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Singapore-based Hafnia tankers to be retrofitted with Wärtsilä propulsion efficiency solution

Wärtsilä will supply its EnergoFlow and EnergoProFin solutions for ten Bird Class oil and chemical tankers owned by Hafnia to considerably improve propulsion efficiency.




Singapore-based Hafnia tankers to be retrofitted with Wärtsilä propulsion efficiency solution

Technology group Wärtsilä on Thursday (23 November) said it will be supplying its EnergoFlow and EnergoProFin solutions for ten Bird Class oil and chemical tankers owned by Hafnia – the Singapore head-quartered global tanker operator. 

The combination of the two Wärtsilä systems ensures an optimised waterflow over and after the propeller, thereby improving propulsion efficiency considerably. The order was booked by Wärtsilä in October 2023.

EnergoFlow is an innovative pre-swirl stator that creates an optimal inflow for the propeller, reducing fuel consumption and emissions in all operating conditions. The EnergoProFin is an energy saving propeller cap with fins that rotate together with the propeller. It reduces the energy losses created by the propeller hub vortex, increasing overall propulsion efficiency and significantly reducing underwater noise.   

By improving the vessels’ fuel efficiency, emissions are reduced, operating costs are lowered, and both the Carbon Intensity Indicator (CII) rating and Energy Efficiency Existing Ship Index (EEXI) value are improved.

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“There are many benefits to be gained by improving the operating efficiency of our vessels’ propulsion systems and we look forward to having these innovative Wärtsilä solutions installed,” said Ralph Juhl, EVP, Technical Director at Hafnia.

“At Hafnia we are working hard to decarbonise our operations and these retrofitted solutions will support this commitment.”

“Wärtsilä’s OPTI Design methodology takes advantage of computational fluid dynamics along with our extensive in-house know-how. The EnergoProFin propeller cap and EnergoFlow pre-swirl stator work together to deliver meaningful fuel savings and better environmental performance, which are key ambitions for today’s leading operators,” said Francois Emin, Product Manager – Propulsion, Wärtsilä.

The Wärtsilä equipment is scheduled to be delivered commencing in 2024. The project will be carried out over a two-year period for the 10 vessels.

Photo credit: Wärtsilä 
Published: 24 November, 2023

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Singapore: DNV Centre of Excellence propels maritime industry towards IMO’s decarbonization goals

Since its inception, DNV’s Maritime Decarbonization and Smart Shipping Centre of Excellence (COE) has worked on bespoke decarbonization plans for various local customers and pioneered feasibility studies for complex projects on alternative bunker fuels.





dnv coe imo decarbonization goals

DNV was the first classification society to establish the COE in Singapore back in 2021, focused on developing SEA’s maritime digitalization, decarbonization and smart port capabilities. 

The Centre was established at a time when the Singapore government also saw the need for a stronger push to decarbonize the industry. The Centre is focused on not only supporting the maritime industry in Singapore with decarbonization but also around the wider region. DNV experts are based in key maritime hubs around the region to ensure ease of accessibility to classification and advisory services.

Cristina Saenz de Santa Maria, Regional Manager South East Asia, Pacific & India, Maritime at DNV said, “Singapore has made great strides to establish itself as a leading maritime city, driven by the government’s rigorous efforts to build a sustainable maritime industry. This is a vision we share at DNV, that of collaboration and innovation. A vision we aim to materialize through the Maritime Decarbonization and Smart Shipping Centre of Excellence (COE) as we accelerate towards a decarbonized future.”

Since its establishment, the Centre has worked on a number of key decarbonization projects for shipowners and the wider shipping value chain and has been commissioned to produce studies and reports to inform decarbonization efforts both in Singapore and around the region.

Focusing on one of its key areas, the Centre is working with various local customers by providing Decarbonization Plan services for existing fleet and new buildings.

DNV COE Director Dr Shahrin Osman
DNV COE (Singapore/Asia-Pac) Director Dr Shahrin Osman

Dr. Shahrin Osman, Director of DNV’s COE (Singapore/Asia-Pac), said: “From bespoke decarbonization plans and pioneering feasibility studies to complex projects on alternative fuels, the Centre of Excellence’s vast capabilities leveraging on data-driven insights supported by global experts, are geared towards propelling the maritime industry towards the goals of IMO 2050. We are working closely with industry partners to set the course for progress not only in Singapore but across the regional maritime landscape.”

DNV is currently working with a client to develop a bespoke decarbonization plan including a comprehensive CFD analysis for potential retrofitting, to help them with energy-efficient measures and transition to low carbon operations.

The classification society is also working with Anglo American on a feasibility study on battery electric boat operations at Waterways Watch Society, a non-profit organization supported by Anglo American. Currently, there are six workboats powered by petrol at Waterways Watch Society, used/deployed for educational purposes, including collecting litter around Singapore’s waters. The scope of work includes technical assessment and commercial study on the electrification solutions.

The COE has participated in various Industry projects related to alternative bunker fuels with ITOCHU, port authorities in Sweden, Denmark, Hamburg and more. Work is also underway for a study on the Singapore-Norway Green Corridor for Singapore’s Port Activities.

