Marine engines Windpower Scotland builds Saving fuel on a Methanol from

and future fuels will history worlds first carpet of bubbles natural gas?
update repeat itself? seagoing hybrid
www.lr.org Page 4 Page 8 Page 10 Page 11 Page 12

Future Fuels Future Fuels is a collection of recent articles and news from Lloyds Register publications

LR together with UCL releases

Global Marine Fuel Trends 2030,
the follow up to the scenarios-
based analysis of Global Marine
Trends 2030.

11 March, 2014
The new report is the result of a collab-
oration with University College Londons
Energy Institute. Change in the industry
is being driven by rapidly evolving
environmental challenges, new regu-
latory policies and emerging fuel/tech-
nology choices. There is an added layer
of complexity in the decision-making
process for shipowners and a whole new
set of signals to watch for. But there are
also likely to be new opportunities.
Using the scenarios developed for the Global
Marine Trends 2030 report released in April
2013, LR and UCL have explored the driving
forces and conditions influencing the future
marine fuel mix. We have examined how certain
transitions will be facilitated and accelerated,
what the impact might be the role of wider
societal and economical drivers and how our
choices might affect emissions from shipping.
In shipping today, the alternative fuels debate
has been dominated by the potential of LNG. But
will there be other, potentially viable, options?
If we extrapolate past experience (single engine
combusting fossil fuel for the last century) to
the future, then perhaps it is reasonable to
anticipate that ships built in 2030 may not be
dramatically different to the ships of today. If,
however, this steady technological progress
was to be, somehow, accelerated or over-
turned, then some amazing technology could
be around the corner. How long will it take for
a new technology/fuel to be assimilated and
become business as usual or even replace the
current mainstream options? Read the report Lloyds Register works with industry,
at www.lr.org/gmft2030 academia and governments world-wide
to advance technology and its application.
02 | Future Fuels
LNG
Despite attracting attention for
its low emissions, liquefied natural
gas (LNG) has to overcome some
challenges before widespread use
is possible. Lloyds Register has the
technical experience to advise on
its use as a fuel for ships.
An STQ ferry crossing the St Lawrence River.
Clean Sky design
wins AIP certificate
May 2013
Lloyds Register has given its approval in
principle (AIP) for a new Clean Sky bulk
carrier design incorporating an LNG-as-
fuel system. COSCO, Golden Union and LR
began the project in 2011 to investigate
the potential of developing a commercially
viable bulk carrier design, based on an
existing COSCO conventional design, but
employing gas powered propulsion systems.
The Clean Sky design builds in flexibility by
enabling owners to choose dual or tri-fuel
engines that can burn heavy fuel oil (HFO) or
diesel, as well as LNG.
Nick Brown, Lloyds Registers Area General
Manager and Marine Manager, Greater
China, said: This news moves the industry
far beyond the concept stage. A Clean Sky
ship could be built next year. We have
addressed the technology issues; the approval
in principle that we issued only comes
after exhaustive risk investigations into the
gas containment, bunkering systems and
performance assessment.
Canadas STQ
converts to LNG
Nick Brown LRs Marine
Communications Manager
November 2013
The events and influences behind a Cana-
dian marine companys decision to adopt
LNG-as-fuel for three newbuild ferries.
Nick Brown, LRs Marine Communications
Manager, reports.
The Quebec-owned ferry company, STQ
has taken the bold step of building three
LNG-fuelled vessels to add to its fleet of 17
ferries. The company, Socit des traversiers
du Quebec (STQ), is owned and operated by
the people of Quebec. Its network of ferries,
many of which are free, cuts down the need
for long, costly and environmentally damaging
road detours around the city of Quebec.
The move to LNG-driven ferries was prompted
by the citys recent expansion programme
and the resulting need for new transport
links. Another factor was the provincial
governments plan to reduce the environ-
mental impact of Quebecs growing transport
infrastructure.
STQ already owns and operates a diesel-battery
hybrid ferry serving Quebecs LIsle Verte (Green
Island) on the St Lawrence River. Of the LNG
trio, two 92-metre long ferries are being built
at the Davie Shipyard in the city of Levis across
the river from Quebec, while a third 130-metre
long vessel is being built at Fincantieris ship-
yard at Castellammare di Stabia in Italy the
first STQ vessel to be built outside Quebec.
The locally-built ferries will serve the impor-
tant Tadoussac to Baie-Sainte-Catherine route
across the mouth of the Saguenay River, a
free, 10-minute service that eliminates the
need for a 250-kilometre road journey. The
larger ferry will operate on a longer V-shaped
route across the St Lawrence, connecting with
Godbout and Baie-Comeau on the northern
side of the river.
Benoit Cormier, STQs Project Management
Office Director, said: We will operate these
vessels for many years perhaps 35 to 40 so
we wanted to try and find the most modern
technology and to meet the requirement for
cleaner solutions. For us, gas was like hitting
the bulls-eye in meeting these needs.
But opting for gas was not the easiest choice.
Being first to use gas in shipping in Canada
is a big, big pressure. We had a lot of people
to convince and I am not so sure that we
could have done this if we had been a private
company although many other private ship-
owners are now asking us, how can we do
it too?.
You can read a longer version of this article
in LRs latest Gas Technology Report
www.lr.org/gas
Clean Sky: an LNG bulk carrier design developed by COSCO Shipyard Group, Golden Union and Lloyds Register.
Clean Sky
Nick Brown Formerly Area General
Manager and Marine Manager,
Greater China. Now Director,
Business Development and Innovation
April 2013
A joint investment project has moved
bulk carrier design far beyond the concept
stage for gas-powered ships
The first deep sea dry bulk cargo ship
design powered by liquefied natural gas
(LNG) is the result of a COSCO Shipyard
Group, Golden Union and Lloyds Register
joint investment project.
We have moved the industry far beyond
the concept stage, says Nick Brown, Lloyds
Registers Area General Manager and Marine
Manager, Greater China. We have addressed
the technology issues; at the end of 2012
we issued an approval in principle (AIP) for
the product of the project a new gas-fuelled
bulk carrier design christened Clean Sky.
A Clean Sky ship could be built next year.
Fast track innovation
At any time Lloyds Register has dozens of joint
investment projects underway. JIPs provide a
rapid route to innovation. The best JIPs are
ones in which shipyard, designer, owner and
class all work together to achieve a mutual
goal of developing a market driven design,
that is future proofed as far as possible, and
attractive to owners due to its operational effi-
ciency and flexibility. When new technology is
