OPEN DEBATE Leading scrubber suppliers discuss the options ahead - BIGGER PICTURE - ABB Group
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SPRING 2021 OPEN DEBATE Leading scrubber suppliers discuss the options ahead BIGGER PICTURE Why data quality is key to smooth ship operations FUEL FOR THOUGHT An alternative approach to the fuels of the future supporting Clean Shipping initiatives
THE SCRUBBER MAKER PureteQ scrubber systems feature the lowest OPEX in the business and are easy to install. We have now simplified the installation further in our Generation II scrubber, which potentially will reduce the shipyard installation cost by double-digit percentage. All scrubber systems come with state-of-the-art intuitive control systems with full remote accessibility. In times like these it is very convenient to get 24/7 remote on- line support/guidance to ship crews from our professional marine engineers. We strive towards further innovation every single day. At present, we are particularly focused on CO2 Carbon Capture and reutilization and Power to X in the same process. We are always happy to elaborate on our Generation II scrubber, CO2 project and extensive knowledge of Maritime Scrubbers in general for all interested parties. WWW.PURETEQ.COM
FROM THE EDITOR 1
WE NEED TO
ACT NOW!
To get to net zero emissions, what ship A charterparty also rarely depicts
and equipment designs will be needed in alternative fuel use, such as wind-assisted
the future? What do we need to do now – ships, although with Cargill and other
and how? major charterers becoming involved, this is
These are the main questions on gradually changing.
shipowners lips, as they strive to Proper measurements still need to
comprehend the sheer number of be developed – no measurement, no
solutions being thrown at them to reach improvement, as the old saying goes.
the International Maritime Organization’s Despite the clock ticking, shipowners are
(IMO) goal. still ordering standard ships with standard
The net result of all of these initiatives equipment installed, except for LNG-ready
is to polarise the industry into separate and other designs, which have proved to be
Ian Cochran camps, especially in the near term, until a expensive to retrofit. Further down the road,
universally accepted solution is found. ammonia will need large storage space on
Editor, Of course, impending regulations board the vessel.
Clean Shipping also need to be fit for purpose, as A standard design is purely down to costs,
International down the years, several have proved to as large shipyards normally offer a standard
be impracticable. package at a set price with the owner paying
Flexibility will be key going forward for any extra add-ons, such as scrubbers.
with a combination of technologies coming Methane, hydrogen and other alternative
together to solve the problem. fuels currently doing the rounds have
With a new fuel will come new engine huge challenges ahead before they
designs and supply chain logistics to make become commercially viable alternatives
it work. But as one leading shipowner said to what is on offer today, both technically
in a recent webinar: “Let’s concentrate on and commercially.
what is possible today.” The bunkering and storage infrastructure
The so called e-fuels look as though they of, say, hydrogen will take several years to
are going to be very expensive, but with develop – maybe not at all without a sound
further research and development, the cost business case.
will come down – but will it be to the level
of today’s options? BIGGEST BURNERS
As it has been pointed out time and time For example, out of the world fleet, it has
again, an importer of soya beans into China been estimated that 20,000 vessels burn
will not care about how his or her cargo is around 80% of the mainstream fuels.
shipped, only the cost involved. Drybulk still makes up the largest vessel
In the container trades, major shippers, sector and tends to involve tramp ships that
such as Amazon, Walmart and so on, are will often not know the next destination once
getting more involved in how goods are their current voyage is completed.
shipped, as are the major trading houses. World trade is forecast to double by 2050,
All are claiming to be turning “green”. just at the time when the shipping industry
should be reaching net zero emissions. To
PROBLEM WITH CLAUSES cope with this huge demand, more ships will
One problem, recently highlighted by a obviously be needed.
leading drybulk broker, is that a standard This is only 30 years away, just over a
charterparty does not include any clauses ship’s lifecycle, so we need to be investing
on the amount of emissions the ship in new ideas, technology and designs now
involved emits, thus not declaring a and ensuring they are workable both in
carbon footprint. technological and economic terms.
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21
—
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emission monitoring system carries all necessary type approvals. The internal gas-filled
cuvettes simplify calibration and remove the need to hold gas cylinders onboard.
Dynamic QR codes generated on the analyzer display allow easy transmission of all relevant
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Editor: Ian Cochran
iancochran74@
gmail.com
Project Director: Jonathon Ferris
Jonathon.ferris@
csi-newsonline.com
Sub-editor: Samantha Robinson
sam.robinson.journalist@
gmail.com
Publisher: Bill Robinson
publisher@
csi-newsonline.com
Designer: Justin Ives
justindesign@
live.co.uk
Published by Maritime AMC, Clean Shipping International
supports Clean Shipping Initiatives.
The views expressed in Clean Shipping International are not
necessarily those of Maritime AMC unless expressly stated as
such and disclaim any responsibility for errors or omissions
or their consequences or for advertisements contained in this
magazine and has no legal responsibility to deal with them.
csi-newsonline.com
1 FROM THE EDITOR 44 PROFILES
To get to net zero emissions, what ship Clean Shipping International talks to
and equipment designs will be needed in leading lights in the shipping industry
the future?
Weather intelligence and decision
44 support services provider
6 INTERVIEW » p6
StormGeo on data
Darren Jones, Founding Chair of the
Titan LNG commercial director
newly formed GloFouling Alliance
47 Marine Michael Schaap on the
burgeoning LNG market
11 LEADING EDGE
How has the IMO’s low-sulphur cap fared 49 COATINGS
amid a truly turbulent year?
