Ferry

UPDATE OctOber
01 2014

Battery ferry

Scrubber installations

Marine Atlantic and BC Ferries

DNV GL

CONTENTS

Battery-powered ferries economic and greener ................... 4
all-electric ZeroCat famous long before entering service ...... 6
Worlds irst battery-driven car ferry ......................................... 10
eCas a tightening-up from 1January 2015 ......................... 14
LNG as fuel is spreading into worldwide shipping................ 15
environment and safety are the main focus areas
for BC Ferries ............................................................................... 18
Scrubbers to comply with future regulations
for Color Line .............................................................................. 22
Scrubber Systems how do they work? .................................. 26
Wilh. Wilhelmsen shows the way .............................................. 28
alternative fuels for ferries ......................................................... 30
Marine atlantic: maintenance governance led to
a cultural shift .............................................................................. 34

Front cover photo: DNVGL/Magne a. re

10 22 34

DNVGL/Magne A. re

2 Ferry upDate
 No. 01 2014

EDITORIAL

Dear reader,

We are now getting very close to 1 January 2015. this is the date when the IMO sulphur
restriction in ecAs (emission control areas) tightens. Operators must switch to fuel with a
maximum sulphur content of 0.1% if they have not implemented alternative measures such
as scrubbers or LNG. What this will imply in added costs for the ferry companies is unclear,
but it will certainly put more pressure on an industry that is already feeling the effect of
abolished tax-free sales and low-fare airlines.
DNV GL

this edition of Ferry Update puts the focus on the alternatives to low-sulphur fuel. Several
companies have already positioned themselves and installed and tested scrubber systems
Hans eivind Siewers
Business Director on board their vessels. the complex regulatory environment and many technical alterna-
passengers Ships & roro tives we are all facing make it dificult to decide which choice is the best.
Hans.Eivind.Siewers@dnvgl.com

However, it is always exciting to see how innovative the ferry industry can be. the irst
purely battery-driven ferry, the Ampere, will soon be delivered from the Norwegian ship-
yard Fjellstrand to the operator Norled. by some called the tesla of the seas, this ferry
was chosen as Ship of the Year during SMM in Hamburg this September. We believe
energy-storage technology, and in particular hybrid technology, will grow signiicantly in
the years to come.

this year also marks the sad 20th anniversary of the Estonia accident. this tragedy cost
the lives of 852 people, making it europes second-worst ship disaster in peacetime after
the Titanic. Since then, several measures have been taken to improve ferry safety. Unfortu-
nately, accidents still happen, as we witnessed with the Sewol capsizing in April this year,
causing the loss of 300 lives. It is a reminder to all of us to always be on guard and give
safety our highest priority.

FERRY
UPDATE BATTERY-POWERED FERRIES
Published by DNVGL
editorial committee:
Hans eivind Siewers
David Wendel
Magne A. re, editor
Lisbeth Aamodt, Production

Design and layout: coormedia.com 1407-001

DNVGL
NO-1322 Hvik, Norway
tel: +47 67 57 99 00

DNVGL
www.dnvgl.com
coor Media

Ferry upDate 3
DNV GL
text: Narve Mjs
Narve.Mjos@dnvgl.com
BATTERY-POWERED FERRIES
ECONOMIC AND
GREENER
Ferries with Li-ion batteries are taking a pole position in the electriication process. Numerous small
and large vessels are being built and several are already in operation.
A new green business case
All-electric vessels and hybrid vessels with energy storage in
large batteries and optimised power control can give signiicant
reductions in fuel costs, maintenance and emissions, in addition
to improved responsiveness, regularity and safety in critical situ-
ations. Furthermore, they can act as a storage unit for energy
harvested from waste-energy recovery, regenerative braking of
cranes and renewable energy. Additionally, batteries can improve
the effectiveness of gas-fuelled propulsion systems based on
LNG or other environmentally friendly fuels.
battery hybridisation of ferries can provide fuel cost savings of
10% to 30%, with a payback time of three to ive years, while
all-electric ferries can produce fuel cost savings of 50% to 80%.
the payback time for all-electric ferries is, of course, largely
dependent on the way in which electricity prices develop and the
onshore investments necessary to provide suficient power to the
vessel.
Industry, research and authorities are taking action
the worlds irst Maritime battery Forum has been established
with close to 40 members, including cargo and vessel owners,
yards, vendors, research organisations and the DNVGL class soci-
ety, all in partnership with Norwegian authorities. Several research
and development projects are ongoing, and more are being
initiated, to effectively address maritime safety and business chal-
lenges and improve the technical framework. Major maritime
power-system providers, such as Abb, Siemens, rolls-royce and
Wrtsil, are all on the front foot preparing different main and
auxiliary power solutions.
Several decision-support tools are already established, such as
tentative DNVGL rules for battery Power, a DNVGL Guideline for
Large Maritime battery Systems, a new tool for qualifying battery-
related systems, a battery ready service (technical, economic and
environmental performance analyses), battery sizing and opti-
mization tools and, last but not least, an introduction course to
4 Ferry upDate
maritime battery systems, with close to 100 people participating
during the last half-year.
The first large all-electric ferry under way
In Sognefjorden, Norways deepest fjord, ferries run back and
forth between Lavik and Oppedal. the crossing takes just twenty
minutes, but is a vital link on the e39 route from Kristiansand to
trondheim. the connection is served by three ferries and now
for the irst time ever one of them will not use fossil fuels for
propulsion. Fjellstrands Zerocat, operated by Norled, will make
use of its ten tons of lithium batteries and nothing else to ferry up
to 120 cars and 360 passengers across Sognefjorden.
Zerocat is an 80.8-metre-long catamaran propelled by two
azimuth rolls-royce thrusters driven by two 450 kW Siemens
motors, one set at each end. During normal operation, only the
aft thruster will be in use. As from January 2015, it will start the
working day with fully charged batteries and use the frequent ten
minutes stops on either side of the fjord for partial recharging.
the batteries are fully recharged during the night. this regime
is made possible by introducing a bit of smart net technology,
boosting the local grid with batteries in each port for quicker
recharging.
Zerocat has the DNVGL class notation @1A1 Lc r4(nor) cAr
FerrY c bAtterY POWer. the most interesting part of this array
of annotations is battery Power. the battery Power notation
is mandatory for vessels that use batteries as one of their main
sources or the sole source of energy for propulsion.
the battery Power class notation is just one of many examples
of how DNVGL promotes a safer, smarter and greener future.
Innovation and environmentally friendly technologies are neces-
sary, but insuficient when it comes to making an impact in the
real world. When green measures can be designed in a way that
makes them economically and/or politically attractive then real
and positive change is possible and even probable.
 No. 01 2014

xx caption

DNVGL/Magne A. re

edmund tolo, Market Director Fjellstrand aS, Narve Mjs, Director Battery
Services and projects, DNVGL, and Konstantinos Gagos, project Manager for
the ZeroCat ferry at Fjellstrand aS.