involved as in this case it is also very important
that the technology providers, such as engine
makers, are involved at the earliest stage,
says Nick Brown.
Looking at the commercial
perspective of LNG as a
ships fuel, the capital
expense of installing an
LNG fuel system should be
paid off after a few years by
operating expense savings.
If all parties work together the owners gain
access to a design that meets their expecta-
tions and the yard are able to offer a design
that suits the market. The technology provider
gains early entry into the market and class is
able to ensure all parties are aware of rules,
regulations and codes that need to be applied
to the design at the earliest stage.
A new design
The three parties agreed, in June 2011, to inves-
tigate the potential to develop a commercially
viable bulk carrier design capable of burning
LNG as fuel. The development team based their
work on the well-proven conventional COSCO
designed 81,000 dwt Kamsarmax bulk carrier.
This was then re-engineered to employ LNG
powered propulsion systems. The AIP comes
after exhaustive risk investigations into the gas
containment, bunkering systems and perfor-
mance assessment.
The safety of the containment systems for the
LNG fuel was critical. Various containment
systems and configurations were considered
by the project team, but the final choice was
for a single, 1,160 m3 type C tank that sits COSCO Shipyard Group has a strong sense
aft on the port side. Lloyds Registers risk
methodology for novel technology process
provided a pathway through the complexity
of the technical risk assessment required.
Flexibility is important
The Clean Sky design builds in flexibility by
enabling owners to choose dual or tri-fuel
engines able to burn heavy fuel oil (HFO) or
diesel, as well as LNG. There is uncertainty about
the future relative pricing of both LNG and the
conventional fuel oils that dominate today. This
flexibility helps ensure that owners of Clean
Sky types have fuel options. Although for
many the attraction of clean gas will outweigh
the more complex scrubber option.
Tough environmental requirements mean
vessels will have to comply with the Interna-
tional Maritime Organizations (IMOs) Tier III
NOx regulations by 2016 and this opens up
demand for new ship propulsion solutions
incorporating cost-effective technologies. This
could trigger a substantial shift towards natural
gas-powered vessels; and in gas mode dual
fuel engines already comply with the IMOs
Tier III requirements, comments leading Greek
ship operator Golden Union. Using LNG may
be the ideal solution for meeting increased
environmental performance without losing
competitiveness. This design offers significant
reductions in SOx, NOx and particulate emis-
sions as well as CO2 emissions by simply
using cleaner LNG instead of employing costly
and complex cleaning systems which do not
always work.
Looking at the commercial perspective of
LNG as a ships fuel, the capital expense of
installing an LNG fuel system should be paid
off after a few years by operating expense
savings, especially if a vessel is trading within
emission control areas. Global reserves in LNG
greatly surpass oil reserves. LNG is becoming
more readily available in the market. This, in
combination with steady demand, should
reduce price volatility in comparison with
HFO. Keeping this in mind, HFO and marine
diesel and marine gas oil prices will be likely
to increase faster than LNG rates, speeding up
the pay-off of the system.
Paving the way
regulatory guidance for 20 confirmed or
of social responsibility. We are innovating to
help shipowners meet new IMO emissions
and performance requirements, said Zhan
Shu Ming COSCO Shipyard Groups Head
of Engineering. Our development in LNG
as an alternative fuel technology will not be
only limited to the application to bulk carrier
designs, but also for other ship types. The
current achievement is only the beginning
of our research and development for LNG as
an alternative fuel and the COSCO Shipyard
Group, as a pioneer in this new technology,
is committed to even more in-depth research
in the future.
Most LNG-as-fuel research, technology
development and newbuilding activities
have focused on specific niche sectors such
as ferries, offshore vessels and short sea,
or inland, trades. This project paves the way
for take-up in deep sea bulk carrier trades
and tankers.
The challenges are similar for tankers,
Brown said. Clearly there are benefits with
using clean gas technology. The key issues
now are commercial.
Future Fuels | 03
The worlds first
new LNG-fuelled
tanker is classed
by Lloyds Register
February 2012
Piet Mast Lloyds Registers Marine
Business Manager for Western Europe
The arrival of Argonon, a 6,100 dwt dual-
fuelled chemical tanker, is a significant
milestone for the Deen Shipping subsidiary,
Argonon Shipping, in its pursuit of cleaner
transport solutions for Europe. Lloyds
Register helped the owners and regula-
tors identify their risks, meet regulatory
requirements and overcome the technical
challenges for the precedent-setting tanker.
This has been a great project and is a signif-
icant first, said Piet Mast, Lloyds Registers
Marine Business Manager for Western Europe.
The nature of inland waterways traffic, which
passes through or close to major population
centres, makesLNG an attractive way to reduce
harmful local emissions. We had to look care-
fully at the risks and worked closely with the
owner and the regulators to ensure that they
understood, and were comfortable with, the
technical solutions that were developed.
The dual-fuel system is designed to burn
an 80/20 mixture of natural gas and diesel,
reducing SOx, NOx and particulate-matter emis-
sions, as well as reducing the greenhouse gas
emissions from tank to flue. The LNG is stored
in a transport tank located on deck, supplied
by Cryonorm Projects, based near Amsterdam.
The inland shipping industry, as far as we
know, is the safest and cleanest mode of trans-
port. But, to keep this lead, we have to take
a big step forward in environmental perfor-
mance, said shipowner Gerard Deen. I think
that the dual-fuel principle is a way to reduce
the emissions in our sector. Lloyds Register was
very pragmatic in their approach to finding
solutions to convert seagoing regulations into
inland shipping rules regarding dual fuel.
Built by Rotterdams Shipyard Trico BV,
Argonon is 110 metres long and propelled
by two, dual-fuel Caterpillar DF3512 engines,
each providing 1,115 kW. The ship has the
capacity to transit from Rotterdam to Basel
and back without bunkering.
We are currently providing technical and
proposed inland waterway applications that
intend to use LNG as fuel, said Bas Joormann,
Lloyds Registers West European Area Inland
Waterway Product Manager. There is a lot of
interest, and for good reason. Inland water-
ways, like ferries in emission-control areas,
are very suitable for LNG. But the regulatory
regime is different. Were helping owners and
governmental bodies to identify the risks and
manage them to at least the level of safety
provided by the existing fuel-management
and combustion requirements.
MT Argonon, the worlds first new
LNG-fuelled tanker.
04 | Future Fuels Future Fuels | 05

