCH 2020
539320-539323, imo 9900576, 9900588, 9900590 OPV 1900 PNS Yarmook F-271 (yard number ASD’s 3010 ICE to Vanino Trans Ugol JSC,
and 539323) by 2022. These are planned to
service routes between Campbell River and
Quadra Island, and Nanaimo and Gabriola Is-
land. The four additional ferries are being
built on a 200-million-US-dollar contract.
The principle technical data of the Road Ferry
8117 E are: 2277 GT, 683 NT, 334 DWT – L oa
(bp) x B x D (d) = 81.20 x (74.00) x 17.40 x 5.70
(3.30) metres. The diesel-electric drive con-
sists of two Mitsubishi-Le Roy Somer genera-
tors, type S16R2-MP (170 x 220), total 4075 hp
or 3000 kW at 1200 rpm on two Azimuth thrust-
ers (2 x 956 kW) with a diameter of 1850 mm
for a speed of 14 knots. The bunker capacity
is 86 m3. The diesel-electric hybrid drive with
lithium battery packs meets Tier III require-
ments and runs on ultra-low sulphur marine
gas oil. The battery equipped ships are de-
signed for future fully electric operation. The The Damen OPV 2400 PNS Yarmook.
11MARITIME MONTHLY
Vincent and Grenadines and operated by Per-
enco S.A. was launched on 5 September 2019
and trials were held on 28 November and 17
December on the Hollands Diep and Haring-
vliet. The particulars of the Sili Glaz are: 868
GT, 350 DWT – L oa x B x D (d) = 43.16 x 17.00 x
3.30 (1.50) metres; propulsion by two Caterpil-
lar main engines, type C 32, total 1394 kW on
two propellers. The vessel is equipped with
The Toki is one of two ASD’s 3010 ice delivered by Damen The ASD 3212 Magni will operate in several Icelandic one Heila hydraulic deck crane, type HLRM
Shipyards. ports (photo R. Zegwaard). 120/3SL (SWL 5.6 tonnes at 15.19 metres) and
one Global davit boat crane.
Kholmsk, the Toki (yard number 512615, imo (un)berthing operations, escort operations, LT-295 Jonge Johannes
9848651) and Aya (yard number 512616, imo coastal towage operations and fire fighting The twinrigger/flyshooter LT-295 Jonge Jo-
9848663). The details of the ASD 3010 ICE are: operations. The ASD 3212 replaces a smaller hannes (yard number BA-626, imo 9848792) is
299 GT, L oa x B x D (dg) = 29.84 x 10.43 x 4.60 Damen StanTug 2208 of the same name, deliv- the second in a series of three designed by
(5.00) metres. The propulsion system consists ered on 16 May 2006 as yard number 509603. Vripack Yacht Design in Sneek and completed
of two Caterpillar main engines, type 3516C The new Magni will operate across a number by Damen Maaskant Shipyards BV. The hull,
HD TA/B, total power 3840 kW or 5150 hp at of Icelandic ports. An increase in the number which was launched on 15 July at Safe Sp.
1600 rpm on two RR azimuth thrusters, type of cruise vessels visiting the country, as well z.o.o., Gdansk, arrived at the inner harbour of
US 255, with a diameter of 2400 mm for a bol- as general shipping traffic, has made a pow- Stellendam on 10 September to be completed.
lard pull of 58.5 tonnes and a speed of 13.6 erful tug increasingly necessary. After trial runs on 28 February, 3 and 6 March,
knots. The bunker capacity is 72.3 m3. Accom- The data of the ASD 3212 are: 450 GT, 135 NT the Jonge Johannes left Stellendam for
modation is provided for eight persons. The – L oa x B x D (d) = 33.35 (31.90) x 13.40 x 5.35 Scheveningen on 9 March.