Paying attention to niche areas will
help ensure ships operate efficiently
» p17
17 EGCS
Leading scrubber suppliers reveal their
thoughts on the best way ahead
52 BALLAST WATER
Why it could prove to be a defining
year for the BWMS industry
35 ALTERNATIVE FUELS
The industry is examining a host of
new methods of fuelling vessels
59 RECYCLING
Industry leaders on recycling and the
Corvus Energy joins forces with » p38 standards that still need to be set
35 Toyota to enable large-scale fuel
cell production
62 WIND POWER
High-level studies examine
38 the safe use of ammonia as Auxiliary wind power is beginning
a fuel of the future
to attract attention once again
41 PROPULSION LAST WORD
Lube oil manufacturers discuss how they » p44 How the IMO is taking the industry forward
will have to adapt in the future to a more environmentally friendly future
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21 5
6 INTERVIEW
As Founding Chair
of the newly formed
GloFouling Alliance,
Darren Jones is
tasked with bringing
together industry
leaders to tackle
two pressing IMO
environmental
objectives, a remit
that has far-reaching
effects, he tells
Clean Shipping
International
TIME TO TACKLE
THE INVADERS
Darren Jones, director of Ultrasonic anti- academia and other international and
fouling system provider Sonihull is taking regional inter-governmental organisations
up the Founding Chair of the International that share the same goal.
Maritime Organization’s (IMO) GloFouling Jones explains that GloFouling is a
Alliance (GIA). global initiative, designed to bring together
To give it its full title, he is Chair of the committed leaders from maritime, shipping,
Global Industry Alliance (GIA) for Marine ocean energy, aquaculture and other
Biosafety, part of the IMO’s GloFouling ocean-based industries, to support two
Partnerships project, often shortened to the pressing IMO environmental objectives
“GloFouling Alliance”. via improved biofouling management —
The GIA was launched in June 2020 namely, to protect marine biodiversity
to bring together shipping industry and decarbonise shipping.
stakeholders, the private sector and “Environmental” no longer means
global regulators to address the impact “expensive”, he says. Done correctly,
Darren Jones
of biofouling on greenhouse gas (GHG) preventing biofouling will be the exact
Director, Sonihull emissions and the transfer of harmful opposite. Carbon and costs can both
aquatic species. be reduced with existing technologies
In essence, the partnership is a and that means that all countries can
collaboration between the Global benefit from a united approach, especially
Environment Facility (GEF), the United those whose marine environments and
Nations Development Programme (UNDP) livelihoods are most likely to be damaged by
and the IMO. invasive species.
Also involved are more than 50 strategic Explaining the task ahead, he says that, in
partners, which include government a nutshell, the aim of the GIA is to tackle two
agencies, industry associations, international of the most pressing environmental issues
non-governmental organisations (INGOs), of our time — invasive species and GHG
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21
INTERVIEW 7
A Sonihull control unit
emissions — while ensuring operational to be gained from implementing the GIA partnership. However, by
efficiencies for operators, ports and existing technologies. 2026, any marine anti-fouling system
other areas of the industry. Currently there are around 94,000 that uses a biocide will have to be
Although “environmental” in title, ships in the world’s merchant fleet, re-submitted for very lengthy and
these goals mirror the operational with a total capacity of 2bn deadweight expensive approvals.
pressures on the world’s fleet. tonnes. Thus, it is going to be “Coating industry insiders already
Operators are trying to reduce CO2 impossible to implement 100% zero- expect that many of the current
emissions and fuel consumption, emissions vessels in the immediate biocide systems will be discontinued
which are directly linked to the control future. But, by combining new before 2026, as demand grows for
of biofouling. technologies and existing technologies, future-proof biocide-free solutions,”
Jones’s short-term goals marine industries will be able to meet Jones explains.
include the standardisation of data the economic and environmental “The IMO’s ultimate goal is for
gathering to improve measuring, challenges created by biofouling, ‘zero-harm’ solutions, where poisons
and the aggregation of the most without restrictive capital costs, can be factored out, at the same
practical solutions from the world’s without unnecessary downtime and time as addressing invasive species
leading technologies. without leaving a toxic legacy. control and maintaining or improving
As antifoulings are probably one “Steel vessels will always need to vessel performance.
of the costliest aspects of vessel be coated, for corrosion protection and “It is hoped that the coating majors
efficiency, Clean Shipping International for biofouling prevention. I see these will engage with the GIA in the coming
asked whether it was the intention to coatings being developed to work in months so that the industry can tackle
eventually replace antifoulings with a harmony with other measures so that these issues together, combining the
new type of coating. they enhance advances being made best of all the available technologies to
Jones reveals that biofouling, and in hull cleaning systems, ultrasonic develop viable and effective anti-fouling
its prevention, costs the commercial antifouling systems and extended systems that are fit for the future,”
maritime sector an estimated $100bn drydock/repainting intervals,” he says. he added.
annually. While there is no “silver At the time of writing, none of the Addressing the question of hull
bullet”, there are significant margins major paint manufacturers had joined cleaning bans in certain areas of the
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21
8 INTERVIEW
world and how the GIA is going to that in warmer waters like those plied Continuing to talk about Sonihull,
address this, Jones says that all of the by ships in the Middle East Gulf, they Jones says that the company is already
bans were as a direct result of invasive are much less effective. delivering results for worldwide
species concerns. “Seachests and box coolers are an fleets, helping commercial shipping
“The processes, legislation and integral part of a vessel’s efficiency and realise efficiencies that traditional
technology that has developed in they remain a mainstay of Sonihull’s antifouling approaches are not capable
recent years to control invasive species commercial marine installations. If of delivering.
in ballast water gives us the pathway fouling develops in a seachest and on He claims that Sonihull is a
needed to apply the same measures to box cooler elements, cooling systems “zero-harm” system that can banish
protect against invasive species that will not perform as designed and you biofouling in refrigerated seawater
arrive on hulls, or in seachests, or on could end up with some very costly pipework, seachests, propellers,
box cooler elements,” he says. downtime. They also present the ideal box coolers and rudders without
“With effective legislation and environment for invasive species extra cleaning regimes, poisonous
practices, such as remotely operated transport,” he says. biocides or microplastic pollution from
vehicles and self-contained cleaning Traditional seachest and box cooler ablative coatings.
systems, it should be relatively simple systems rely on either chemical dosing Sonihull can keep propellers clean
and viable to ensure that vessels are or ICAF systems with sacrificial anodes between drydockings — removing up to
clean when they depart, clean in transit to flood the seachests with poisonous 20% of five-year fuel costs and millions
and clean when they arrive.” chemicals and keep weeds algae and of tonnes of associated CO2 emissions.
molluscs at bay. Both of these have In large vessels, before counting the
FUEL SAVINGS their downsides — ICAF systems reduced maintenance costs, Sonihull
Turning to propeller and rudder require very regular replacement of systems pay for themselves in about
polishing, which have become popular, expensive copper anodes, while dosing four to six weeks, in fuel savings alone,
as more owners and operators see systems require a large on board Jones claims.
the financial benefits, Jones says: supply of hazardous chemicals.