LNG continued
Marine engines and
future fuels update

Ed Fort Global Head of Marine

Engineering Systems, Lloyds Register
November 2013

With an increasing range of power gener-

ation products entering the market, ships
operating frequently in environmentally
sensitive areas could soon be bunkering
fuels not traditionally associated with
marine power generation.

If safely managed, low flash point fuels like

LNG could have a significant part to play in
meeting the challenge of sustainable ship-
ping, with their reductions in SOx, CO2 and
(when combined with lean burn engine tech-
nologies) NOx emissions.

In addition to established marine power

generators (such as the Rolls-Royce Bergen B
& C series, spark-ignited, 4-stroke Otto cycle
engines operating on low-pressure natural
gas and the Wrtsil DF (dual fuel) series,
pilot fuel-ignited 4-stroke Otto and Diesel
cycle engines capable of operation on both
low-pressure natural gas and conventional
fuel oils (HFO and MDO)), a number of other
engines, and with them fuel options, will
soon be available. Wrtsil DF engines are
already approved, installed and in service on
board Lloyds Register classed vessels while,
in a developing relationship, Lloyds Register
is working with Rolls-Royce in analysing
the design of the B & C series gas engines
with the intention of achieving and demon-
strating equivalent safety and reliability to that
provided by conventional oil-fuelled marine
diesel engines.
As regards new engines, with the order book
growing, MAN Diesel & Turbos ME-GI series,
low-speed, 2-stroke Diesel cycle engines, oper-
ating on both high-pressure natural gas and
conventional fuel oils, will undoubtedly increase
the uptake of LNG as a bunker fuel, both for
An illustration of the MAN B&W S90ME-GI engine (Credit Man Diesel & Turbo).
environmentally sensitive areas and, with
reducing global sulphur limits, worldwide trades
too. Lloyds Register granted Approval in Prin-
ciple (AIP) for the ME-GI engine in 2012. The
uptake of LNG will only continue to grow with
the introduction of Wartsilas first RT-flex DF and
X DF series, low-speed, 2-stroke Otto and Diesel
cycle engine operating on both low-pressure
natural gas and conventional fuels.
Beyond natural gas, both MAN and Wrtsil
are opening the door to other alternative
low-carbon fuels. Wrtsil, in co-operation with
STENA and Lloyds Register, is converting diesel
engines on ferry Stena Germanica to meth-
anol (MeOH), a potentially highly sustainable
low-carbon fuel when operating in the diesel
cycle and using a pilot fuel for ignition. MAN
have also recently introduced their ME-LGI
(liquid gas injection) engine, increasing the fuel
options still further. ME-LGI conversions to their
2-stroke ME series engines will permit oper-
ation on methanol, liquefied petroleum gas
(LPG), dimethylether (DME) and ethanol. Lloyds
Register granted AIP for the ME-LGI operating
on LPG early in 2013 and has recently granted
AIP for operation on ethane.
In the longer term, hydrogen, the ulti-
mate clean fuel, offers the prospect of true
zero-emission power generation. It is unlikely
that the evolution of internal combustion
engine technology would extend to operation
on hydrogen (although is has been shown
to be possible). Instead, should hydrogen
become an affordable and available option,
it may be that fuel cell technology, not
constrained by the efficiency limits of the Otto
and Diesel thermodynamic cycles and offering
significantly higher efficiencies from what are
effectively solid state, silent and vibration-free
devices, would be the choice for the power
generators of the future. With significant
experience in the field, Lloyds Register has a
number of development projects underway
including the evaluation of both onboard
hydrogen generation and low-temperature
hydrogen fuel cell technology.