DNV together with Seatrium and other institutions are currently developing a marine and land-based charging infrastructure, interoperable standards, and a marinized Energy Storage System to power harbour crafts in Singapore. Developing a comprehensive electric vessel supply chain will foster growth in the local SME technology and supply chain ecosystem and support the adoption of electric harbour crafts in Singapore in line with MPA’s mandate for harbour craft and pleasure craft sectors to achieve net-zero emissions by 2050. 

Studies produced by DNV’s Centre of Excellence:

  • GCMD commissioned a study on “Safety and Operational Guidelines for Piloting Ammonia Bunkering in Singapore”. The study analyzed capacity needs and feasible operating concepts, recommending suitable sites for pilots, and identified hazards, key risks and mitigation measures.
  • Singapore Maritime Foundation (SMF) co-sponsored a study on the future of seafarers, to examine the key drivers transforming the maritime industry and their impact on ship management and seafarers.
  • A whitepaper titled ‘Indian Coastal Green Shipping Programme’ was commissioned by the Royal Norwegian Consulate General in Mumbai. The report provided insights into the opportunities and recommendations on how coastal shipping can reduce India's carbon emissions and facilitate its transition to green shipping.

Lukasz Luwanski, Regional Business Development Director, South East Asia, Pacific & India, Maritime at DNV said, “We are seeing a growing number of customers in the region wanting to decarbonize their operations, some with ambitions that even surpass that of IMO 2050’s emission targets. By strategically deploying our COE team in Singapore and key hubs across the region, we ensure customers get access to technical experts with intimate knowledge of the local regulatory requirements in their respective markets.”

Besides the projects undertaken thus far, the Centre is also focused on providing several other key services to enable decarbonization in the industry: 

  • Sustainability/ESG – ESG and sustainability services are becoming increasingly important in the maritime industry. DNV offers a range of ESG services, including ESG due diligence, ESG framework development, and emissions verification for sustainability reporting and financing. These services are enhanced by a robust data-driven approach, employing intuitive dashboards that provide a holistic view of customers' data, enabling comprehensive monitoring and measurement. By integrating these tools, maritime companies are able to adeptly comprehend, manage, and capitalise on sustainability-related risks and opportunities, a critical need in today's global scenario.
  • Energy efficiency -  Implementing operational and technical efficiency measures could help shipowners achieve shorter-term compliance with GHG regulations and thereby reduce the need for consumption of more expensive fuels. DNV’s COE team have worked with a number of clients for the optimal utilization of operational measures to achieve compliance along the IMO 2050 trajectory.
    • Hull CFD analysis
    • Ship energy audit
    • COSSMOS (a modelling and optimisation tool to simulate, quantify and compare alternative propulsion, machinery, and fuel system configurations)
  • Seafarers training & development- The COE team has jointly developed training standards for alternate fuels in various industry workgroups, guidelines for alternate fuels competency and safety culture studies. In addition, the team offers training courses related to the safety and operations of alternative fuels such as Methanol and Ammonia (coming soon)
  • Marine battery and shore power studies - DNV offers several technical services related to marine electrification, such as battery electrification feasibility study and battery-hybrid selector. DNV helps to assess the technical feasibility and economic potential of full and/or hybrid battery electrification for retrofits and newbuilds.
  • Carbon Insetting - Carbon insetting is needed for Scope 3 reporting by the clients of shipowners. The usage of biofuel insetting is voluntary and insetting certificates cannot be used for EU ETS reductions. DNV offers a 3-step verification approach encompassing an initial audit as well as transparent regular and transactional verification, where the carbon savings to be retired from shipowners to their specific clients will be verified.
  • Performance Verification - DNV provides performance verification through in-service measurements (e.g. fuel consumption assessment) and dedicated trials to quantify the savings from technical or operational measures to reduce emissions and main engine consumption.

Industry collaborations

Increasingly stringent green regulations is expected to put a cost pressure on cargo owners and ship owners.

“A wider collaboration between industry and authorities is the key to make the green shift cost effective and efficient,” said Dr. Shahrin.

“DNV works closely with shipowners, maritime associations and the local authorities to establish new maritime processes, standards and frameworks and explore novel fuel technologies to accelerate the decarbonization of the maritime industry to meet IMO targets.”

In July 2021, the DNV Foundation teamed up with the MPA to launch the Global Centre for Maritime Decarbonisation (GCMD) in Singapore, along with five other founding partners. 

Find out more about DNV’s Maritime Decarbonization and Smart Shipping Centre of Excellence here.

Related: Completed safety study paves way for first ammonia bunkering pilot in Singapore
Related: Global Centre for Maritime Decarbonisation awards ammonia bunkering safety study to DNV-led consortium
Related: SMW 2023: DNV study shows 87% of seafarers need training on new bunker fuels
Related: DNV white paper outlines suggestions to achieve sustainable maritime ecosystem in India
Related: MPA and partners establish Global Centre for Maritime Decarbonisation

Photo credit: DNV
Published: 1 February, 2024

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Alternative Fuels

GCMD dives into legal and financing considerations for maritime decarbonisation

Investments must broaden across the value chain, expand into the upstream to secure a long-term supply of affordable fuel for growing class of dual-fuelled fleet, says Shane Balani of GCMD.