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DNV GL
text: Magne a. re
Magne.a.roe@dnvgl.com
ALL-ELECTRIC
ZEROCAT FAMOUS
LONG BEFORE
ENTERING SERVICE
A ferry that almost achieves celebrity status before entering service is special. During the SMM global
shipping exhibition in Hamburg, the Norwegian shipping magazine Skipsrevyen gave the annual Ship
of the Year award to Zerocats owners, designers and yard. the ferry will save about one million litres of
fuel and the cO2 reduction is estimated to be 570 tons annually.
Norway is in a unique position as a nation when it comes to its
abundance of natural resources. traditionally, electric power
generated by turbines harvesting water from rivers and lakes has
made all the difference, with some 98% of the countrys electricity
generated in this environmentally friendly way. No cO2, SOx, NOx
or particles emissions, just clean energy. the powerhouse of Nor-
wegian electricity is the Norwegian west coast and this is where
the future lies when a fully electriied and battery-operated car
and passenger ferry starts operating in early 2015.
the yard that built it is Fjellstrand, located in the picturesque
Hardangerfjord in Norway, while it will be operated by Stavanger-
based ferry operator Norled. the ferry is Zerocat, almost com-
pleted and ready for sea trials when this goes to press.
Power supply
In the fjords of Norway, we have increasingly strict requirements
as to emissions from ships and have already seen the introduc-
tion of several LNG-powered ferries in order to reduce emissions
signiicantly. Now were taking this one step further with Zero-
cat, which is completely powered by lithium batteries, explains
edmund tolo, Market Director at Fjellstrand.
However, there are challenges here too the ferry will run on a
busy crossing of a Norwegian fjord from Lavik to Oppedal in
Sognefjorden, the deepest fjord in Norway. this location is far
from densely populated areas and the power supply to the ferry
locations on either side is restricted. the question was really how
to deal with this, and the solution is quite novel: install batteries
on shore at either terminal too, so that the ferry can be charged
while in port. the plan is to do 34 trips a day, or 17 round trips.
each trip takes about 20 minutes and the ferry will only be in
port for ten minutes each time before leaving again. the electric
6 Ferry upDate
distribution network in the local area was not set up for supply-
ing the quantities of electricity needed, so this is the reason for
installing battery capacity at either end the onboard batteries
are charged by onshore battery power, which again is fed by
clean electricity from the distribution net actually a so-called
smart grid that optimises the use of the right amount of power at
the right time. this has been developed by us, the operator and
the local bergen power supplier.
Power from shore to ship
Imagine an electric locomotive. On top, there is a pantograph
which is the installation you see on a train roof connecting it to
the electric cable above it. this is proven technology for transfer-
ring power from a source onto a train and works equally well for
bringing power onto the ship while in port. the pantograph is on
shore and connects onto the ship side at an area where the ship
movements while in port are also taken into account. there is also
an automated additional connection which is more like a plug,
or electrical connection, that is automatically lowered to the ship
side. In this way, we can transfer 200 kWh in the space of a few
minutes.
the ferry will make many trips a day, putting a strain on the bat-
teries. At the end of a working day, which lasts for about 17 hours,
the ferry is then fully charged again overnight. the many cycles
will, of course, put a strain on the batteries and we are quite
excited about measuring exactly what this strain will be like once
we start operating. the supplier guarantees that the batteries will
remain in operation for some ten years, adds tolo, who points
out that a high-capacity air conditioner is installed on board to
ensure that the batteries do not overheat.

DNVGL
cO2 and NOx reductions are needed,
on both a global and local scale. battery-
powered ferries are a good choice for
many ferry crossings. Zerocat will set
a new standard for ferries.
Arne Hopland,
DNVGL Principal Surveyor, bergen, Norway
Propellers and hull
the new ferry, which is made of aluminium, is about half the
weight of a similar steel ferry. In order to optimise the use of
electric propulsion, its important not to carry any more weight
than necessary across the fjord. Zerocat has a sister ship called
MF Stavanger. this is also a catamaran with conventional diesel
engines, but also built by us in aluminium, continues tolo.
Were building a similar structure based on a catamaran hull, but
this hull is optimized for ten knots. In order to make the ferry slip
through water with the least possible resistance, we designed
two different hulls, one hull optimized for propellers, the other
one without. Zerocat has two podded propellers only. However,
only the aft one is in use under normal cruising, while the forward
propeller is in feathering position. the vessels design speed is
ten knots, so the ferry trip will take 20 minutes. the propellers are
slow moving with a rather large diameter of 2.4 metres pulling
propellers, new developed azipulls for this project by rolls-royce
with feathering functions.
No. 01 2014
DNVGL
Our goal is to make sure that we are
always inding innovative solutions that
create value and growth for our customers,
ensuring that the world we leave behind is
a better one than the one we ind today.
Henrik O. Madsen,
ceO and President, DNVGL Group
Combining technologies
to summarise there are actually no brand-new technologies on
Zerocat. It is all about combining existing technologies in a new
way. Were very much looking forward to the irst test trips, says
a very enthusiastic tolo. the aluminium roll on/roll off ramps are
the same as on MF Stavanger.
the battery package is limited to approximately ten tons, far
less than the weight of generators and fuel normally transported
across the fjord. We look forward to obtaining proof that the ferry
will exceed our expectations as regards operating performance
and availability as well as, of course, safety. this is always the
most important element, the overall safety of the passengers and
crew.
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DNV GL

Zerocat has the DNVGL class notation @1A1 Lc r4(nor) cAr

FerrY c bAtterY POWer. themost interesting part of this array
of annotations is battery Power. the battery Power notation
is mandatory for vessels that use batteries as one of their main
sources or the sole source of energy for propulsion. the almost
completed Zerocat ferry is now named Ampere.