New generation
Viking
October 2012
Viking Lines decision to order a 56,000gt
ice class passenger ferry, Viking Grace, is
a new landmark for LNG-fuelled projects.
Nothing else on the blocks or on order
even comes close to its energy require-
ments. Built to operate between Turku and
Stockholm, it was floated out at STX Turku
in August 2012 and will be delivered early
in 2013 as Viking Lines new flagship.
Lloyds Register played a significant role in
helping owners and builders navigate a path
through the complexity of a novel design
to meet regulatory, class and operational
requirements.
The ferrys bunker tanks are on the stern
and propulsive power is from 4 x Wrtsil
8L50DF engines in a gas electric system that
will deliver 30,400 MW. The ship will bunker
at the Stadsgrden facility in the port of Stock-
Viking Grace in the shipyard in Turku, the location of the LNG tanks can be seen holm. The LNG will come from the AGA LNG
on the stern deck (Credit STX Finland). terminal in Nynshamn.
A world first as
LNG-fuelled ro-pax
Viking Grace
is floated out
September 2012
The worlds most environmentally
friendly large passenger ship, Viking
Grace, was floated out at STXs Turku
Shipyard in Finland on 10 August this
year. The ropax, which is fuelled by
LNG and is being built for Viking Line,
is due to be delivered in January, 2013.
Risk analysis and classification has been
carried out by Lloyds Register.
The 218 metre long vessel generates almost
no marine emissions and her emissions to
air are very low. She will operate on the
Turku-Aland Islands-Stockholm route and
has been specially designed to operate
in the delicate and shallow waters of the
Finnish and Swedish archipelago.
Viking Grace cargo operations (Credit Viking Line).
Viking Grace
progress report
Mikael Backman President and CEO,
Viking Line
November 2013
With a busy summer season over, LR spoke
to Viking Lines President and CEO, Mikael
Backman, about the operations of Viking
Grace, the companys brand new gas-fuelled
ship which has been in operation since
January following delivery from the STX
yard in Turku. Obviously the bunkering has
received a great deal of attention.
The actual bunkering of LNG has been done
over 100 times now without any challenges
and the entire bunkering process has proceeded
extremely fast, more smooth and safely far
beyond our expectations, commented Mr
Backman. And feedback from passengers
about the extremely comfortable and now very
low-emission ship has been only positive LNG
is well known as an environmentally friendly
product with extremely low emission levels.
Overall, the experience has been better than
expected, Backman says. But the company
sounds far from complacent and not inclined to
stand still. When asked what Viking might do
next he says, LNG is a very interesting type of
fuel, butas a part of the companys continuous
improvement process, Viking Line is actively
looking around for other new possible technol-
ogies, which could also be implemented into
the existing fleet vessels.
Asked if he is surprised that some large recent
orders have not stipulated gas as fuel he says
that with the LNG supply chain still under devel-
opment in other parts of the world, it is fully shipping will now accelerate in the Baltic and
understandable that owners would like to secure Northern Europe, he commented: I would
the availability of fuel before signing orders. The expect that the next order for merchant ships
development of bunkering infrastructure in in the Baltic region will be powered by LNG.
ports where Viking ships call, such as Turku,
Tallinn and Helsinki, is something that Viking has
been watching carefully. The latest news is that
the city of Turku has already given permission to
Gasum to start the design of an LNG production
The actual bunkering of
plant close to the port, while a similar project has LNG has been done over
already been started in Tallinn, and Helsinki is
actively following the possibility to start the
100 times now without
similar kind ofprocess. any challenges and entire
Discussing the explosion of interest in LNG as
bunkering process has
fuel in North America and whether things could proceeded extremely fast,
move very fast now, Mr Backman says that
Viking is following the development of LNG
smooth and safely far
prices, changes within the production chain and beyond expectations.
the overall LNG infrastructure very closely. When
Mikael Backman Viking Line CEO
asked if the pace of development of LNG fuelled
06 | Future Fuels
LNG continued
LNG bunkering
in Singapore
Luis Benito Global Marine Marketing
Manager, Lloyds Register
November 2013
Singapore achieves a significant mile-
stone in the development of its LNG
bunkering standards.
A world first for the worlds top bunkering
port Singapore has taken a significant step
forward in the development of the worlds first
practical operational procedures and stand-
ards for LNG bunkering operations with the
support of Lloyds Register.
Singapore is recognised
for its transparency and
emphasis on the quality
of bunkering services and
safety standards. In 2012,
the Port of Singapore
recorded a bunker sales
volume of 42.7m tonnes,
retaining its position as the
worlds top bunkering port.
The Maritime and Port Authority of Singa-
pore (MPA) and its appointed consultant,
Lloyds Register, have completed its study
on the Technical Standards and Procedures
for LNG Bunkering in the Port of Singapore
and have consolidated information on key
areas that need to be addressed before LNG
bunkering can take place.
These five key areas are:
LNG bunkering standards and procedures
within the ports limits
Technical requirements and specifications
for LNG bunker tankers and receiving
vessels with regard to transfer system,
fittings and safety equipment
Safety standards for LNG bunkering operations
Identification of safety exclusion zones
and emergency procedures
Competency standards for personnel
handling LNG bunkering.
With this study being completed, MPA is now
ready for industry consultation and will be
organising sessions for the industry to share
their knowledge and best practices for LNG
bunkering. The feedback received from the
industry consultation sessions will enable
Singapore to move forward in offering LNG
bunkering services.
There is an increasing necessity for the ship-
ping industry to look at alternative sources of
fuel and LNG is an affordable option that we
should consider. With the information from
the report, we are in a strong position to offer
LNG bunkering in the Port of Singapore and
we would like to share this significant progress
with the industry, said Capt. M Segar, MPAs
Assistant Chief Executive (Operations).
Singapore is recognised for its transparency
and places a strong emphasis on the quality
of bunkering services and safety standards. In
2012, the Port of Singapore recorded a bunker
sales volume of 42.7 million tonnes, retaining
its position as the worlds top bunkering port.
Singapores strong performance in bunker
sales can be attributed to its strategic location
at the crossroads of international trade and
the industry structure that results in compet-
itive bunker prices and assured quality and
safety standards.
Singapore is already an important centre for LNG carrier support.
manufacturers, and enables the user to alter
The Lloyds Register conditions based on a changing regulatory
environment, technological developments
LNG bunkering study or pricing of fuel and equipment. It shows
that LNG demand for the deep-sea trades
could grow significantly if LNG bunkers are
competitively priced compared with other
fuel options.
Global acceptance of LNG as a marine fuel
will depend on pricing
Outside of the niche markets, the study finds
that the establishment of LNG bunkering infra-
structure capable of supporting most of the
Latifat Ajala Lloyds Registers worlds consumers will be highly sensitive to units in 2025. If the cost of LNG increased
Senior Market Analyst the price of LNG relative to alternative fuels.
April 2013 For some owners, fuel flexibility will be key.
An overview of the main deep-sea trade The obstacles to the adoption of LNG as
routes, the fuel consumption of vessels a marine fuel are practical factors, but they
in the global fleet and the current and are not technical. They are commercial,
future location of bunkering hubs are says Hector Sewell, the Head of Marine
the main themes of a 12-month LNG Business Development for Lloyds Register.
bunkering infrastructure study completed Establishing safe, reliable global LNG
by Lloyds Register. bunkering capability is feasible. But it will
require considerable investment and risk
The study aims to help clients draft plans for management, and it will have to cover signif-
future emission compliance. Equally significant, icant operational costs to challenge existing
it will help to foster the future design and fuel-oil delivery systems.
technology of propulsion systems in the global
shipping industry. Latifat Ajala, Lloyds Registers Senior Market
Analyst, has led the study. She says: The
A major part of the study is an interactive interactive model we used was based on LNG
LNG bunker demand model. This has been supply, trade routes, ship-type fuel consump-
used to assess the likely scale of demand for tion, port locations and bunkering demand,
LNG-fuelled newbuilds and LNG fuel up to as well as shipowner and port surveys. After
2025, based on three demand scenarios. applying the three demand and price-driven
scenarios we found that the likelihood of
The model has been rigorously tested and global LNG bunkering facilities being estab-
validated with key industry stakeholders, lished will depend on high demand for
including shipowners, ports and engine LNG-fuel on deep-sea trades, which will be
driven by the price of LNG relative to current