“I think owners and charterers will Ultrasonic systems use physics ULTRASONIC SOUND
always adopt designs and maintenance instead of chemistry to keep Explaining how the company’s
regimes that save them money. A these niche areas clear of marine ultrasonic system works with hull
dedicated propeller and hull cleaning biofouling and they remain effective coatings today and how it is controlled,
programme executed on an Aframax regardless of water temperature and he says Sonihull works with any hard
tanker can deliver nearly $2m in vessel activation. surface that can support an ultrasonic
fuel savings in the five-year period Vessels operating with ICAF systems sound wave.
between drydockings. to protect their box coolers, can save Silicone-based coatings can dampen
“But prop-cleaning does have its more than 90% of these systems the resulting signal, but all other
downsides. It still involves expensive capital and lifetime maintenance, repair coatings are compatible. It is a fit-and-
diving teams between drydocks and and operation costs if they are replaced forget system with central control and
the newly clean surfaces begin to foul with Sonihull systems, he claims. fault-monitoring, he says.
immediately after polishing. This means If a vessel is off-hire, due to reduced Through the process of ultrasound-
that the operator gets a ‘sawtooth’ demand or lock-down restrictions, it induced non-inertial cavitation,
effect in their fuel efficiency figures and is under attack while just sitting at microscopic bubbles are created as the
transit times between major drydocks anchor. Anti-fouling coatings don’t pressure drops and are popped as the
— along with the associated spike in CO2 work when the vessel is stationary and pressure increases.
emissions,” he says. ICAF systems will only work properly Jones says that this process
He adds that, by contrast, ultrasonic when main systems are running. should not be confused with inertial
antifouling systems, such as those Sonihull systems require a fraction cavitation, which is the process caused
offered by Sonihull, cost a fraction of the power of ICAF systems and will by massive pressure differences on
of diving and polishing regimes and protect idle ships’ cooling systems propeller blades or inside large pumps
maintain clean propellers, control from biofouling and avoid the need to — the forces involved in ultrasonic
surfaces and operating speeds drydock, to clear the seachests, before induced non-inertial cavitation are
between drydocks. These systems are safely re-commissioning. several orders of magnitude smaller
already being used on hundreds of In addition, there is no draining, and will not damage metal or
commercial propellers and hard-to- cutting, drilling or welding needed. So, painted surfaces.
reach niches, saving millions of dollars there’s not a requirement for class The resulting water movement
in fuel consumption and millions of re-surveying, Jones says. They can inhibits the creation of a biofilm and the
tonnes of CO2 each year, he says. be fitted by small, isolated teams in a colonisation by larger, more complex
Describing the relevance of cathodic matter of hours. This means that work organisms. The micro-jets created
protection, he says that Impressed can be carried out in accordance with during bubble-collapse have been
Current Anti Fouling (ICAF) systems COVID-mandated guidelines and can proven to prevent barnacle and mussel
are still relevant, although “we’ve seen even be fitted while a vessel is at sea. larvae from embedding on the surface.
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21LEADING EDGE 11
How has the
introduction of
the International
Maritime
Organization’s low
sulphur cap fared
amid what has been
one of the most
turbulent years
in living memory?
IMO2020:
ONE YEAR ON
One year on from the introduction of the deliver goods and commodities,
International Maritime Organization’s including essential foods and medicines,
(IMO) low sulphur cap (IMO2020), around the world and the introduction
indications are that the transition has been and implementation of IMO2020 did not
extremely smooth. This is testament to cause any disruptions in trade.
the preparations of all stakeholders prior Some ships limited their air
to the new rules entering into force, the pollutants by installing exhaust
organisation claims. gas cleaning systems/scrubbers.
“Through 2020, just 55 cases of 0.5% More than 2,350 systems were
compliant fuel being unavailable had formally reported to the IMO as an
been reported in IMO’s Global Integrated approved “equivalent method” by flag
Shipping Information System (GISIS),” States administrations.
says Roel Hoenders, the IMO’s head of The majority of ships trading
air pollution and energy efficiency.”Given worldwide switched from using heavy
that more than 60,000 ships plied the fuel oil (HFO) to using very low sulphur
world’s oceans in trade last year, this fuel oil (VLSFO), which were new blends
was a remarkably low percentage of of fuel oil, produced by refineries to
ships encountering difficulty in obtaining meet the new limit, in accordance with
compliant fuel. IMO guidance and ISO standards.
“We had a great deal of preparation Guidance issued by IMO on dealing
during 2019 and before, from all with the new fuel blends in advance
stakeholders, and all indications are that of the new requirement addressed
there have been no significant issues with implications of switching to VLSFO,
supply of low sulphur fuel oil.” including assessing and managing risks
Even during the covid-19 pandemic, and highlighting potential safety risks, so
cargo-carrying ships continued to that the risks can be mitigated.