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 No. 01 2014

DNV GL / Magne A. re

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DNV GL

Text: Karolina adolfsson, M.Sc. project Manager, Norled, Norway

Sigvald Breivik, technical Director, Norled, Norway
sigvald.breivik@norled.no

WORLDS FIRST
BATTERY-DRIVEN
CAR FERRY
An environmentally friendly ferry operation is no longer a future dream. today there are several energy
carriers available that help the shipping industry reduce or eliminate local and global emissions. Afew
of the most environmentally friendly options are biodiesel, biogas, hydrogen and electrical energy.

Norled

10 Ferry upDate
 No. 01 2014

the focus of this paper is the choice of electrical energy as
energy carrier for ferry transports in Norway. In this area, elec-
trical energy is the carrier with highest availability, while both
complexity and risks are low.
Introduction
Domestic ferry transports in Norway emit approximately
400,000 tonnes of cO2 per year. this represents approx. one
percent of Norways total cO2 emissions.
In recent years, many initiatives have been taken to compensate
for increasing emissions. One popular incentive is the choice of
LNG as energy carrier. LNG with its local beneits should it well
into the sensitive areas of Norway, but the uncertainty of global
impact forces the shipping industry to look one step further.
Also taking into account the lack of infrastructure for distribu-
tion, the reasons to seek alternative energy carriers are clear.
In Norway, the process towards emission free transportations
is accelerating as the Norwegian Public roads Administra-
tion (NPrA) has started to encourage environmentally friendly
concepts in contract bids. One example is the tender for the
Sognefjord, where Norled in 2012 won a bid when offer-
ing an emission free battery driven ferry for the crossing
LavikOppedal.
battery technology has developed quickly during recent years,
reducing both weight and costs. the success has its roots within
the automotive industry, which have made the technology avail-
able for use in other areas, like in the shipping industry.

Skipsrevyen

During the SMM global shipping exhibition in Hamburg, the Norwegian shipping magazine Skipsrevyen gave the annual Ship of the year award to
the Amperes owners, designers and yard. From left: edmund tolo, Fjellstrand; Ivar Gaute Kolltveit, Fjellstrand; asle Strnen, Skipsrevyen/jury member;
Dilek ayhan, Norways Ministry of trade, Industry and Fisheries; Sigmund Breivik, Norled; rolf Sther, jury member, and Ivan Fossan, Norled.

the large number of fjords and islands in Norway make several
crossings suitable for battery operation. A study made by Fjell-
strand Shipyard shows approx. 40 potential crossings that, in the
future, could be operated by battery driven ferries.
through collaboration with some of the industrys main players, the
worlds irst battery-driven car ferry is now under construction at
Fjellstrand Shipyard and will start operating on 1 January 2015.
Requirements
Several factors need to comply in order to provide optimal condi-
tions for battery operation. Some of the most important are:
Crossing time/Energy consumption
Using todays battery and recharging technology, approximately
all crossings of up to 30 minutes in duration or 200 kWh could be
served by electrically powered vessels.

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DNV GL

Availability of electrical energy

With todays technology, the ships batteries have to be recharged
between crossings while it is loading and unloading passengers
and cars. One key requirement is a suficiently developed infra-
structure for distribution of electric power at the ferry quays.

Adjusted timetable
Normal time at quay of around ive minutes would signiicantly
complicate battery operations. Another requirement is a timetable
that allows both slower cruising speed and extended time at quay
for charging.

Energy-optimized hull and systems on-board

the vessel should be optimized in terms of weight and hull shape
to reduce emissions and energy consumption. In this case, a low
weight in combination with a catamaran hull is reducing resist-
ance with 30% compared to a traditional steel ferry. Other ways to
promote energy eficiency are by an optimized propeller solution,
including feathering possibilities, as well as several other factors
presented.

Description of the crossing

In 2012 Norled won the competition concerning operation of the
route e39 LavikOppedal in the period 1.1.2015 to 31.12.2024.
the ferry line crosses the famous Sognefjord, a popular tourist
destination in the area.

combining the south and north of Norway, the Lavik-Oppedal

route is frequently travelled with almost one million cars crossing
each year.

the new ferry will operate the actual route with 34 crossings a
day, 365 days a year. the crossing covers a distance of 5,6 kilome-
tres thus giving an operation proile of 20 minutes of sailing and
ten minutes at quay.
DNV GL / Magne A. re

Description of the ferry concept

DNVGL surveyor arne Hopland gets the overview from the bridge deck.
Size of vessel
With a max energy consumption of 200 kWh per crossing, the
possible size of the vessel is limited to approximately 120 PcU.
Moderate speed
energy eficiency will vary with speed. A slower crossing will give
more advantageous values but also reduced charging time. the
speed-power proile for the LavikOppedal case gives an optimal
speed of 9.510.5 knots.
the worlds irst large all-electric car ferry is a 100% battery driven
catamaran in aluminium. the 80-metre-long vessel will be able
to carry 120 cars and 360 passengers across the Sognefjord
between the villages of Lavik and Oppedal.
the propulsion system consists of 2x450kW Azimuth thrusters
and 2x450kW electric motors. the ferry is designed with energy
eficiency as highest priority, effecting operation, hull shape, mate-
rial and systems on board.
Zerocat 120 is of catamaran type with both hull and superstruc-
ture of seawater resistant aluminium. Aluminium is used in large
and high-speed craft, and also has very good characteristics for
vessels at lower speeds.
both hulls are of slender type with minimal resistance, without
the vessel having to be ballasted to meet stability requirements.
Low weight and slender hulls mean less resistance in constant