GCMD dives into legal and financing considerations for maritime decarbonisation

The Global Centre for Maritime Decarbonisation (GCMD) on Tuesday (23 January) shared perspectives of its Director of Research & Projects at GCMD, Shane Balani, during law firm Stephenson Harwood LLP's final session of the Singapore Decarbonisation Series 2024.

Moderated by Jonathan Ward, the panel on “Shipbuilding, retrofits, batteries and financing”, delved into the complex legal and financing considerations for maritime decarbonisation.

With panellists intimately familiar with the challenges of financing the energy transition of shipping, the discussion emphasised the need to rethink existing approaches. Balani of GCMD gave his perspectives on the following issues: 

How can stakeholders of the value chain finance the energy transition of shipping?

We are seeing a growing traction in dual-fuelled vessels in the orderbook, each one culminating from careful consideration and optimisation of all the factors at play – safety, cost, long-term availability of alternative fuels, and GHG abatement – before landing on the exact fuel combinations.

With so many options still on the table, and no clear standard choice, financing of dual-fuelled vessels should not stop at the hull. Investments must broaden across the value chain, expand into the upstream to secure a long-term supply of affordable fuel for this growing class of fleet.

What are the challenges to installing EETs onboard existing and retrofitted vessels? 

Though several promising energy efficiency technologies (EETs), such as batteries, wind propulsion, are available, none will work as a standalone. Combined with retrofits, they may be effective in helping shipping to meet the IMO’s 2030 ambitions to reduce shipping emissions by 20 to 30%. 

Deployment of EETs through financial instruments like sustainability-linked loans comes with stringent borrowing requirements and quantification of performance to justify the payback for retrofitting the vessel fleets. Currently the variable operating conditions of vessels lead to uncertainties, making it difficult for shipowners, financiers, lawyers, classification societies to assess the actual impact of EETs. 

Also, as shipowners bear the upfront costs of retrofitting vessels, but the fuel savings and economic benefits flow instead to charterers, there is the problem of spilt incentive that discourages widespread adoption.

How can we scale the adoption of energy efficiency technologies?

Clear, verified, transparent data-sharing on the performance of retrofitted vessels is required to allow stakeholders to verify their fuel savings and attribute these to specific EETs deployed. The linkages, when proven, will open up opportunities to unlock financing mechanisms and release investments, scaling the mass adoption of energy efficiency technologies. 


Photo credit: Global Centre for Maritime Decarbonisation
Published: 23 January, 2024

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Alternative Fuels

China’s first methanol bunkering vessel starts operation after equipment retrofit

“Hai Gang Zhi Yuan” arrived at Zhoushan Putuo Changhong Shipyard on 22 September for the retrofit that lasted for 113 days and was equipped with an advanced methanol fuel system.





China’s first methanol bunkering vessel starts operation after equipment retrofit

China’s first methanol bunkering ship Hai Gang Zhi Yuan on Saturday (13 January) arrived at Shanghai Port after completing an equipment retrofit.

The 16000m³ ship, formerly known as Jiuli 668, arrived at Zhoushan Putuo Changhong Shipbuilding Co Ltd, a subsidiary of Zhoushan ChangHong International Shipyard Co Ltd, on 22 September 2023 for the retrofit. The process took 113 days and the ship was equipped with an advanced methanol fuel system.

The bunkering vessel is owned by Shanghai SIPG Energy Services Co., Ltd., a subsidiary of SIPG Group. The ship has a total length of 139.98 metres, a molded depth of 11.2 metres, and a molded width of 20.2 metres.

The ship is not only capable of transporting methanol but also capable of ship-to-ship bunkering operations while loading and unloading containers, saving turnaround time of international liners at ports.  

China’s first methanol bunkering vessel starts operation after equipment retrofit

In an exclusive interview last year, Chris Chatterton, Chief Operating Officer at Methanol Institute, told Manifold Times, credible business opportunities are available for ‘first movers’ of methanol bunkering due to expected deliveries of methanol-fuelled vessels from 2024. 

Methanol Institute, which serves as the trade association for the global methanol industry, estimated low barriers of entry for a bunkering firm to start methanol marine refuelling operations, compared to other alternative fuels.

“Estimates to convert an 8,000 to 10,000 dwt bunkering vessel for methanol bunkering have been pegged at less than EUR 100,000 (USD 108,000),” highlighted Chatterton at the time.

Disclaimer: The above article published by Manifold Times was sourced from China’s domestic market through a local correspondent. While considerable efforts have been taken to verify its accuracy through a professional translator and processed from sources believed to be reliable, no warranty is made regarding the accuracy, completeness and reliability of any information.

Related: Methanol Institute: ‘Plausible’ business opportunity, lower barriers to entry for methanol bunkering first movers


Photo credit: Zhoushan ChangHong International Shipyard Co Ltd
Published: 17 January, 2024

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