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 2112 LEADING EDGE
% of Current Tanker Fleet Fi ed/to be Fi ed with Scrubbers
35%
Planning to Retrofit Fi ed
30%
25%
20%
15%
10%
5%
0%
Handy MR LR1/Panamax LR2/Aframax Suezmax VLCC
Source: Gibson Shipbrokers
Through 2020 and into 2021 to date Apart from the requirements in
(end January), IMO has not received MARPOL Annex VI and SOLAS, VLSFO
any reports of safety issues linked “Following a is required to meet ISO standard
to VLSFO. 8217, as well as ISO Publicly Available
Nonetheless, during 2020, an IMO turbulent 2020 Specification (PAS) 23263, providing
correspondence group considered guidance as to the application of
fuel oil safety issues in general and that saw a brief the existing ISO 8217 marine fuel
the need for further mandatory standard to 0.5% sulphur limit
requirements to ensure fuel oil oil price war, a compliant fuel oils.
supplied meets the required standards Following a turbulent 2020 that saw
and quality.
The group’s report is now available
global pandemic a brief oil price war, a global pandemic
and oil demand destruction, it is
and will be discussed at the next
session of IMO’s Maritime Safety
and oil demand perhaps not surprising that to many
it feels like concerns surrounding
Committee (MSC), MSC 103 in May of IMO2020 have long gone.
this year. destruction, it Examining the economics of using
Prior to that, the eighth session scrubbers, Gibson Shipbrokers
of the Sub-Committee on Prevention is perhaps not said that prior to the onset of the
of Pollution from Ships (PPR 8), pandemic, owners of tonnage fitted
scheduled to meet remotely from surprising that it with scrubbers enjoyed a very
22-26 March, 2021, will further healthy discount for high sulphur
consider VLSFO fuel quality issues, feels like concerns fuel oil (HSFO) versus VLSFO, which
including possible effects on black averaged between $250 per tonne
carbon emissions.
Provisions in regulation 18 of
surrounding and $300 per tonne in key bunkering
hubs between December, 2019 and
MARPOL Annex VI regulate fuel oil
quality. The International Convention
IMO2020 have January, 2020.
However, the pandemic-driven oil
for the Safety of Life at Sea (SOLAS) price collapse meant that the spread
covers issues such as flashpoint long gone” sank to just $40–$60 per tonne
(SOLAS regulation II – 2/4.2.1). between April and November last year.
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21LEADING EDGE 13
For scrubber fitted tonnage, this extensive, while some governments fuel spreads at the end of 2019 and at
meant that the savings for burning are calling for a gradual phase out of the beginning of 2020.
HSFO fell from $16,000 per day in the technology, for example the EU, January’s favourable differential
January last year to just $3,000-$4,000 or in extreme cases an outright ban – of $100 per tonne will become more
per day on the basis of VLCCs trading Canada’s stance. advantageous for scrubber-equipped
on TD3C (VLCC – Middle East Gulf/ For now, however, while tanker vessels this year.
China) route and slow steaming for supply/demand conditions remain “We think that the market will
most of last year, Gibson calculated. severely unbalanced, even a modest get better than that over 2021, as
Despite such a dramatic decline, scrubber premium could mean staying basically jet fuel and other low sulphur
the scope for scrubber cancellations afloat and earnings above daily transportation fuels increase in
was limited, due to contractual operating expenses, Gibson said. demand,” he said during the webinar.
obligations with shipyards and The current bullish sentiment
scrubber manufacturers. was also shared by Wartsila’s Sigurd
However, more recently, scrubber Jenssen, who said that scrubber
economics have started to become inquiries were picking up again
more favourable once again. Offering ”Offering some this year.
some welcome news to those who He also agreed that the fuel price
invested in this technology was the welcome news to differential would increase going
upward trend in oil prices seen in forward making the case for scrubbers
January of this year. those who invested more attractive (see Exhaust Gas
The spread between HSFO and Cleaning System feature).
VLSFO widened to around $80–$100 in scrubber Last year, Wärtsilä referred its
per tonne and scrubber savings customers to a report from CE Delft on
climbed to above $5,000 per day
for VLCCs.
technology was the climate impact of EGCs.
The study compared the results
In terms of tanker statistics, the
scrubber uptake is the highest in the
the upward trend to the use of low sulphur fuels and
was calculated from a well-to-wake
VLCC sector, followed by Suezmaxes, perspective in order to achieve an
Gibson said. However, scrubber use in oil prices seen accurate comparison.
is considerably lower for the smaller It concluded that the environmental
size groups. in January of impact of EGCS would be less than
According to Gibson’s records as that of low sulphur marine fuel.
at January,2021, scrubbers have been this year” The report also noted that CO2
installed on 31% of the existing VLCC emissions associated with producing
fleet, while another 7% is yet to be and installing an EGCS were small
retrofitted. In addition, 32% of current compared to those generated when
VLCC orderbook is expected to be fitted Another positive stance was taken operating the system.
with the technology. by Star Bulk Carriers Corporation’s These emissions were mainly
As a result, close to 40% of the VLCC president, Hamish Norton, during related to the energy demand of the
fleet could be scrubber-fitted by the Capital Link’s Dry Bulk Sector webinar system’s pumps, which typically result
end of this year, the shipbroker said. in January. in a total increase in CO2 emissions of
The actual scrubber penetration During his talk, he described the between 1.5 and 3%.
in the spot market is expected to be company’s scrubber strategy as a good By contrast, with de-sulphurised
even higher when excluded tonnage decision. He claimed that the company fuels, the overall CO2 footprint
(Iranian, sanctioned/storage vessels) had already covered half the cost of increase was as a result of the refining
are accounted for, while the anticipated installing the technology, adding that processes. Theoretical calculations
recycling during 2021 will also reduce the company expects to cover the rest range from an increase in CO2
the absolute number of non-scrubber of the costs this year. emissions of 1% to as much as 25%,
fitted tankers. In 2018, Star Bulk decided to when removing the sulphur content of
Although the scrubber uptake is equip its entire fleet with scrubbers, the fuel.
significant for larger crude carriers, we and at the time said that it expected CE Delft said that while the lower
are unlikely to see further exponential the average cost per unit, including figure was not physically possible,
growth, Gibson countered. installation, to be below $2m the higher percentage increase was
Major scrubber manufacturers per vessel. applicable only to a quality of fuel that
reported a sizeable slowdown in new Despite last year’s unfavourable is too high for marine applications.
scrubber orders last year. Regulatory market conditions in terms of bunker Therefore, the conclusion was that
scrutiny is also expected to intensify. prices for shipowners and operators the CO2 emissions associated with the
Today, the list of ports where the use with scrubber-equipped tonnage, production of low sulphur fuels would
of certain scrubber types is banned is Norton said that Star Bulk had hedged be between these extreme values.