12 Ferry upDate

speed and also energy saving in manoeuvring operations. the
hull shape and material result in energy savings of approximately
9.1% at ten knot speed.
With speed and hull lines as given parameters, the propulsion
system is optimised with variable speed, controllable pitch and
feathering possibilities. During transit, the ferry runs on the aft
propeller only, with the other in feathered position. the system
results in energy savings of around 7%.
the ferry will run 34 times each day, with a crossing time of 20
minutes. time at port is ten minutes, time which will be used to
fully charge the 1MWh lithium-polymer battery pack on board.
this amount of electric power delivered in such a short time is
far beyond the capacity of the electrical grid serving the villages
of Lavik and Oppedal. the solution is to install battery buffers at
both ports. these batteries can be continuously charged from
the grid with 250 kW, then rapidly provide a quick dump to the
ferrys batteries.
During night, the ferry has a period of seven hours for top-charg-
ing of the batteries. For one crossing under normal conditions
operating at a speed of ten knots, battery power of only 150200
kWh is needed, thus providing a wide safety margin.
DNV GL / Magne A. re
One of the many battery packs onboard the Ampere.
compared to a standard diesel ferry serving the same route, the
electric ferry will save about one million litres of fuel annually, as
well as preventing 570 tonnes of carbon dioxide from entering
the atmosphere.
the redundant battery pack on board the vessel is of Li-ion type,
with good characteristics for rapid charge/discharge rates. It
will claim ten cubic metres of space, have a weight of ten tons
and is able to store 1MWh of energy. Under the circumstances
No. 01 2014
speciied for LavikOppedal, the battery lifetime is calculated to
approximately ten years.
to ensure safe operation, the batteries are of dry type, with cur-
rent- and temperature surveillance in each control cell.
Conclusions
the electric car ferry now being produced at Fjellstrand Ship-
yard does not discharge to the environment, neither green-
house gases, cO2, methane or nitrogen oxides. besides clear
environmental beneits, the ferry will run with both lower opera-
tional and maintenance costs.
Passenger and crew comfort will increase due to cleaner envi-
ronment and minimal noise and the small disadvantage of not
having a fully equipped kiosk onboard will hopefully be accept-
ed in time.
In time, we will certainly also see more than one electric ferry
crossing fjords in Norway. Norled will continue the develop-
ment of electric ferries and encourage the rest of the ship-
ping industry to follow. to facilitate and speed up the process,
national authorities play a great role. that the NPrA continue
to ask for environmental friendly alternatives is essential for
encouraging such incentives.
In time, we will also hopefully see a removal of the electricity tax
for maritime transports.
Although domestic ferry operations in Norway do not represent
a large proportion of the total emissions, it is important to cut
where possible. to improve the characteristics of one speciic
car ferry is certainly a great step for the ship-owner. but even
more important is to spread the knowledge and technology to
the rest of the shipping industry, contributing to large reduc-
tions of pollution, worldwide.
Article reprinted with permission from Skipsrevyen
Ferry upDate 13
DNV GL
text: Martin Wold
Martin.Wold@dnvgl.com
ECAS
A TIGHTENING-UP FROM 1 JANUARY 2015
Discussions have been ongoing for years about the sulphur limits in ecAs (emission control Areas).
Now, new and stricter limits are just around the corner.
Fuel oil with maximum 0.1% sulphur (MGO) or alternative com-
pliance technologies such as exhaust gas scrubbers or LNG fuel
must be used from 1 January 2015 in the North Sea and baltic
Sea, as well as in North American and US caribbean waters.
However, from 2020, the global sulphur limit will be set at 0.5%.
While this limit may be postponed to 2025 outside the eU, it will
apply in eU waters (outside ecAs) from 2020. For passenger ships
(presently ferries) operating on regular service in the eU, the sul-
phur limit outside ecAs is 1.5% until 2020.
Since the additional costs of compliance are high, questions are
expected to be raised about the violation of rules and strategies
for enforcement. tightened inspection regimes and new ways of
detecting violations have been signalled by some states; however,
the enforcement regimes and response to violations, levels of ines,
etc. are still far from harmonised between the eU countries.
there has been speculation about potential new future ecAs. In
Mexico, technical work is being carried out that may pave the way
for an ecA application in 2015-2016. In turkey, there is a political
process doing the same for the bosphorus and Sea of Marmara;
while disrupted by political turmoil, the process is not dead. And
14 Ferry upDate
DNV GL
in Greater china, Hong Kong has explicitly stated its desire to
expand the soon-to-be mandatory Fair Winds charter into ecA-
like regulations for the Shenzhen/Guandong area.
While the requirements of SOx-ecAs are set, the future of NOx-
ecAs (NecAs) is more uncertain, at least in europe. NecAs have
only been established in North American and US caribbean
waters, requiring ships constructed on or after 1 January 2016
to comply with the strict tier III NOx limits. the same was long
expected for the North Sea and baltic Sea. However, besides
the fact that these areas are not yet established as NecAs, IMO
has amended MArPOL such that the point of time from which
tier III must be achieved is no longer a ixed date. As decided in
the application process for new areas, it can be set to a date on
or after the formal IMO adoption date of the particular NecA in
question. thus, in principle, it may take several years before tier
III requirements apply in new NecAs. Political processes in the
North Sea and baltic countries, as well as in russia, add uncer-
tainty to the question of when, and if, NecAs will be established.
A key expectation is that baltic and North Sea NecAs will be
established more or less simultaneously, since ships travelling to
and from the baltic must transit the North Sea.
 No. 01 2014

text: Gerd-Michael Wrsig

Gerd.Wuersig@dnvgl.com

LNG AS FUEL
IS SPREADING INTO WORLDWIDE SHIPPING
LNG as a ship fuel has been discussed in shipping for approximately ive years now. Nevertheless, the
irst non-gas-carrier to run on LNG the Glutra was a ferry and came into service in Norway as early as
in 2000. It lasted for 13 years until the irst LNG-fuelled vessels not operating in Norwegian waters came
into service in 2013. Now, LNG as a ship fuel is spreading into worldwide commercial shipping.

today, more than 50 LNG-fuelled ships are in service and six of

them operate outside Norway. this year was the irst time that the
order book for LNG-fuelled ships contained more ships than the
number of ships in operation using LNG as fuel. Approximately 70
ships are on order and only around one-third of them will operate
in Norway. Another one-third will operate in the US while the rest
will operate in europe outside Norwegian waters.

Over the next few years, ferries will continue to play an important
role in the growth of the LNG-fuelled leet. Ships like Fjordlines
Stavangerfjord and Bergensfjord are the high end of this market.
For vessels not operating on dedicated trades, it is still dificult to
ensure the supply of LNG. Ferries operating on dedicated trades
can handle the fuel supply much more easily than cargo vessels
DNV GL

that operate worldwide. In addition, the existing sulphur and NOx

requirements in North America and europe and the related high
cost of low-sulphur fuels already make LNG an attractive cost-
Glutra was the first ferry to run on LNG in 2000. eficient solution.