and future alternatives.
The studys base-case scenario predicted
that by 2025 there could be 653 deep-sea,
LNG-fuelled ships in service, consuming 24
million tonnes of LNG annually. These ships
are most likely to be containerships, cruise
vessels or oil tankers.
When the study modelled relatively cheap
LNG for example, 25% lower than current
market prices the projected number of
LNG-fuelled ships rose to approximately 1,960
Interest in gas as a marine fuel continues
25% against current prices, the model found
that hardly any new LNG-powered tonnage
would hit the water.
Excluding smaller ferries and local trades
where there are local market, fiscal and regula-
tory drivers such as in parts of the Baltic and
Norwegian shelf it was the container-ship and
cruise-ship markets that were the most likely
to adopt LNG, said Ajala. This is because of
their relatively high energy requirements, the
demands of customers in these two sectors,
their regular trading patterns and the time
those ships spend in emission-control areas.
The difficulty for those looking to make
decisions is that forecasting energy prices has
always been a dangerous business, she said.
For shipowners looking to make these deci-
sions, flexibility may be the key. Choosing
engines that can burn both gas and fuel oil,
or that can be converted, may be one way to
manage the regulatory and commercial issues
involved with fuel choices.
To read the study visit www.lr.org/bunkering
New gas as marine
fuel NGO to pro-
mote best practice
Mark Bell General Manager, Society
for Gas as a Marine Fuel (SGMF)
November 2013
Use of LNG as a marine fuel is a major
and exciting opportunity for the ship-
ping industry to make a leap frog into
the future, says Mark Bell. However, the
underlying goal is to ensure that the LNG
bunker supply chain can match if not
exceed the exemplary safety record the
bulk LNG transportation sector enjoys.
Society for Gas as a Marine Fuel (SGMF) has
been established to drive the adoption of best
practice in the use of LNG as a marine fuel.
Based in London, the new non-governmental
organisation (NGO) has been derived out of
SIGTTO, the Society of Gas Tanker and Gas
Terminal Operators, following a decision taken
at their board meeting in May 2013.
SGMF will represent shipowners, fuel
suppliers, bunker providers and port authori-
ties, indeed anybody who is involved in using
LNG or considering getting involved in LNG
bunker-related activities. Andrew Clifton, the
General Manager of SIGTTO, explains that
the new body is a significant step towards
theenhancement of safety and best practices
covering the use of LNG as a marine fuel.
SGMF will:
Encourage the safe and responsible
operations of vessels using LNG as fuel and
all marine activities related to the supply of
Whats driving gas
as a bunker fuel?
Luis Benito Global Marine Marketing
Manager, Lloyds Register
November 2013
to grow and it is North America where,
perhaps, the greatest progress is being
made in the development of ships
powered by natural gas.
Canadian ferry services, a US containership
operator and a work boat owner have all
already invested in newbuildings while one
Great Lakes trader is considering converting
a lakes bulk carrier to burn gas. We are now
expecting to see more ferry operators in North
America go for LNG and it is highly likely that
the Great Lakes will see significant invest-
ment in LNG-fuelled newbuildings as new
ships are acquired for St. Lawrence Seaway
andlakes seaborne trades. views of a likely trajectory for gas-fuelled
Reflecting this interest, a consortium of North
American west coast players has produced a
very significant investigation into the potential
for LNG as a marine fuel. The report by the
West Coast Marine LNG Supply Chain Project
is well worth reading. Prepared for Transport
Canada, one of its most significant conclusions
is that, in North America, attractive pricing of
LNG is going to be a major positive force to
The Lloyds Register classed Mozah, the first ever Q-max LNG carrier, built for Qatar Gas Transport Company (Nakilat)
at Samsung Heavy Industries (SHI) and delivered in 2008.
LNG used for fuel
Develop advice and guidance for best
industry practice among its members
Promote criteria for best practice to all
who have responsibilities for, or aninterest
in, the use of LNG as a marine fuel.
At a time when LNG is spreading into bunkers
and the earliest date for the introduction of
the first global regulatory standard for gas as
fuel an evolution of the IGC (International
drive adoption of gas as fuel. Whether any
price benefit is available globally remains the
big question for the rest of the world.
So, in this report we review a major Canadian
ferry operators decision to go for gas and we
share the answers to questions we put to Trans-
port Canada about their approach as a regulator.
And what about the deep sea trades? Singa-
pore is continuing to make investments in
developing the capability to be an LNG hub,
including provision of LNG bunkers. Lloyds
Register recently completed a significant piece
of work to assist Singapore in getting to the
point where gas bunkering could be a reality.
Major containership operator UASC has said
that 18,000 teu newbuildings they have on
order will be made gas ready although their
comments are still short of committing to
gas-fuelled operations.
Generally, developments so far reflect our
tage of existing or developing infrastructure
investment: take-up focused on niche trades,
trades located in emission control areas
(ECAs) and point-to-point traders predom-
inantly in ECAs, such as ferries and small
containership operators.
The global expansion of LNG into the deep
sea trades remains a relatively distant pros-
pect although large containerships, such
as UASCs, on fixed routes needing one or
Gas Carriage) Code and the IGF (International
Gas as Fuel) Code is July 2017, it is vital that
the risks of LNG bunkers and bunkering oper-
ations are managed effectively.
Both Clifton and Bell reference the enviable
safety record of the LNG shipping sector
across 49 years of LNG shipping, only 40 cu.m
of cargo have been spilled. Thats probably
the same quantity of conventional bunkers
lost every day, suggests Clifton.
two strategic bunkering opportunities remain
the likely first movers: if a small network of
facilities in Singapore, the middle east gulf
and either Antwerp or Rotterdam can supply
gas bunkers, the pieces could fall rapidly into
place. The technology is ready as LRs Clean
Sky bulk carrier project with Golden Union
and COSCO Shipyard has demonstrated.
With the information from
the Lloyds Register report,
we are in a strong position
to offer LNG bunkering
in the Port of Singapore.
Capt. M Segar MPAs Assistant Chief
Executive (Operations)
What has yet to be developed is the infra-
structure and a global market for gas. For now
the fast moving action is in North America
where they have pricing and can take advan-
at key locations. This is where we are seeing
real evolution now across multiple ship types
and conditions. But, as we demonstrated in
our Global Marine Trends 2030 Report issued
in April, future macro-economic, political
and social drivers could change anything
different future global development
scenarios will shape future global take-up of
LNG. Watch this space well have more on
this soon.
Future Fuels | 07
SGMF will represent
shipowners, fuel suppliers,
bunker providers and port
authorities, indeed anyone
involved in using LNG or
considering LNG bunker-
related activities.
The big picture for gas
People have demanding needs, for cheaper,
cleaner energy to fulfil their living standard
requirements. The Lloyds Register Global
Marine Trends 2030 report forecast the surge
in middle class population expected in super-
populated countries like China and also India,
and in highly populated countries like Indo-
nesia, and the subsequent need for govern-
ments to fulfil peoples demands for cheaper
energy. In an era of economic turmoil not fully
arrested yet, and while questions about the
future appetite for nuclear take-up remain,
governments are switching to a gas policy
in order to fulfil their peoples demand for
sustainable and ever better living standards.
Is gas here to stay? Supply is ample and so
is social appetite and governments support.
However, I would envisage that certain
communities will still work towards a hydrocar-
bon-free energy source that can maybe even
replace nuclear with another clean (and low-
to-zero-carbon fuel) that can be widely
accepted by all. We see this trend already
emerging and Lloyds Register is engaged with
technology innovators and early starters in this
space. As global gas consumption grows, the
hard, fast pace of technology may point to
new possibilities for a cleaner future to replace
gas... but probably only in years that lie far
ahead. Right now its all about gas.
08 | Future Fuels
Windpower
A SkySails kite during early tests (Credit SkySails).
Windpower will
history repeat itself?
James Rhodes CEO and
Co-founder of Magnuss Ltd
May 2013
Lofty energy prices and emissions regu-
lation are leading factors influencing
change in the maritime shipping industry.
Maritime shipping has seen significant chal-
lenges over the past few years. Most notably,
the introduction of the Ship Energy Efficiency
Measurement Plan (SEEMP), the Energy Effi-
ciency Design Index (EEDI) and Emission
Control Areas (ECAs). As regulations add to
the economic demands of shipping, the
importance of fuel efficiency is further ampli-
fied: a trend that is set to continue.
Innovation and technology will play a vital role
as industry leaders prepare for change, but
if shipping is to successfully reduce costs
and increase profits, the technology must be
certified and approved before it is installed