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 2114 COMPANY PROFILE
PURETEQ: STATE-OF-
THE-ART SCRUBBER
SYSTEMS
PureteQ designs, delivers and feature has contributed greatly the onshore employees participate
commissions built-to-fit maritime to all our customers gaining a in the Remote Specialist Training.
scrubber systems for open-loop, competitive advantage. In general, training cannot be
hybrid-ready and fully hybrid (closed The scrubber system is a design of overestimated as it leads to higher
loop, with and without bleed-off) superior quality, with easily installed up-time and compliance rates as
operation to shipowners who want to water treatment systems. The open well as better performance and less
save money on fuel by continuing to tower in-line scrubber system has no operational costs.
use heavy fuel oil (HFO). moving parts nor obstructions such
Recently, we have seen the price as a packaging layer. The simple SERVICE PROVIDER
span between compliant fuel and HFO construction also requires less PureServ is PureteQ’s dedicated
increase and interest for scrubber maintenance and is simple to operate service organisation. We offer fair-
systems are increasing with the for the crew. priced service agreements designed
price span. For shipowners and operators to meet shipowners’ specific needs
All scrubber systems come with with remote access, we offer a based on a ship’s operational pattern
state-of-the-art intuitive control remote Scrubber System Modular and qualification of its crew.
systems with full remote accessibility. Training Program. In times where All clients with a PureteQ service
In times like these, it is very convenient crew changes often, “touch and agreement have a designated
to get 24/7 remote on-line support/ go” remote training has high service engineer – according to the
guidance to ship crews from our value for all stakeholders. Some agreement, you only pay for what
professional marine engineers. This shipowners even choose to have you get.
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21COMPANY PROFILE 15
CO2 CAPTURE
AND REUTILISATION
In 2020, we began a research
programme into carbon capture and
reutilization technology and have now
applied for patent on a process that
combines carbon capture from exhaust
gas with Power to X. Combining the
processes allows for lower cost of
removing/reducing CO2 as some of
these costs are offset by earnings/
benefit of producing hydrogen.
Currently, we are performing
tests on lab scale and we have fully
automised the system (PureteQ control
system), so that the cell and micro
scrubber is working 24/7. The results
are promising. Our test on the scrubber
tower is progressing and we have now
begun testing the tower in an industry
located just 30 miles from our HQ.
We are testing on relatively clean gas
from LNG-fuelled generator sets, so
there is no fluid treatment/cleaning
involved yet. We are now building
a bigger scale plant with a small
PureteQ scrubber on a portable skid,
Test setup (micro scrubber) so that we can transport it to different
locations, testing various types of
exhaust gasses.
Our service team has received lowest OPEX in the business, as Furthermore, PureteQ is involved in
extensive training to assist well as being easy to install. We a project based on an American patent
shipowners in safeguarding have now simplified the installation of chemical sequestering of CO2. The
continuous operation, reliability even further in our “Generation II” process transforms the CO2 to sodium
and MARPOL compliance of their scrubber system. carbonate and sodium bicarbonate
scrubber systems. This entails expert This scrubber system aims to (baking soda), which in turn can be
support and guidance for all scrubber reduce the total cost of installation, used to augment oceans’ natural
systems on-site or via the safe considering the experience of carbon cycle or other purposes.
PureteQ remote system, depending installing more than 100 scrubbers Finally, we are involved in a Dutch
on the ship’s conditions and the on different types of ships at CO2 capture project together with DTU.
client’s requirements. Our validated various shipyards around the world. The aim is to reduce the current cost of
concepts allow us to assist crews From 2018-2020, the total cost carbon capture in amine processes.
remotely with trouble shooting and of installation almost tripled on We are always happy to elaborate on
advice on operation and maintenance, most shipyards across the world. our CO2 project, Generation II scrubber,
as well as optimisation and training of We as manufacturers took on service concepts and extensive
new crew. the responsibility to make green knowledge of maritime scrubbers in
PureteQ PureServ is happy to quote investments more attractive to general for all interested parties.
a service agreement for scrubber shipowners and therefore set
systems of any brand to safeguard an ambitious goal to decrease For more information, contact:
MARPOL compliance as well as the total cost of installation by Anders Skibdal, CEO
optimise operational performance. 40% on retrofit projects and 25% Tel: + 45 4017 1400
on newbuildings. Email: anders@pureteq.com
GENERATION II SCRUBBER We have not reached this
PureteQ Scrubber Systems are ambitious goal just yet, but we Michael Mouritzen, Sales Director
among the most reliable, safe and have, nevertheless, produced ideas Tel: +41 4014 4481
user-friendly scrubber systems that will significantly cut the cost Email: mim@pureteq.com
in the industry. On top of that, of installing PureteQ scrubbers, by
PureteQ scrubbers feature the double digit percentages. pureteq.com
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 2116 COMPANY PROFILE
ECOSPRAY: A CLEAR VISION
FOR A CLEANER FUTURE
The past year has redefined the rules, approach, in collaboration with Relayr – a performance ensures longer equipment
causing us to face a turnaround in our company specialising in internet of things life and fuel savings by optimising
perspectives. The maritime industry (IoT) solutions – ultimately envisions the pumping operation, while also
is not only dealing with a crisis due adoption of a model based on a pay-per- allowing for a significant reduction in
to the pandemic, but is growing and use offering, through which equipment operating costs.