In 2020, IMO intends to limit the worldwide sulphur content of

ship fuel to 0.5% weight. DNVGL evaluations conclude that this
will lead to fuel costs of about 80% of the MGO price. With this
price level, LNG will become a very competitive solution for all
ships. However, IMO will not make its inal decision on whether
the limit is to come into force in 2020 or 2025 until 2018 because
it has subjected the 0.5% limit to a feasibility review that takes into
account the worldwide availability of low-sulphur fuel in 2020. So
it may be business as usual for more than ten years? this will be
the case in many parts of the world but not in european waters.
eU has already decided to implement the 0.5% sulphur require-
ment in 2020 regardless of the IMO decision. this means that a
large part of the Mediterranean will be sulphur-restricted from
2020 onwards.
Fjordline

DNVGL predicts that 1,000 vessels will operate on LNG in 2020

Stavangerfjord is an LNG-fuelled ferry from 2013.
and these will need four million tonnes of LNG as fuel. In 2020,
we expect approximately 250 LNG-fuelled vessels to come into
service. this will be approximately 9% of all newbuildings. On the
other hand, 91% of all newbuildings will not be built to use LNG.
It is obvious that these 91% should at least be LNG ready to
ensure that they can have successful commercial operations dur-
ing their lifetime. DNVGL helps ships be really LNG ready through

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DNV GL

its LNG ready service, which is modularised and

includes modules for the review of documents in the
early project phase. Approval In Principle certiication
during the design phase is also part of the service.

by making a newbuilding LNG ready with class-

approved designs and preparations for later, cost-efi-
cient retroitting for LNG fuel, shipowners can reserve
their inal decision and delay the major investment
until a point in time when the terms are favourable
and the risk level is acceptable. the moderate upfront
effort and investment will pay off in terms of increased
lexibility and tradability, a prolonged commercial life-
time and higher second-hand value.

the minimum upfront investments to prepare for a ret-

roit are related to:
Installing a main engine, and possibly auxiliary

engines, which can be converted to dual fuel (DF)

ensuring suficient electric generator capacity for

auxiliary gas equipment

Identifying the location and allocation of space for

the LNG fuel tanks and processing system, bunker-

ing stations and ventilation system
considering designing and itting foundations and

supporting structure for the LNG tanks and process-

ing unit

the initial investment cost for this scenario is relatively

very low. the later retroit cost will be mainly driven by
the cost of converting the main and auxiliary engines,
in addition to the LNG tank investment.

A concept design and to some extent also a detailed

design for the LNG system and arrangement need to
be prepared in order for the ship to be LNG ready.
the LNG ready service takes the process all the way
from the business case and concept stage to the initial
design stage where normal class activities take over.

the design work has limited value if it has not been

thoroughly reviewed by a classiication society.
DNVGL recommends shipowners to undertake an
Approval in Principle for LNG ready ships to con-
irm compliance with current and expected future
regulations.

16 Ferry upDate
 No. 01 2014

Ferry upDate 17
DNV GL

text: Magne a. re
Magne.a.roe@dnvgl.com

Spirit of British Columbia will be converted to dual fuel.

18 Ferry upDate
 No. 01 2014

ENVIRONMENT
AND SAFETY
ARE THE MAIN FOCUS
AREAS FOR BC FERRIES

bc Ferries operates 35 vessels that call at 47 destinations by doing

no less than an impressive 500sailings a day. 4,400 employees
make bc Ferries one of the worlds largest ferry operators.
bc Ferries

Ferry upDate 19
DNV GL
bc Ferries
It turns out that whats good for our
business is also good for the environment.
And thats good for all of us.
Mike corrigan, President and chief executive Oficer,
bcFerries
the company is working hard to reduce the environmental impact
of its operations. this key focus area was recently expressed by an
order to build three new LNG-fuelled ferries, among other initia-
tives. the companys other important focus area is safety, and an
ambitious programme is in place under the name of SailSafe. the
President and chief executive Oficer is Mike corrigan, who has
been a senior executive with the Victoria-based bc Ferries since
2003.
You recently placed an order for new LNG ferries with Remon-
towa Shipyard at Gdansk in Poland. Please describe your aspira-
tions as to LNG as fuel.
LNG is a good solution for the future as it is plentiful here in West-
ern canada and thus also considerably cheaper than the diesel
distillates with low sulphur content that we use today. Actually, it
is about half the price and, as fuel constitutes our second-largest
expense after labour, the potential gains are huge. the environ-
mental gains are also considerable, with reduced NOx and cO2
emissions, and no SOx emissions as the most important elements.
Our goal is to burn fuel that is as clean as possible in addition to
the inancial beneits. We will operate the three new ferries with
20 Ferry upDate
a high focus on safe operations. the new ferries, which will be
delivered by the yard in 2016 and 2017, will also have dual fuel
engines, enabling us to also run them on low-sulphur diesel if
needed, as security of supply is important. So we do have that
option.
Which measures has BC Ferries put in place to prepare for oper-
ating LNG-fuelled ferries?
We have been visiting Scandinavian operators to fully understand
the operational aspects and procedures relating to LNG-fuelled
ferries. At the strategic level we undertook a number of feasibil-
ity studies to determine whether such a transformation to LNG
was viable from a safety and operational viewpoint. there has
also been considerable effort to work with the regulatory bodies,
such as transport canada and classiication societies, to under-
take studies such as hazard identiication studies. concurrently
we have engaged StQ Quebec as a strategic partner to leverage
from their introduction of LNG and to share information and best
practices to date. Ultimately we envisage a company wide effort
to provide awareness and training to support the introduction of
LNG.
to summarise our transformation to LNG: we are very excited
about our cAD 165 million project for the three new ferries!
You mentioned a transformation to LNG. Do you have other LNG-
related plans?
Actually we do. We are right now in the process of doing a mid-
life upgrade of two twenty-year-old ferries two Spirit class ves-
sels. Here we are planning on taking out the old engines and
replacing them with dual fuel LNG/low-sulphur engines. We ind
that a very sensible thing to do from both a inancial and environ-
mental point of view.
Your other big area of focus is the SailSafe initiative. Please
describe this project.
this is a joint initiative between bc Ferries and the bc Ferry &
Marine Workers Union. We started this programme in 2007 and
the main focus has been to engage all bc Ferries staff across the
entire company. the goal has been to make us the safest compa-
ny possible. by focusing on a safety culture, we have managed to
reduce the incident rate by more than 50% in addition to reduc-
ing the absentee rate and improving our on-time performance.
this initiative has been very positively received, not only by our
employees but also by our passengers, as shown by customer rat-
ings. We have created a good momentum with SailSafe and this is
now in our company DNA its part of our fabric.
How do you keep the momentum going over several years?
Approximately 400 employees across the leet participate in
the many town-hall style meetings we arrange. this is a win-win
 No. 01 2014

bc Ferries
Intermediate Class Ferry.

situation that beneits all employees and ultimately also our pas-
sengers. We section these meetings into whats working and
whats not in order to focus on the success stories as well as areas
where we can improve. by very openly sharing our performance,
we have achieved support from all levels of our organisation
from the board of Directors to our front-end staff. So to us this is a
never-ending programme in which it is essential to maintain both
the enthusiasm and momentum!