tugs are classified under the Russian Mari- (5.90) metres. Propulsion is provided by two The data of the three twinrigger/flyshooters
time Register of Shipping. Caterpillar main engines, type 3516C HD+TA/D are as follows: 498 GT – L oa (bp) x B x D (d) =
with a total power of 6772 hp or 5050 kW at 32.22 (30.50) x 9.60 x 7.10 (4.16) metres. The
Three ASD’s 3212 1800 rpm on two RR-Azimuth thrusters, type diesel-electric installation consists of three
Three at Damen Song Cam Shipyard JSC, US 255 P30/P35 FP, with a diameter of 3000 Caterpillar C18 Leroy Somer generators with
Haiphong, built ASD Tugs 3212 have been mm for a bollard pull of over 85 tons and a an output of 581 kVA and a Caterpillar genera-
completed. Two ASDs 3212, the Sochi (yard speed of 14 knots. tor set with an output of 124 kVA. Innovative is
number 512551, imo 9795842) and Tuapse the 252 kWh battery bank for storage of re-
(yard number 512552, imo 9795854), were de- Sili Glaz covered energy during grid expansion and
SWZ MARITIME • MARCH 2020
livered to Oteko Terminal LLC, Taman. The Holland Shipyards BV, Hardinxveld, delivered slack off. All energy is collected in a DC bus
journey from Haiphong to the Kerch Strait the offshore utility vessel Sili Glaz (yard num- from which a 1050 kW Leroy Somer electric
near Taman was made on their own keel. ber HS2018-0650, imo 9883261) to Dimeter Ltd., motor drives the 3400 mm diameter fixed pro-
The third ASD 3212, the Magni (yard number Llyr Marine Ltd., Nicosia, on 27 December peller via a Reintjes gearbox in an Optima
512565, imo 9855903) was launched on 15 Au- 2019. The Sili Glaz, sailing under the flag of St. nozzle, as are the fishing winches, 110 kW
gust 2019 and delivered to Damen Shipyards
on 11 October 2019. One week later, the Mag-
ni left Haiphong for Rotterdam under the flag
of St. Vincent and Grenadines. Upon arrival at
Stellendam and Schiedam, the Magni was
adapted to the requirements of the client,
brought under Lloyd's Register class and then
handed over to Faxaflóahafnir SF (Associated
Icelandic Ports), Reykjavik, on 3 December.
On 6 and 7 January 2020 the trials and bollard
pull test was executed in Europoort, after
which another trial was performed on 11 and
12 February on the Haringvliet. The Magni left
Schiedam for Reykjavik on 19 February. The
Magni will be used for harbour and terminal The utility vessel Sili Glaz for Perenco SA (photo H. Trommel).
12MARITIME MONTHLY
bow thruster, a number of main pumps and
fans. The bunker capacity is 40 m3 and fuel
consumption is up to 15 tonnes per week. The
fish hold has a capacity of 230 m3. Accommo-
dation is provided for nine crew members.
The Jonge Johannes was handed over to the
Ekofish Group BV, Urk/Lowestoft on 14 March
owned by the brothers Johannes and Renze
de Boer in Urk. The first of the series, the UK-
205 Spes Nova (yard number BA-623, imo
9843479), was handed over on 8 November
2019. The third identical twinrigger/flyshooter
is still under construction: the PD-105 Turma
Nova (yard number BA-628, imo 9876816),
which was launched in Gdansk on 28 October.
UK-124 Luut Senior The UK-124 Luut Senior is the first of a series new flyshooters (photo H. Trommel).
In Stellendam, the UK-124 Luut Senior (yard
number 217, imo 9873838) was transferred by
Padmos Shipyard BV to Rederij T. de Boer & detailed drawings include all the fishing September, the hull was delivered in Stellen-
Zn., Urk, on 29 February. It is the first of a se- equipment and propulsion arrangement. This dam the next day by the motortug RT Borkum.
ries of new optimal flyshooter/twinriggers to was quite a complex task, because it is a rela- The details of the Luut Senior are as follows:
be completed at Padmos Shipyard BV, Stel- tively small boat with respect to the amount of 246 GT, L oa x B = 24.95 x 8.50 metres. The pro-
lendam, building them simultaneously and de- equipment it contains. One of the primary pulsion system consists of a Mitsubishi main
livering them at four-month intervals. The pre aims was to increase the overall efficiency by engine, type S12R-MPTAW, of 749 kW at 1500
concept design of the flyshooter was pre- optimising the propulsion arrangement, which rpm. The Powerplant consists of two Mitsubi-
pared by C-Job Naval Architects, Hoofddorp. is direct-diesel driven. This new vessel got a shi auxiliary engines: an S6A3-T2MPTAW of
Their Rotterdam office supported the sales 3-metre propeller so that with the same pow- 450 kW at 1500 rpm for the hydro pump/gener-
process by providing a 3D digital model and er capacity, it will have much more bollard ator and a 6D16T of 106 kW at 1500 rpm for the
3D animations. Padmos produced their own pull – a characteristic that is critical in fishing generator.
general arrangement plans and during the operations. The Luut Senior was ordered in The second flyshooter, the UK-135 Sjoerd
construction phase, C-Job provided the pro- December 2018 and construction began in Hendrikje (yard number 218, imo 9880142), for
duction drawings that needed more specialist March 2019 at Casco & Sectiebouw Rotter- Cees & Hendricus Pasterkamp, Urk, was
technical and engineering knowledge. These dam CSR, Rotterdam. After the launch on 27 launched on 5 December and is currently be-
SWZ MARITIME • MARCH 2020
ing completed in Stellendam. The third will be
the GY-127 Hendrika Jacoba (yard number
218, imo 9880142) for Danbrit Ship Manage-
ment Ltd., Hunmanby, Filey with delivery in
June. Meanwhile, T. de Boer has taken an op-
tion on a fourth flyshooter.