onboard a working vessel.
The guidance and verification framework
remain essential to ensure compliance. Key to
this is a strong collaboration between innovator
and verifier for that process to succeed, with
the shipping industry being a direct beneficiary.
Its an entrepreneurial collaboration with a long
pedigree. A century ago, Lloyds Register
witnessed the sea trials of the East Asiatic
Companys first diesel-powered merchant
ship. The propulsion technology on trial then
dominates the industry today, with nearly
all ships now using marine heavy fuel oil in
diesel engines.
However, last years peaking bunker fuel costs
have put reduced fuel use (and costs) high on
the agenda. Magnuss Ltd is a maritime tech-
nology firm positioned well to deliver a suite of
fuel efficiency solutions. Chief among them is
the patent-pending Vertically-variable Ocean
Sail System (VOSS), a mechanical sail
acclaimed for its fuel-saving potential.
Founded in 2010, Magnuss designed the
VOSS based on German engineering first
used in the 1920s. Leveraging a principle of
physics called the Magnus effect (corr), the
VOSS is a rotating metal column on deck
Measures that make shipping
economically efficient and
environmentally friendly are
attracting much attention.
Leading industrials and global
shipping organisations do
not need to be convinced that
managing fuel requirements
directly results in improved
financial performance and
reduced regulatory risk.
that converts wind into perpendicular forward
thrust. One key difference from the original
technology is that its retractable, allowing
stowage below deck during loading/unloading
and in adverse weather.
The VOSS ensures that the vessel needs less
power and fuel from its main engine. This
typically leads to annual fuel cost savings of
10-35%. This is significant on an item that
often represents more than two-thirds of a
Sailpower could save
up to 50% fuel, says
leading technologist
May 2013
Using wind as a source of power not total
propulsion but as an auxiliary source for
commercial vessels is being trialled and
tested by a consortium led by Irelands
B9 Shipping.
The idea of sailpower first caught the marine
industrys imagination when the German
company SkySails carried out trials on a towing
kite five years ago. Then in July 2011, Canadas
Cargill Ocean Transportation signed an agree-
ment with Greek ship management company,
Anbros Maritime, for a 320m2 kite to be fitted
to one of the companys dry bulk vessels.
Last year, a B9-led consortium including Rolls-
Royce, Lloyds Register, University College
London and the University of Southampton
carried out tests on a model of a sail-powered
concept, combining a 21st-century square rig,
an automated sailing system and an off-the-
shelf Rolls-Royce LNG engine fuelled with
waste-derived bio-methane.
The tests were carried out at the University of
Southamptons Wolfson Unit towing tank.
The results showed that the concept could be
saving up to 50% of fuel on particularly windy
routes against a comparable ship on the same
route, said Diane Gilpin, Director of B9 Ship-
ping, who was involved with the trial.
Our high-level calculations indicate that
payback on additional capital cost for a B9 ship
can be achieved in eight years if fuel prices
remain the same and there is no value attributed
to carbon. Both factors, we expect, will change
in our favour over time. Additionally, with back-
to-back long-term fuel supply contracts in
place, B9 ships offer users greater levels of
long-term price predictability.
The market for vessels of up to 5,000 dwt is
growing, expanding to meet demand stimu-
lated by increased global trade. Sailing hybrids
offer significant operational advantages over
conventional ships and the consortiums
strategy is to secure first mover advantage. It
then aims to go on to be the global market
leader for sailing hybrids.
shipowners/operators annual expense. In
many cases, customers can recoup the cost in
just two to three years.
When Magnuss sought a partner to help clas-
sify the Magnuss VOSS, Lloyds Register was
a clear choice, validated by demonstration and
test bed candidates on whose ships the VOSS
will be installed. In the past year, Magnuss has
been working with Lloyds Register to ensure
certification of the VOSS design and the ship
integration plans. Approval means the VOSS
meets the highest standards expected of the
worlds leading shipowners and shipyards.
Measures that make shipping economically
efficient and environmentally friendly are
attracting much attention, and the industry
understands that managing fuel requirements
directly results in improved financial perfor-
mance and reduced regulatory risk. Everyone
knows that much is at stake. Magnuss and
Lloyds Register recognise this and share a
deep-rooted commitment to ensuring innova-
tive technologies like the VOSS are accessible
and viable options, not only affording a
substantial cost advantage for operators world-
wide, but also helping them meet the demands
of increasing environmental legislation.
Windship sail
concept could
help shipowners
cut their fuel bills
September 2013
CFD tests on a new two-masted wind
concept show how technology could make
a significant impact on the economy and
performance of seagoing vessels.
Windship Technology Ltd, a sail power concept
that is being developed by a consortium of five
key players in the global shipping industry,
could revolutionise the way tomorrows vessels
carry goods across the worlds oceans.
The new concept, which is known as an Auxil-
iary Sail Propulsion System (ASPS), uses fixed
wing sail technology, whereby two 35-metre
high masts installed on the deck of a vessel will
each have three aerodynamic wings fitted. The
masts or rigs rotate automatically to exploit the
power of the prevailing wind and, as the speeds
and angles of the wind change, the system
develops more power, allowing reductions in
engine power to be made in order to achieve
the same speed and so maximise on fuel saving.
The consortium approached Lloyds Register to
give an independent assessment of the ASPS.
LRs Technical Investigation Department (TID)
carried out CFD work on a Supramax bulk carrier
in varying wind directions and speeds. These
showed that ASPS has the potential to provide
more than 50% of the required propulsive thrust
a vessel needs, depending on conditions. In the
right conditions this could save a typical bulk
carrier 30% of its fuel costs on a voyage.
Hector Sewell, LRs Head of Sales and
Marketing, said: Should these results be
reflected in actual operation of a real ship, the
operational fuel savings will be very significant
and will be of great interest to the owners and
operators of suitable ships. We look forward to
helping clients understand how such a system
can help them.
The designer of the ASPS is Hampshire-based,
award-winning yacht designer, Simon Rogers.
He told Horizons: I am very excited by the new
concept, which is taking the very latest princi-
ples of sailing and applying them to modern
ship design.
Scrapping risk
Windship Technology consortium member, Lars
Carlsson, former President of Concordia Mari-
time, and one of Rogers four partners, said:
There is a huge fleet of ships built during the
last 10 years which risk being scrapped prema-
turely due to their high bunker consumption.
They consume about 15% more bunker oil
Back to the future: How ASPS would change the appearance of a bulk carrier.
than the best ships being ordered today.
Prudent charterers prefer low-consuming ships
for economical and environmental reasons,
and the previous fleet risks being left as a
second or third alternative for charter.
Windship Technology installed in these older
ships would immediately reduce their bunker
consumption and also save them from
premature scrapping so they can be replaced
by new ships. This is a terrible waste of time
and money and creates toxic emissions in the
environment, added Carlsson, a former
chairman of Intertanko, the tanker owners
association, and SEAaT (Shipping Emission
Abatement and Trading).
Robert Elliott, Senior Partner of the London-
based global law firm Linklaters, also a consor-
tium member, added: The ability to retrofit
vessels in a substantial part of the commercial
fleet will help not only the shipping industry,
but also the banks with significant portfolios.
Lowering the cost of transportation should
also help consumers and countries like
China which, to maintain its economic leader-
ship, relies on food, natural resources and raw
materials being delivered efficiently and at the
right price.
Paul McStay, Lead Environmental Specialist at
LR and the LR Windship Technology project
co-ordinator, said: LR is working closely with
Windship Technology to provide concept
through to full-scale support, covering both
classification, installation, integration and
design approval support, as well as perfor-
mance verification and operational assurance
at a time when the system is fitted for full-
scale application.
As the unrelenting quest to find more fuel-
efficient and emission-free sources of energy
continues, the idea of using sail power first
fired the maritime industrys imagination five
years ago when German technologists experi-
mented with towing kites. Two years ago in
2011, a Canadian group signed an agreement
with a ship management company to fit a
320m2 kite to a dry bulk vessel. Since then
Lloyds Register has either carried out tests and
assessments or been associated with several
schemes using sailpower (Horizons featured
three projects on pages 22 to 25 of the May
2013 issue), seeking to create a competitive
energy source that will attract owners, opera-
tors, ports and suppliers.
Paul McStay concluded: Lets not forget that
sail power is not a new technology to ship-
ping. While the old trade wind routes used