Can the results of SailSafe also be expressed in inancial terms?

Absolutely while we implemented SailSafe for the health and

safety of our employees, we are now realizing inancial beneifts.
We have received a rebate of cAD 600,000 in WorkSafebc pre-
miums in addition to another saving of cAD 500,000 in premi-
ums this year after a third-party audit that gave us a certiicate
bc Ferries

of recognition. the major shift towards a safety culture has been

successful and we are more than willing to share our experiences
with Interferry members!

a BC Ferries employee holding the aLert handbook all Learning events

reported today.

Ferry upDate 21
DNV GL

text: Magne a. re
Magne.a.roe@dnvgl.com

SCRUBBERS TO
COMPLY WITH FUTURE
REGULATIONS FOR
COLOR LINE

SuperSpeed 2 alongside the port at Larvik, Norway.

22 Ferry upDate
 No. 01 2014

color Line operates two high speed car and

passenger ferries between Larvik and Kristiansand
in Norway and Hirtshals in Denmark SuperSpeed
1 and 2. In addition there are two large cruise
ferries, Color Magic and Color Fantasy operating
between Oslo and Kiel in Germany.

All ferries operate within the new ecA area and will have to comply
with MArPOL Annex VI regulations and the eU Directive 2055/33/
ec enabling the ferries to operate without restrictions in these
areas covered by the new regulations coming into force in 2015.
SuperSpeed 2 is among the irst with a retroitted Wrtsil scrubber
system.

the scrubber was installed in three weeks at Odense Shipyard

in Denmark and we are very satisied with the result, says Petter
thuve, color Line superintendent and responsible for follow-
ing up the installation process. together with DNVGL principal
surveyor Vidar Kvamme in the nearby city of Sandefjord, the inal
approval work of the installation is now in progress. We are now
operating SuperSpeed 2 with the new scrubber and the system
DNV GL/Magne A. re

works according to our expectations.

the scrubber satisies all current and future emission control

requirements. So this is a good situation for us and our commit-
ment to reduce the environmental impact, says thuve.

Ferry upDate 23
DNV GL

1 4

2 5

3 6

DNV GL/Magne A. re

1. the scrubber system is monitored from the engine control room at
SuperSpeed 2 by raymond Gravdal.
2. the Chief engineer on SuperSpeed 2, eilif tveitan.
3. Master Kurt B. Hansen of SuperSpeed 2.
4. a new water inlet, serving the scrubber system, was constructed in one
of the ship void spaces. petter thuve, Color Line and Hans eivind Siewers,
DNVGL.
5. In a separate compartment at the cardeck, the washwater is processed.
6. the deposits are being collected in a 1,000-litre portable tank, situated on
the car deck. approximately once a month this tank is easily transported to
land and emptied.
7. petter thuve from Color Line and Vidar Kvamme from DNV GL Sandefjord
on the top deck of SuperSpeed 2.
8. SuperSpeed 2 is equipped with four separate Wrtsila open loop scrubber
9. Good planning! One separate scrubber for each of the four main engines
was carefully lifted down into the funnel with hardly any modification of the
existing ship structure. systems.

24 Ferry upDate
 No. 01 2014

7 8

Ferry upDate 25
DNV GL

text: per Holmvang

per.Holmvang@dnvgl.com

EXHAUST GAS CLEANING OR LOW SULPHUR

FUEL THAT IS THE QUESTION

SCRUBBER SYSTEMS
HOW DO THEY WORK?
SOx exhaust Gas cleaning Systems (eGcS) mainly aim to remove acidic sulphur oxide (SOx) pollutants
from the exhaust gas. the use of this technology has been common and well-proven in land-based
industries, but is now a reality for marine installations too. the two main scrubber principles in use are
based on wet or dry exhaust gas cleaning.

Wet systems use either seawater or freshwater plus chemicals

to remove SOx. A wet SOx eGc system works by removing SOx
from exhaust by mixing water intimately with the exhaust gas,
which leads to several chemical processes taking place between
the water and the sulphur in the exhaust.

Wet SOx eGc systems can be delivered as an open or closed

loop system or a combination of these (hybrid systems). closed
loop systems may be required in harbours and sensitive areas
and they circulate and treat the wash water for re-use in the
cleaning process. In an open loop system, seawater is used once
and discharged into the sea after passing through the scrubber.
In a closed loop system, fresh water may be used in combination
with an alkaline chemical, such as caustic soda or magnesium
oxide, to facilitate the neutralisation reaction process.

the neutralisation of the acidic SOx emissions in a seawater

scrubber is based on the natural reaction between SOx and the
calcium carbonate (cacO3) contained in seawater to form car-
bon dioxide (cO2) and calcium sulphate (caSO4), also known
as gypsum. A seawater scrubber removes SO2 from the exhaust
gas either by means of a seawater shower or by bubbling the
exhaust through seawater. this will bring the two reactants in inti-
mate contact to facilitate the neutralisation process. the caSO4
is then trapped in the seawater. the effectiveness of the reaction
depends on the seawaters natural buffering capacity, mainly
based on the calcium carbonate content of the water, so these
systems may have certain limitations in brackish or fresh water
or will require more seawater to be circulated in the system.