Gerrit de Boer
Has been a maritime writer for over fifty
years and is one of SWZ|Maritime’s
editors, gerritjdeboer@kpnmail.nl
The LT-295 Jonge Johannes is the second flyshooter of three (photo H. Trommel).
13FUELS & ENGINES
TRIBUTE TO THE DIESEL ENGINE
But with which types of fuel?
Internal combustion engines play a very dominant role in shipping. They are by far the most popular
way of powering ships. Is that going to change under pressure of environmental regulations and, in
particular, the requirements to reduce the emission of greenhouse gases?
P
resently, some 100,000 seagoing merchant ships sail our No practical alternative
SWZ MARITIME • MARCH 2020
seas and oceans, with an installed power ranging from Apart from in shipping, the internal combustion engine is also ex-
roughly 1 to 100 megawatts (MW) per ship. With very few tremely popular as a power source. In road and rail transport, agri-
exceptions, all these ships are propelled by diesel en- culture, the building industry and military organisations, millions of
gines, most of these with a direct drive system, some with a diesel- diesel engines are being used. What explains this popularity? The
electric propulsion or hybrid system. Until the end of last year, about main reasons are a high engine efficiency, flexibility in output power
65,000 of these used heavy fuel oil (HFO) as fuel. Since the 1st of (from small to very large) and the availability of fuels with an attrac-
January, a few thousands of these still use the same high sulphur tive combination of high specific energy content, both in volume and
HFO in combination with scrubbers, which remove the sulphur from weight, and good storage and combustion characteristics. In a way,
the exhaust gases. The majority, however, changed to a blend of it is remarkable how in spite of the many disadvantages of the die-
low sulphur fuel oil or marine diesel oil (MDO). A large portion of the sel engine, such as size, weight, noise, vibration problems, harmful
remaining ships use MDO or a similar diesel fuel. A few hundred emissions, complex HFO treatment systems, lubricating oil systems
ships use other fuels, such a LNG, LPG, methanol or biofuel. Similar- and extensive maintenance requirements, the diesel engine has be-
ly, many thousands of inland waterway ships, fishing vessels and come such a great success. With for many applications no practical
yachts are being propelled by diesel engines, with usually MDO or alternative.
marine gas oil (MGO) as fuel. Moreover, the many thousands of During the twentieth century, steam power was gradually replaced
ships currently under construction or on order worldwide will al- by diesel power because the combination of a steam boiler and a
most all be powered by diesel engines. Upon completion, most of turbine or any other form of steam power showed a maximum effi-
these ships will be fuelled by fossil oil fuels, at least initially. On ciency of about 25 per cent, whilst diesel engines, from small to
average, the yearly fuel oil consumption of international shipping large, deliver an efficiency of between thirty and fifty per cent, in
amounts to about 300 million tonnes. recent years even up to 54 per cent for very large low speed two-
Photo: The Wärtsilä 50DF (dual-fuel) engine can be run on either natural gas, light fuel oil (LFO), or heavy fuel oil (HFO) (all pictures by Wärtsilä).
14FUELS & ENGINES
stroke engine installations. Gas turbines also have a poor efficiency power systems and/or fuels. In theory, ships could be powered by
and cannot compete successfully with diesel engines for most ap- batteries, by fuel cell systems in conjunction with selected fuels, or
plications. Some naval ships use gas turbines or steam power, the by other systems, which are still on the drawing board.