sails effectively in centuries gone by, the idea
to build upon and improve the concept,
given todays knowledge and modelling capa-
bilities to create a truly efficient source of
renewable power onboard, is very exciting.
Could this enable a step-change in efficiency?
Quite possibly.
Future Fuels | 09
Zodiac, Totem- operational safety considerations. He
concluded: We are glad that our in-house
power and Lloyds developed technology can assist in this
process. Future work may help with justifying
Register plot a the benefits and design requirements.
carbon-free future We are very happy with the outcome of this
initiative, said Kalliopi Xypolita, Environ-
May 2013 mental Superintendent for Zodiac Maritime
Agencies. The data-collection phase lasted
Last year, Lloyds Registers Strategic for seven months. We now have a better
Research Group joined forces with Totem- understanding of the feasibility of imple-
power Energy Systems and Zodiac Mari- menting wind turbines onboard our ships and
time Agencies to assess the potential of some of the associated economic and envi-
wind energy for commercial ships, as the ronmental benefits.
maritime industry steps up its pursuit of
viable carbon-free energy. The ideas presented look promising, subject
to further design, implementation studies
A fully autonomous wind-monitoring system and regulatory aspects, added Xypolita. As
designed and assembled by Totempower was the maritime industry steps up its pursuit of
installed on the Zodiac-managed bulk carrier, more efficient shipping operations, one key
Cape Flamingo. Sensors were installed in loca- area where we have a number of projects is
tions where the best wind conditions could be related to wind energy. Shipowners want
expected for measurement of wind speed, good data to help them make decisions, and
direction and turbulence. This was done with we have made real progress in that respect
a view to determining the most effective with this project.
potential locations for onboard wind engines,
such as Flettner rotors and generators. Supplemental windpower is just one of many
cleaner energy options being explored by the
marine team at LRs Strategic Research Group,
This data will be used to in concert with shipowners, designers and
operators. Others include research into low
support the development distillate fuels (e.g. LNG as fuel, methane
of CFD-based simulation etc.), nuclear propulsion systems, solar and
tidal energy and the potential of fuel cells.
models suitable for predicting
the potential energy yields The purpose of this innovative work has
been the understanding of the fundamentals
on other Zodiac ships. for better onboard energy management,
said Spyros Hirdaris, Lead Specialist from
The project has successfully identified and Lloyds Register. To save fuel and maximise
measured the potential generating capacity the understanding of alternative sources of
from windpower for the ships trading power, we need good data. This project has
patterns. This data will be used to support the been designed to provide the information
development of computational fluid dynamics that Zodiac needs to get general under-
(CFD)-based simulation models suitable for standing of the effectiveness of potential
predicting the potential energy yields on wind-turbine-driven energy solutions.
other Zodiac ships.
The alliance has been formed at a time when
Wolf Dietrich, Chief Executive Officer, Totem- commercial shipping is increasingly looking to
power Energy Systems commented: This work with specialised service providers to
project demonstrated that wind-assisted support the development of new technology;
power generation onboard commercial vessels creating alliances that can provide the tech-
may be one of the future options considered nical solutions the industry needs.
for auxiliary power generation. The results
illustrated the importance of placing a wind A Flettner rotor concept is being developed
energy generator in way of the bridge wing by a number of stakeholders to make use
stations, where the vessels received the best of wind energy. Lloyds Register has been
quality of unobstructed air-flow. Designing a involved with several stakeholders in this
wind turbine for the prevalent conditions and area. Greenwave, which we have written
the environment it is used in are important about in the past (look out for more news
factors to consider at implementation level. on the company), and Magnuss, whose
Wind turbines of the conventional type may co-founder James Rhodes gives his perspec-
be able to contribute to the onboard auxiliary tive on the potential for Flettner type
power supply, but are highly unlikely to replace rotors and how the company is developing
it completely for practical, as well as its product.
The potential of wind energy as a source of marine power
is obviously unquestioned. The only real unknown is how
relevant it is to modern shipping, not least in respect of
current and future trading patterns, and in respect of
increasingly automated operations, both while underway
and alongside the berth. To this extent, Lloyds Register
is engaged with a variety of projects, some of which we
can discuss, some of which are more confidential. These
aim to provide the support the industry needs, if it is to
take the necessary commercial decisions with confidence.
Ed Fort Lloyds Registers Global Head of Marine Engineering Systems
10 | Future Fuels
Battery powered
Scotland builds
worlds first
seagoing hybrid
ro-paxes
September 2012
A pioneering project between two
leading Scottish companies will provide a
welcome boost to both green technology
and the local economy.
Lets hear it for bonny Scotland! Quietly and
without ceremony, a dynamic team of designers,
engineers and shipbuilders are assembling the
worlds first hybrid seagoing ropaxes.
The two revolutionary passenger and car
ferries, which are 43.5 metres long and operate
at speeds of up to 9 knots, are powered by a
dual diesel-electric system and are due to be
delivered in May and August, 2013.
Europes first hybrid
tug classed by LR
September 2012
A Rotterdam-based tug has been revo-
lutionarily refitted and turned into
Europes first hybrid tug aptly named
the E-Kotug.
The 32 metre long vessel, which is a member
of the Kotug fleet in the Port of Rotterdam,
is able to carry out its daily operations with
radically reduced emissions and in some cases
noiselessly and solely battery-powered.
The vessel, RT Adriaan, has an AKA
Canada-built system that can switch propul-
sion between diesel and electric sources
leading to 50% less harmful emissions,
improved fuel economy and CO2 reduction
and cleaner combustion.
RT Adriaans hybrid technology allows its main
engines to be shut down while the vessel is in
transit. It can rapidly switch from hybrid mode
using its electrically-powered motors to
conventional mode using its diesel engines.
For low power operations, E-KOTUG can run
on battery power alone.
Lloyds Register was asked by the owner to
approve the vessel and to guide the
designers through the conversion process
which was carried out in only a few weeks
to reduce the vessels out-of-service time,
said Lloyds Register Principal Surveyor,
Gerard Vromans.
We advised the owner how to handle the
shaft design as the e-motor is smaller than the
main propulsion unit and the steering gear
was changed from hydraulic to electrical. The
main focus was on the integration side and
the owners used LRs expertise to guide them
on this, said Vromans.
Ard-Jan Kooren, CEO of KOTUG International,
said: Our company is committed to hybrid
technology. To be a leader for our community
and to be good for the environment is a major
challenge for us.
E-KOTUG has been nominated for a Lloyds
List Environment Award. Find out if the
vessel has notched up another first at the
awards ceremony in London on 26 September
this year.
The Small Ferries project, as it is known, is a
partnership between Caledonian Maritime
Assets (CMAL), and two northern and
southern Irish government departments and is
part-funded by EU money.
The ferries will be able to carry up to 150
passengers and 23 cars or two HGVs apiece
and will operate between the Scottish main-
land and a number of remote islands off the
west Scottish coast.
Both vessels are being designed and built by
Ferguson Shipbuilders of Port Glasgow. They
will be powered by electric generators driven by
two banks of lithium-ion batteries rated at 700
kWh, resulting in a reduction in fuel consump-
tion and CO2 by at least 20%. The batteries are
charged overnight from a shore-based supply.
Climate change
Richard Hadfield, Head of Ferry Operations for
Transport Scotland, said: This is a great
opportunity for Scotland and will lead to
larger initiatives to help bolster the Scottish
Two-way switch: RT Adriaan operates on both diesel and battery power.
economy. It is also part of the Scottish govern-
ments climate change initiative and our
generally greener and more environmental
approach to new technology.
The new vessels will be more fuel-efficient
replacements for our existing ferries and
will have lifecycles of 25 to 30 years. They
will provide an invaluable ferry service for
remote Scottish islands which have a history
of low populations.
The two revolutionary
passenger and car ferries,
which are 43.5 metres long
and operate at speeds of up
to 9 knots, are powered by
a dual diesel-electric system
and are due to be delivered
in May and August, 2013.
As battery technology expands, the carbon
footprint of vessels will grow lighter and
lighter and lead to more and more electrical
propulsion projects which will go on improving
until eventually vessels will be powered purely
by batteries, added Hadfield.
Lloyds Register Surveyor David Henderson,
from LRs Glasgow office, said: The owner is
looking at the possibility of renewable energy