adapting to new challenges and is no longer purchased, but provided in Regarding health and safety, the
preparing for the future: 2050. exchange for a usage fee. need to sanitize onboard environments
Since industry urgencies have Offering innovative financing options, and surfaces from viruses and bacteria
changed, we need to consider the we will be able to create even more value has galvanised us to deliver our latest
long-term perspective. Not just for our customers and ensure that they solutions for air treatment. BreathES
when it comes to regulations, but can focus on their core business. drastically reduces pathogens and
also environmental awareness and contaminants inside closed spaces, in the
sustainability. Together with the OUR ROADMAP TO 2050 air and on surfaces, ensuring a smoother
latest technologies, these are the Concurrently, we have never ceased “return to service” for passenger
drivers towards the CO2-neutral path. doing what we were created to and other ships and providing a safe
Decarbonization is undoubtably the do: uncovering new innovative environment for guests and crews.
most important priority in our industry solutions, skipping one generation of BreathES is a package that combines
and a crucial opportunity – even if, in technological evolution and meeting different technologies (including UVGI
terms of applicability, the regulatory with new challenges across brand lights, bi-polar cold plasma ionizers and
framework still requires clarity. new sectors. filtration) with an air-quality monitoring
The Ecospray path towards For more than a year, we have system and a centralised control unit
decarbonization functions with a new been working on a solution for with shoreside/cloud data collection
business model, new products and decarbonization, in collaboration with and analysis. Everything is connected
remarkable technology in order to universities and research centres. in our signature platform One: from
achieve the 2050 zero emission target. Our fuel cell technology is unique, as real-time awareness to performance,
With a clear vision in mind – to make it reduces costs and environmental analytics, and maintenance services, the
clean energy a reality – Ecospray has, impact, coupling carbon capture with EGCS are under control.
in the past year, invested time and energy production simultaneously. With Substantial research and
effort into developing new solutions and a cross-industry application, the Carbon development investments have also
finding innovative ways to approach Friendly Fuel Cells feature a different brought about the development of
the market. technology than that typically used, several water treatments. With our
“We saw 2020 as entering a big which we believe will be in use by 2023. innovative solutions for vessels,
tunnel, but we wanted to invest as much If our horizon is 2050, our newest available from the second half of 2021,
as we could to prepare for the end of solutions – ranging from emission- performances beyond compliance will
the tunnel in order to serve the market removal AI systems to fuel-saving and be achieved on a variety of applications,
in the best possible way,” says Ecospray air-and-water filtration solutions – including DeSOx wash water, galley
CEO Stefano Di Santo. “Ecospray’s represent the present. Smart scrubbers and laundry water, and bilge water.
technological solutions leverage three and new technologies to sanitize We have a clear vision for the future,
distinctive factors: technology delivered onboard spaces are just two examples. as outlined by our roadmap to 2050:
as a service; the analysis and use of An advanced remote AI-enabled decarbonization is now inevitable and
relevant data; and finance, to facilitate control and monitoring system is imperative, so we have made a choice
access to innovation and significantly the technical core of our new smart for our future. We truly believe that all
advance the transition towards scrubber: the integration of Relayr’s our technologies for the planet actively
decarbonization and the creation of IoT and AI allows us to guarantee support decarbonization and the
clean energy.” constant compliance with International creation of green power.
Ecospray’s mission to tackle the Maritime Organization regulations for
environmental impact of all industries is the containment of air pollution in the For more information, contact:
solidified by a new business model: not maritime environment. Moreover, it Ecospray Technologies
limiting itself solely to being a scrubber- allows significant savings in terms of Via Circonvallazione 14/14A 15050
maker, but becoming a multi-product performance and maintenance through Alzano Scrivia (AL) Italy
company and empowering digitalisation remote monitoring and advanced life- Email: info@ecospray.eu
ranging from technology to process, cycle analysis. The ability to constantly Tel: +39 0131854611
and products to services. This visionary monitor and analyse the scrubbers’ ecospray.eu
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21EXHAUST GAS CLEANING SYSTEMS 17
With arguments
raging over the
merits of various
exhaust gas
cleaning systems,
Clean Shipping
International
spoke with leading
suppliers to gain
their views on the
best way forward
OPEN, CLOSED
OR HYBRIDS?
Setting the scene during recent Olli Somerkallio, Foreship’s chief
conversations on the merits of various operating officer, explained that the majority
exhaust gas cleaning systems (EGCS) of the hybrid systems the company has
was Finland-based ship designer, naval worked on have been destined for cruise
architecture and marine engineering firm ships or ROPAX vessels, where vessels
Foreship, which suggested that better- spend more time operating on coastal
than-expected return on investments from voyages and in port.
open-loop systems will translate into However, lower cost open-loop
further orders once coronavirus-related scrubbers have represented a larger part
uncertainties pass. of the company’s workload, with owners
Foreship’s scrubber selection switching to lower sulphur fuels where port
recommendations to ensure ship emissions restrictions on washwater demand it.
meet IMO2020 0.1% fuel sulphur content “It’s understandable that some local
criteria are made totally independent authorities take a negative view on
and based on cost, complexity and vessel acidity in washwater and the presence
operating profile. With services ranging of heavy metals, no matter how low the
from feasibility studies to concept design, concentrations, especially where water
basic design, detail design and supplier exchange rates are not high,” he said.
evaluation, Foreship said that with around “Hybrid scrubbers that switch to closed
60 exhaust gas scrubber references to loop operations in port certainly provide one
date, the company has built up extensive option but the other remains to install an
experience of open-loop, closed-loop and open loop system and manage a switchover
hybrid systems, covering a variety of class to low sulphur fuels in port.”
rules and yard installations in Europe, North Somerkallio said that the combination of
America and Asia. covid-19 and cut-throat oil pricing has eaten
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Olli Somerkallio, Foreship chief operating officer Andritz port barge design for vessels not fitted with a scrubber
into the differential between high- cargo ships the cost of the closed loop ALL-IN-ONE SYSTEM
sulphur and low-sulphur content fuel operation kills the economics of the Austrian plant engineering company,
oils, leading demand for scrubbers to scrubber,” he said. Andritz has developed what it claims
stagnate. These circumstances also He acknowledged that criticisms is an “all in one” dry scrubber
had consequences for future scrubber are levelled at open-loop scrubbers system, which the company calls its
technology demand. based on sulphurous washwater, but “dual/multi-filtration system”, as part
Cruise ships that need hybrid emphasised that only specific ports of its SeaSOx EGCS range.