latter mostly in combination with nuclear installations. There is also For ships for deep sea operation, these alternatives are for the time
a sizeable number of mostly older LNG carriers operating on steam being most probably not
power, using boil-off methane gas from the cargo as fuel for their very practicable if at all
boilers. possible. This leads us to
the question whether by
Eighty per cent more fuel efficient
In accordance with the requirements of the International Maritime
In 2050, ships further development or by
the use of fuels producing
Organization (IMO), international shipping should reduce the emis-
sions of greenhouse gases (GHGs) such as CO2 and methane by
should be about less GHG emissions, the
diesel engine will be al-
2050 to fifty per cent of the total amount of these emissions pro-
duced in 2008, whilst pursuing efforts towards phasing them out en-
eighty per cent lowed to survive. As a
number of ships operating
tirely. It has been estimated, based on expected trade and transport
growth development and other factors affecting fuel consumption,
more fuel efficient today or now being built
will still be around in 2050,
that in order to reach the 2050 goal, by that time, on average, ships than in 2008 this is not just a theoretical
should be about eighty per cent more fuel efficient than they were question. Moreover, the
in 2008. In spite of continuing efforts to make ships more fuel effi- 2050 goal is not the end of
cient, by improved hydrodynamics and propulsors, better hull sur- the story. The final target
face coatings, use of wind propulsion assistance, hybrid power sys- will be to phase out fossil fuels completely. In earlier issues of this
tems, slow steaming, and so on, it is unlikely that this 2050 goal can magazine, our regular contributor Kees Kuiken has published a
be reached by keeping to the kind of fossil fuels we abundantly use number of articles explaining developments in the design and use of
today. Consequently, the marine industry has to look at alternative diesel engines. Based on present knowledge, this article will men-
SWZ MARITIME • MARCH 2020
The Wärtsilä X35 engine is a two-stroke, slow speed diesel engine.
15FUELS & ENGINES
tion a number of fuels which may or may not play a role to keep the
good old diesel engine running on our ships. In this overview, the
emphasis will be on GHG emissions with less or no attention being
paid to other harmful emissions like NOX, CO, particulate matter
(PM) and black carbon.
From various publications it is understood that the industry consid-
ers the following alternative fuel types for diesel engines, both for
new installations and, equally important, for the conversion of exist-
ing diesel engine installations.
LNG or CNG, liquefied or pressurised methane
Presently, there are some 325 seagoing ships operating on LNG or
CNG as fuel whilst there are about 220 on order. More than half of
these ships sailing or under construction are LNG carriers, using
boil-off gas from the cargo as fuel. The uptake of LNG as a fuel has
been much slower than was expected a few years ago. As far as
harmful emissions such as NOX, SO2, and PM are concerned, ships
running on LNG comply with all environmental requirements. It is an
attractive fuel to be used instead of HFO to deal with the 2020 sul-
phur rules.
However, experts have different opinions on the advantages of LNG
as a fuel with regard to GHG emissions. Without taking into account
methane slip, that is, the leaking of methane, a very strong GHG,
into the atmosphere through incomplete combustion or otherwise,
CO2 emissions of LNG fuel are twenty to 25 per cent lower than
those from an oil installation. The Norwegian research institute Sin-
tef carried out an eight-year project comparing the LNG technology
in diesel engines and used the emissions for MGO as a baseline, or
one hundred per cent emission level. The results of this project
showed that, depending on the engine type, due to the methane slip
problem along the whole supply chain and in the engine, the GHG
emissions could be higher rather than lower when using LNG. Other
experts and some classification societies are more optimistic about
this problem and support the use of methane, at least as an inter-
SWZ MARITIME • MARCH 2020
mediate solution, to reduce GHG emissions and particularly other
The Wärtsilä 34 DF engine is popular with short sea vessels, such as the three new harmful emissions.
ships for Spliethoff’s affiliate Bore Ltd. Engine builders are actively engaged in trying to minimise the
methane slip problem. This fuel as is will not meet the 2050 GHG
emission target. In case the methane would be produced from bio-
gas derived from biomass (biomethane) rather than taken from a
ACKNOWLEDGEMENT natural gas field, that would be different. Biomethane would make it
possible to achieve the 2050 target with the methane slip problem
With grateful thanks to Kees Kuiken from Targettraining for
the inspiration and part of the information used in this as a remaining challenge.
article.
Articles on diesel engines in SWZ|Maritime written by Kees LPG, liquefied petroleum gas
Kuiken: Although there are at present only a few ships using LPG as fuel for
• October 2017: Dieselmotoren in ontwikkeling (Diesel its engines, support for this fuel seems to grow. It is produced from
engines under development) gas fields or from crude oil. The gas is heavier than air and requires
• March and April 2018 (in two parts): Staat LNG als
adequate engine room ventilation. It is abundantly available on
brandstof voor een doorbraak? (Is LNG as a fuel facing a
breakthrough?) global markets and more easily shipped and stored than LNG. It pro-
• January and February 2019 (in two parts): Tweeslag- duces much less harmful emissions than oil fuels, but achieves only
kruishoofdmotoren en alternatieve brandstoffen (Two- a limited CO2 emission reduction of no more than ten per cent. This
stroke crosshead engines and alternative fuels) fuel will not solve the 2050 problem.
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