In a closed loop or hybrid system, residues from the water treat-

ment plant can be stored in a holding tank for discharge prefer-
Wilh. Wilhelmsen

ably in port reception facilities.

the quality of wash water to be discharged to sea is regulated

according to certain speciied criteria, hence the wash water

26 Ferry upDate

needs to be cleaned to remove particles, deposits and certain
chemical components (PAH, nitrates, etc) before being discharged
into the sea. Furthermore, a continuous monitoring system needs
to be installed, properly operated and have its performance
documented.
A wet scrubber will, in addition to removing SOx, also remove
a certain amount of particulate matter from the exhaust gases.
Measurements have shown a reduction of particle levels in the
exhaust gas ranging from 25% up to 75% by mass.
In a dry scrubber system, the exhaust gas is typically fed through
a packed bed of calcium hydroxide granulates, thus forming gyp-
sum (calcium sulphate). the gypsum produced (in granulate form)
is stored in on-board containers. this means the containers must
be replaced during ship berths. the dry scrubbers main advan-
tages over wet scrubbers are: simpler systems, no sludge produc-
tion, no discharge water and may be combined with Scr for NOx
tier III compliance as the process is exothermic. the systems may,
however, become too heavy for larger engine installations.
Regulations and alternative solutions
As of 2015, ship operators that trade in SOx emission control
areas (SOx ecAs) will be required to burn fuel with less than
0.10% m/m sulphur content. A ship operator may meet this
requirement by burning high-sulphur fuel at sea and then switch-
ing to low-sulphur fuel within the SOx ecA. Other ship operators
that frequently enter and leave SOx ecAs may decide to eliminate
the risk related to switching between high- and low-sulphur fuels
by always burning low-sulphur fuel oil. this may be seen as an
expensive but practical and safe solution. An alternative is to uti-
lise liqueied natural gas (LNG) with a low-sulphur content. How-
ever, the international convention allows a ship operator to burn
high-sulphur diesel fuel if using an exhaust gas cleaning system
that can reach an equivalent level of emission reductions. Accord-
ing to eU Directive 2012/33/eU, from 2020 the maximum sulphur
content will be 0.50% in eU eeZ waters. From 2020 (or possibly
delayed until 2025), the global cap on sulphur in marine fuels will
be set at 0.50%. this is where the scrubber technologies come in.
the choice of strategy for compliance with SOx emission require-
ments does, however, raise a number of questions. there may be
uncertainties, together with pros and cons to be taken into con-
sideration. technically, since SOx exhaust gas cleaning systems
(eGcS) for ships is novel technology for manufacturers, yards,
operators and regulators. Financially, since unforeseen implica-
tions may occur and should be carefully considered.
Considerations
the following are some typical questions asked in relation to the
installation of scrubbers:
What will be the investment cost of installation?
What is the payback time of the investment vs low-sulphur dis-
tillate fuel?
What is the SOx eGc size and capacity needed for a given
engine power?
No. 01 2014
How much space will the SOx eGc require when installed?
What is the weight of the SOx eGc system? (typically 710
tons in wet condition for a 10MW power plant plus additional
weight from tanks and piping systems)
Will this affect the ships stability?
can a SOx eGc system be installed on my existing ships
(retroitting)?
Will we see signiicant further developments in abatement
technologies in the coming years?
How to select the optimal SOx eGc solution for a given ship
and operation mode?
Will open loop systems be allowed in all areas in the future, or
will closed loop or hybrid systems be required?
Why does a SOx eGc require both class approval (answer:
safety) and MArPOL Annex VI approval (answer: environmental
compliance)?
Will the engine back pressure created by the SOx eGc system
affect engine NOx certiication (tier I or II)?
What is the estimated add-on cost in terms of power needed to
operate the system?
Will the SOx eGc system affect the eficiency of the engine?
Will the SOx eGc cause any corrosion problems and result in
increased maintenance costs?
Have any hazards been identiied in relation to the onboard
operation of a SOx eGc?
can a SOx eGc be operated in combination with e.g. NOx
abatement systems like Scr for tier III compliance?
What will the authorities requirements be with regard to docu-
mentation of SOx eGc performance?
How will the authorities monitor and enforce SOx eGc system
compliance with the ecA regulations?
Conclusions
In certain cases and trade patterns, scrubber systems may repre-
sent a potentially favourable economic solution with a payback
time of between one and two years in special cases. On the other
hand, there are unknown risks that accompany the introduction of
this new technology; what if it does not work as intended? As indi-
cated above, the list of questions arising in relation to exhaust gas
cleaning systems is long and intricate. Long since this involves
new technology of which the yards, operators and owners have
little experience and where the manufacturers are continuously
developing their designs. Intricate since the issue is inherently
multidimensional and includes factors such as operational issues,
safety, compliance regimes, local and international authority
enforcement strategies, etc. A good source of eGcS fundamentals
can be found at www.egcsa.com.
Ferry upDate 27
DNV GL
text: alexander Wardwell, Blue-C
WILH. WILHELMSEN
SHOWS THE WAY
As one of the irst shipowners to install a multi-stream scrubber, Wilh. Wilhelmsen has demonstrated
that despite confusing regulations, unproven technologies and lingering industry scepticism, the only
barrier to getting the job done is will power.
While new and stricter emissions regulations are set to come into
force over the next few years, many shipowners have been slow to
invest in unproven scrubber technologies. but for Wilh. Wilhelm-
sen, being an early mover on this issue is not only consistent with
its ambition to be at the forefront of environmental regulations
its also good for business.
According to Per brinchmann, Vice President (technical) at Wilh.
Wilhelmsen ASA, the company has completed installation of
one of the worlds largest multi-stream scrubber on MV Tarago,
fourth-generation ro/ro carrier. MGO will certainly be part of our
compliance strategy, but we feel scrubbers represent the most
cost-effective, long-term solution for trading in ecA zones, he
says. We have also included scrubbers in vessel designs for four
newbuildings.
An early start
As early as 2007, Wilh. Wilhelmsen took the decision to develop
and invest in a comprehensive compliance strategy to meet the
new limits on emissions. Since then, brinchmann has been a
vocal advocate of looking for solutions, including new scrubber
technologies, and an occasional critic of how the industry has
responded.
In my view, the industry has struggled to work together on this
issue, he says. Pressured by environmental groups, regulators
havent fully acknowledged the impact these limits will have on
owners and have not provided adequate details, creating uncer-
tainty and leading many to actively lobby against new regulations.
Meanwhile, competing suppliers have created confusion on what
is the best solution and, in some cases, have underestimated the
complexity and costs. these conditions make it easy for owners to
take a lets wait and see attitude towards compliance. We took a
different view.
The business case
For brinchmann, the decision to invest and install multi-stream
scrubbers is grounded in good business sense. the fact is, our
business relies on regulatory compliance so rather than sit on our
hands, we decided to act, he says. We determined that while
MGO will be the solution for many vessels it is not cost-effective
over the long-term and is not as clean as many believe. Our
research lead us to scrubbers as one alternative, so we selected a
28 Ferry upDate
supplier, a yard and a vessel and got to work.
rather than begin with a more modest sized vessel, Wilhelm-
sen selected the Tarago, a 38,000 dwt ro/ro carrier with a main
engine and ive auxiliaries producing 28,000 kW power. the size
and vessel particulars of the Tarago added a lot to the complexity
of the project a good test of the competence of our technical
team, the yard and supplier, he says. today, it is maybe the larg-
est multi-stream installed on any vessel in the world, and the data
we are collecting in partnership with MArINteK we can apply
to other projects and share with the industry.
The value of experience
brinchmann acknowledges that the installation process was
expensive, complex, and time-intensive, but says that the knowl-
edge the company gained from the process was invaluable. As
an early mover, we have to be willing to accept that not every-
thing will be easy the irst time, but with plans to install scrubbers
on other relevant vessels in our leet, we now have what few other
owners have experience.
brinchmann notes that being an early mover also requires that the
company manage regulatory risk. Shipowners face overlapping
regulations enforced by the IMO, eU and the ePA and in some
cases, irrelevant or unclear rules, he explains. We expect these
issues to be resolved in time, but rather than wait for regulators
to act, we have gone ahead with what we believe is a system that
will give us the lexibility to trade anywhere even if rules are
changed.
Leadership in action
In a perfect world, early adopters should be rewarded not pun-
ished for investing in new technologies. but brinchmann notes
that regulators easily scare off early movers by introducing new
regulations, or interpretations of existing regulations, that may
make the investments of little or no value to the owner. this lack
of grandfathering clauses will slow down development of envi-
ronmentally sound technology. In the end, someone has to take
the lead and show the industry that it can be done. We are pre-
pared to do so, as long as regulators show responsibility in their
end. In the case of scrubbers, we are conident we have not only
made the smart choice but also the right choice. Leadership is
action, not position thats how we like to see it.
 No. 01 2014