as a power source to charge the batteries and
further enhance the vessels green credentials.
They also have the option of zero emissions
mode when they are in port, and use only
their battery systems.
Describing the Small Ferry project as an innova-
tive and pioneering contract, Henderson said
LR was responsible for monitoring the produc-
tion process by patrolling on site and surveying
the building stages, ensuring compliance with
plan approval and LR rule requirements.
Green credentials
Referring to the vessels green credentials, he
Air cavity system
said: Quite simply when the batteries are
supplying power the diesel generators
(engines) are not, meaning less fuel is used and
there are fewer CO2 emissions. The re-charging
of the battery banks is similar in principle to
modern hybrid cars.
There is a rich history and tradition of ship-
building in Scotland, and especially on the
River Clyde, and this contract is a timely boost
to the Scottish economy and the local area,
both directly and indirectly, said Henderson.
A third 116 metre long ropax to be designed
and built in Germany and due to be delivered
in June, 2014, will be CMALs largest ever vessel.
The ship, which has a capacity of 700 passen-
gers and 143 cars or 20 HGVs, will operate on
Scotlands Stornaway to Ullapool route.
The vessel will be powered by two engines.
But for added redundancy or a power boost
the propellers can be driven electrically
through their gearboxes, with power supplied
by three generator sets.
Computerised image of air bubbles under a vessels hull.
Saving fuel on a
carpet of bubbles
September 2013
A new air hull lubrication system devised
by the London-based DK Group could
help reduce seagoing vessels fuel
consumption and CO2 emissions by up
to 10%.
The continuing quest by owners, operators,
shipbuilders and designers to find reces-
sion-beating, fuel-efficient and more CO2
friendly sources of power has been one of the
marine industrys overriding campaigns over
the past 10 years.
Sleeker hulls and trials and tests with
alternative fuels have been two of the
options favoured by leading companies to
improve the performances of their fleets.
Now designers are exploring novel ener-
gy-saving and energy-generating technolo-
gies. One of these is known as an air hull
lubrication system.
Quite simply, the air hull lubrication system
enables a reduction in a ships through-water
frictional resistance by generating a carpet of
bubbles underneath the hull. One particular
version of this technology is called the Air
Cavity System (ACS), which works using
compressors to fill with air a series of cavities
(chambers) fitted to the leading edge of the
flat bottom of a vessel. Then, as water from
the surrounding sea flows past the still air in
the cavities, it draws micro-air bubbles out of
the chamber, which then form on the
boundary layer of the hull. Thus the vessel
floats on a thin layer of air bubbles on its
bottom, which helps to eliminate any contact
or resistance between the hull and the water
and enables it to travel more freely and
economically on any given route.
Fuel consumption
By reducing the friction between hull and
water, ACS is able to reduce a ships need for
power and thus fuel consumption by up to an
estimated 10%, according to the latest tests.
We have been working very closely with
Lloyds Register and we see their brand as vital
to this process, lending credibility and inde-
pendent assurance to the new technology on
its route to market, said Noah Silberschmidt,
Managing Director of DK Group, the pioneers
of the system.
Retrofit solution
ACS technology is best suited to large,
flat-bottomed vessels, such as tankers, bulk
carriers and broad-beamed container ships,
with the number of chambers or cavities
varying from eight on a small vessel to 30 on
a larger one. As well as newbuilds, ACS can
be retrofitted to existing vessels in dry dock in
an estimated timespan of two weeks. Silber-
schmidt commented: I am very excited about
the retrofit variant. DK Group believes that
the retrofit solution will be considered by
shipowners as an alternative to investing in
new tonnage. A potential 10% improvement
of the efficiency on existing tonnage will
narrow the gap considerably to new and
more efficient vessels.
An earlier version of the system was tested on
a full-scale demonstrator ship in the Norwe-
gian fjords. After that, full-scale tests were
successfully carried out in a cavitation tank at
the HSVA Hamburg Ship Model Basin in
Germany. Then DK Group approached Lloyds
Registers Technical Investigation Department
(TID) to conduct a technology review of the
system. Dejan Radosavljevic, TIDs Fluid
Dynamics Section Manager, said: It is clear
that at full operation, ACS provides significant
reduction in frictional resistance compared to
the case without a cavity.
The final stage of the process is due
in December 2013 or January 2014, when
DK Group plans to trial the technology on
a 45,000 dwt Handymax tanker.
Sustainable future
One organisation taking an interest in this
hydrodynamic technology is the Sustainable
Shipping Initiative (SSI), a 25-year initiative to
make the maritime industry more sus-
tainable and environmental throughout the
whole supply chain, from producers and
Future Fuels | 11
manufacturers to end-users that include the
worlds poorest countries.
Lloyds Register is a founder-member of the
SSI, together with leading shipowners, char-
terers, builders, engineers and financial
institutions. LRs Lead Environmental
Specialist Paul McStay, a member of the SSIs
technology workstream committee and LRs
Co-ordinator of ACS, said: The SSI is keen
to work with technologies that have the
potential to deliver step changes in energy
efficiency for the industry and the ACS is
one of these. LR fully supports this project
and after it has been fully tested and the
performance validated on a full-size vessel,
there is every reason to believe it could be
rolled out to owners and operators in the
global fleet.
When we were approached by DK Group, we
could see that here was a system that was
built on earlier generation ideas to create a
much more viable product. As with many new
technologies, getting some specific details
right is the key to success, and we have been
very pleased to participate, not least with DK
Group themselves, in order to really under-
stand the technology, but also with our clients
to help them explore how to exploit it to meet
their needs.
Lloyds Register is always seeking better ways
to improve vessel performance and opera-
tional efficiency and to prove that projects do
what they say on the tin, as well as satisfying
the rules, regulations and, in this case, the
SOLAS and MARPOL conventions. ACS has
the potential to give owners and operators
the environmental benefits of fewer emis-
sions due to reduced fuel consumption,
concluded McStay.
The air hull lubrication
system reduces through-
water frictional resistance
by generating a carpet of
bubbles under the hull.
12 | Future Fuels
Methanol
Stena Line is looking at methanol as a marine fuel of the future.
Fuels of the future
methanol from
natural gas?
April 2013
The increased supply of natural gas is
opening up further alternatives to creating
usable energy. One alternative is to turn
gas into liquid. And companies like Shell
and SASOL have been investing in gas to
liquid plants.
There are a number of liquid products that
can be produced from gas. One of these
products is methanol. And it happens that
some in shipping are looking closely at
the potential of methanol to provide a
cleaner, practical, source of fuel for
ships bunkers.
Lloyds Register and variants of it are trading names of Lloyds Register Group Limited, its subsidiaries and affiliates.
Copyright Lloyds Register Group Limited. 2014. A member of the Lloyds Register group.
Stena, a diversified family-owned business
based in Sweden involved in ferry lines, gas
shipping, oil transportation and offshore
drilling, is looking at methanol for its ferries.
A methanol project is underway and Stena
have talked about a significant number
of methanol-fuelled Stena ships being in
operation by 2018.
So what are the benefits of methanol and why
could interest grow further? Methanol
is sulphur-free, has a reduced impact on
harmful emissions such as SOx and is currently
3-4 times cheaper than marine distillate fuel.
Methanol can be produced from a variety of
sources including biomass/waste, captured
CO2 and renewables.
It can also be made from natural gas. And
if natural gas does increase in abundance,
and remains competitively priced, some are
wondering whether methanol may be a practical
Lloyds Register is developing its own rules for methanol
as a marine fuel and, as a low flashpoint fuel, methanol
is now being added to the list of fuels that will be covered
in the new international code of safety for ships using
gases or other low-flash point fuels (the IGF Code) being
developed within the International Maritime Organization
with the technical support of Lloyds Register.
approach to turning plentiful gas into a facilities are immense. By producing methanol,
practical marine fuel. the existing oil product transportation, storage
and distribution infrastructure can be used and
But why turn gas into methanol? Why not just the need for capital investment in new infra-
burn the gas? Two of the main reasons that structure is considerably reduced.
converting the energy in gas into methanol is
seen by some as worthwhile are the capital and Methanol ticks all the boxes. said Dan Sten
energy costs of transporting and storing gas. Olsson of Stena when talking about its poten-
The energy costs of gasification, maintaining gas tial at a meeting with the European Commis-
in cryogenic ships and storage and regasification sion in late 2012.