scrubber systems to accommodate and coastal waters block their use. Marine solutions sales manager,
closed-loop operations in waters While the efficiency indices driving René Schöberl told Clean Shipping
identified as especially sensitive had International Maritime Organization International that the dry system
already been equipped, while covid-19 (IMO) regulations favour liquefied uses sodium bicarbonate as
has driven some older vessels that natural gas (LNG) over heavy fuel oil an absorbent.
might have been hybrid candidates to (HFO), December’s Marine Environment He explained that being a system
the recycling yard. Protection Committee (MEPC 75) that does not use washwater, it is
The total cost of open-loop nonetheless pointedly replaced ideal for coastal and inland
scrubbers, including equipment and the phrase “liquid effluents” with vessels, ferries, including ro-ros
installation, is significantly lower than “discharge water” in its latest scrubber and ropaxes, feeder ships and
fitting hybrid systems and owners that guidelines evaluation. small cruise vessels where there
have committed to this technology are Somerkallio added that new are likely to be restrictions on
reporting returns on investments far research from Tampere University, the washwater discharge.
more rapidly than anticipated. Finnish Meteorological Institute and the There are two versions of this
Somerkallio explained: “When oil VTT Technical Research Centre showed scrubber — a dual-filtration modular
prices recover, we expect this type that using EGCS in combination system for removing SOx and fine
of scrubber to attract significant new with HFO result in lower particulate particulates. In addition, Andritz offers
investment. For cargo shipowners, the emissions than marine gas oil. “If there a multi-filtration version for removing
fact that the closed loop needs alkali in was an outright ban on the open loop, SOx, NOx and particulates.
significant volumes will always make it I believe there would only be a very The company also has a mainstream
an expensive option. small number of scrubber installations SeaSOx scrubber for washwater
“Although lower fuel cost in port altogether each year. I don’t believe and applicable to worldwide trading
can shift the economics in favour of that would be an environmentally vessels. It is available in-line (I-type)
the hybrid option for some ships, for desirable outcome,” he concluded. or as a bypass system (U-type)
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 2120 EXHAUST GAS CLEANING SYSTEMS
.A schematic of the Andritz dry dual multi-filtration scrubber system
and is offered in either a round or Andritz was responsible for the ENVIRONMENTAL IMPACT
rectangular shape. design, engineering and supply of the Late last year, Wärtsilä referred its
It can be installed as an open loop, main equipment. Partner SOLVAY was customers to the oft-quoted CE Delft
closed loop, hybrid ready or hybrid in charge of the sodium bicarbonate report, regarding the climate impact
fitted solution. delivery and the discharge of of EGCS.
Schöberl claimed that Andritz was the residues. The study compared scrubber
the only company that had successfully In addition, German shipowner results to the use of low sulphur
installed SeaSOx scrubbers and TT-Line installed two SeaSOxwet marine fuel and was compiled
dual/multi-filtration systems to open-loop scrubbers for the two from a well-to-wake perspective
class satisfaction. main engines in December 2019 and in order to achieve an
“As we are offering the complete January 2020 on board the ropax accurate comparison.
portfolio — common wet scrubbing, Marco Polo, which operates in the CE Delft concluded that the EGCS’
as well as the filtration system — Baltic (Sweden – Lithuania). environmental impact would be less
we are looking for the right solution Two others were ordered for the than that of low sulphur marine fuel.
for each vessel/fleet respectively,” reefer container vessels ‘Dole Chile’ Its argument was that CO2
he said. and ‘Dole Colombia’, operating between emissions associated with producing
Thus far, the company has installed the United States, South America and and installing an EGCS were small
a filtration system on La Méridionale’s Europe in October, 2019 for their reefer compared to those generated when
roro ferry Piana. The test results container vessels. operating the system.
were even better than expected, By fitting this technology, Dole is CO2 emissions were mainly related
Schöberl said. able to burn high sulphur fuel oil, while to the energy demand of the system’s
An agreement to install the world’s complying with IMO2020 pumps, which typically result in a total
first dry EGCS on Piana was signed “As this filtration system is emissions increase of between 1.5%
in Marseille back in the summer interesting for lots of ship owners/ and 3%.
of 2018. managers and also ports, we have By contrast, with de-sulphurised
This solution uses patented Bicar developed a barge solution to serve fuels, the overall CO2 footprint increase
sodium bicarbonate as the absorbent vessels arriving at a port and are not was a result of the refining processes.
and a pulse jet fabric filter for SOx and fitted with a scrubber,” he said. Theoretical calculations range from
particulate removal. One 9.6MW main “The restrictions will get tighter and an increase in CO2 emissions of 1% to
engine and one 1.26MW HFO auxiliary there will be more in the near future,” as much as 25% when removing the
was fitted to the filter system. he concluded. sulphur content of the fuel.
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21EXHAUST GAS CLEANING SYSTEMS 21
The report said that while the lower figure was not physically
possible, the higher percentage increase was applicable only to
a fuel quality that was too high for marine applications.
Its conclusion, therefore, is that the CO2 emissions associated
with the production of low sulphur marine fuels would be between
these extreme values.
Turning to the perceived open loop scrubber problems,
Wärtsilä’s exhaust treatment’s director, Sigurd Jenssen, told
Clean Shipping International that despite the ban on open-loop
scrubbers in some areas of the world, he had seen no shortage
of orders for this type of equipment.
In newbuildings, the mainstay of the company’s EGCS
orderbook, some owners had opted for a mix of open loop and
hybrid types. “It depends on the owner,” he explained.
He said that there had been several retrofits last year, but
nothing like the number seen in 2018 and 2019 — the boom
years leading up to the IMO’s low sulphur ruling.
Sigurd Jenssen, director Wärtsilä exhaust treatment systems
However, since the business case for installing a scrubber
system has improved, there have been more inquiries for
retrofits recently.
Back in 2019, scrubber suppliers found it challenging to
reserve space at a shipyard for retrofits, due to the volume
of work.
SOx and particulate matter (PM) scrubbing is not going to
stop, he said, while for NOx, Wärtsilä offers an exhaust gas
recirculation (EGR) solution whereby the gas is recirculated into
the turbocharger’s side inlet.
Scrubbers are just one of the methods available and are
the first step along the journey of emissions control, as there
is a potential to add on other abatement technology today. In
essence, fuel forms one part of the abatement equation, while
abatement technology forms another, he said.
He also claimed that it was relatively easy to upgrade a
scrubber system for other emissions abatement solutions, as
long as the work is planned in advance. For example, converting
an open loop system into a hybrid type scrubber involves adding
additional water handling equipment, etc.
For newbuildings and retrofits, Wärtsilä offers a modular
solution for ease of installation.
He stressed that the financial case for scrubbers will not
change going forward, as the alternative would be to switch to
other more expensive fuels. As mentioned, the business was
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 2122 EXHAUST GAS CLEANING SYSTEMS
becoming more favourable again as the Jenssen is based at Moss in Norway, FAVOURABLE SPREAD
fuel price spread widens and should where the R&D is carried out, but Chelsea Technologies’ Adam Jolliffe,
continue to rise going forward. the company also has operations in senior sales manager – maritime,
At a spread of around $100 per Finland and Poland, and its equipment said the rapid payback times scrubber
tonne between high sulphur fuel is manufactured primarily in China and owners saw during 2019 and the first
and low sulphur fuel, the scrubber Vietnam. The monitoring equipment few months of 2020 quickly stalled, as
case becomes a good investment, mainly comes from Europe. the spread between HSFO and VLSFO
he thought. Today, Wärtsilä markets its scrubber narrowed to historic lows last March.
Jenssen also claimed that being technology to both shipowners and However, that spread is now
able to offer a lifecycle solution set shipyards. In general, the shipyards creeping back up and the future of
Wärtsilä apart from other system were maturing in terms of installations, scrubbers once more looks bright,
providers, as within the group the skill he concluded. illustrated by a recent report from
sets exist to support an installation Gibson Shipbrokers (see Leading Edge)
on board and the infrastructure is INCREASED INTEREST saying that 40% of VLCCs are now set
also in place to offer spare parts and Steven Pieters, Alfa Laval’s sales to install scrubbers, given that savings
technicians anywhere in the world. director, exhaust gas cleaning, told had increased to some $5,000 per day.
This has encouraged many service Clean Shipping International that while “Scrubbers represent a legitimate
and maintenance agreements being it was true that most systems being compliance method for the IMO2020
signed with the installation contracts. ordered were the open loop variety, global sulphur cap, slashing air
The pumps and valves are mainly over the past months, the company pollution and reducing the health-
standard equipment, which the crew had seen an increased interest in related dangers for crews and coastal
can maintain, as they should be familiar hybrid systems. communities. Yet they have been mired
with this equipment. He also confirmed that Alfa Laval in a certain level of controversy and
Wärtsilä also offers classroom offers and has delivered all types of uncertainty since their introduction —
and simulator training at its Land scrubber systems. and regulation change has never been
and Sea Academy, as well as on-site, out of the headlines.
hands-on training in operations and “An EGCS represents a multi-million-
maintenance on-board. dollar financial outlay for a shipowner.
Looking ahead to the IMO meetings At the time of writing (beginning of
this year, he said that the industry February), scrubber systems are still
needed predictability with no rule a long-term investment and payback
changes. He thought that there were times are expected to remain in the
still some ambiguities in the scrubber years rather than months. Shipowners
regulations. However, he said these need to future proof their systems
could easily be ironed out. if they’re to see the full return on
He stressed that Wärtsilä has and investment,” he said.
will still argue for goal-based and not Under the IMO scrubber rules,
solution-based standards in emissions the equipment’s washwater effluent
reduction systems regulations is required to be monitored to
and guidelines. ensure that it is not damaging the
In general, Jenssen thought that the Steven Pieters, Alfa Laval sales director, marine environment.
exhaust gas cleaning
newbuilding sentiment was picking up An issue with a ship’s engine or
again, but by how much will depend on Although he said that Alfa Laval scrubber could inadvertently push oil
how the pandemic pans out in the next can’t predict what will happen with or other pollutants through the system,
few months. However, he said that the regulations, the company does follow he stressed.
market had been more active recently, their developments closely. Global regulations are clear on
compared to much of 2020. “As a scrubber supplier, we ensure which kinds of pollutants must be
Despite the rise of LNG as a our systems are fully compliant with monitored, as well as how to measure
fuel engine fitted or LNG-ready today’s regulations and we anticipate for these irregularities. There is
newbuildings, he thought that the upcoming regulations with our one exception — polycyclic aromatic
majority of containership, bulk carrier technology and development, making hydrocarbons (PAH).
and tanker owners opt for scrubbers sure our customers will also comply PAH particles are a series of
when ordering anew. tomorrow,” he said. “An example of carcinogenic hydrocarbons created as
He also explained that as Wärtsilä this can be seen with our open-loop a by-product of poorly or improperly
had been in this particular segment for scrubbers. They are all designed as burnt marine fuels.
10-12 years, the company was at the hybrid-ready, having the necessary As things stand, there is a global
forefront in research and development connections present for a later divergence in measurement regimes
(R&D) and in the art of keeping vessels conversion to a hybrid system if the across different jurisdictions, with
operating almost emission-free. customer so chooses.” the IMO requiring measurement for
C L E A N S H I P P I N G I N T E R N A T I O N A L – S p r i n g 2 0 21You can also read