As an early mover, we have to be willing to accept

that not everything will be easy the irst time, but
with plans to install additional scrubbers on other
relevant vessels in our leet, we now have what few
other owners have experience.
Per brinchmann, Vice President (technical) at Wilh.Wilhelmsen ASA
DNVGL / Alex Wardwell

Ferry upDate 29
DNV GL
text: Christos Chryssakis
Christos.Chryssakis@dnvgl.com
ALTERNATIVE FUELS
FOR FERRIES
the merchant world leet gradually shifted from a sail-powered to a fully engine-powered leet from
around 1870 to 1940. Steamships burning coal dominated up to 1920, following which coal was
gradually replaced by marine oils due to the shift to diesel engines and oil-ired steam boilers.
the shift from wind to coal was driven by the developments in
steam engines and offered the opportunity for more reliable
transit times, to a large extent independent of the weather condi-
tions and prevailing wind directions. the following shift, from coal
to oil, was driven by increased eficiency, ease of handling and
cleaner operations.
the main drivers leading to the advent of alternative fuels in the
future can be classiied in two broad categories:
regulatory requirements and environmental concerns, and
fossil fuel availability, cost and energy security.
Challenges and barriers
For many shipowners, inding capital to inance new technologies
can be a challenge even for technologies that pay for them-
selves in a matter of years. the lack of appropriate infrastructure,
such as bunkering facilities and a supply chain, and the uncertain-
ty regarding the long-term availability of fuel are additional barri-
ers to the introduction of any new fuel. breaking this deadlock will
require a coordinated, industry-wide effort and the political will to
invest in the development of new infrastructure.
While some of these barriers can be show-stoppers for ocean-
going ships, they are not so important for ferries operating on
local routes. Local fuel availability can be secured with less risk,
and local market conditions may favour some types of fuels e.g.
LNG in North America or ethanol in brazil. Ferry operators with
vessels operating 100% of the time in ecAs can switch to a locally
available alternative fuel without the uncertainty relating to future
operations in a different geographical area.
Overview of potential alternatives
Over the next four decades, the energy mix is likely to be charac-
terised by a high degree of diversiication. LNG has the potential
to become the fuel of choice for all shipping segments provided
the infrastructure is in place, while liquid biofuels could gradu-
ally also replace oil-based fuels. electricity from the grid will most
likely be used more and more to charge batteries for ship opera-
tions in ports, as well as to supply propulsion power for relatively
30 Ferry upDate
small vessels. renewable electricity could also be used to pro-
duce hydrogen, which in turn can be utilised to power fuel cells,
providing auxiliary or propulsion power.
While renewable energy such as solar and wind may have some
potential to mitigate carbon emissions, this is not seen as a viable
alternative for commercial shipping. certainly, vessels equipped
with sails, wind kites or solar panels may be able to supplement
existing power-generating systems, but the relative unreliability
of these energy sources makes them appropriate only for spe-
cial cases where favourable weather conditions prevail. In some
cases, ferries operating on ixed routes can take advantage of
local weather conditions such as cross-winds most of the time
or long periods of sunshine and install relevant systems that can
provide renewable power for hotel loads or even propulsion.
Liquefied natural gas LNG
Using LNG as fuel offers clear environmental beneits: the elimi-
nation of SOx emissions, signiicant reductions in NOx and par-
ticulate matter emissions and a slight reduction in greenhouse
gas (GHG) emissions.
LNG as fuel is now a proven and available solution, with gas
engines covering a broad range of power outputs. engine con-
cepts include gas-only and dual fuel engines. the recent boom in
non-traditional gas (shale) has had a dramatic effect on the mar-
ket for gas, particularly in North America. the exploitation of shale
gas in other parts of the world could also prove to be signiicant
for LNG. However, the extraction process, hydraulic fracturing
or fracking remains a controversial technology due to growing
public concerns about its impact on public health and the envi-
ronment, regarding both air and water quality.
Ship electrification and renewables
recent developments in ship electriication hold signiicant prom-
ise for more eficient use of energy. renewable power production
can be exploited to produce electricity in order to power ships at
berth, cold ironing and to charge batteries for fully electric and
hybrid ships. enhancing the role of electricity on ships will con-
tribute to improved energy management and fuel eficiency on
 No. 01 2014

Getty Images

Ferry upDate 31
DNV GL
larger vessels. Additional beneits include power redundancy and
noise and vibration reduction, which is particularly signiicant for
passenger ferries. Signiicant growth in hybrid ships, such as har-
bour tugs, offshore service vessels and passenger ferries, should
be expected in the next few years.
challenges related to safety, the availability of materials used and
lifetime must be addressed to ensure that battery-driven vessels
are competitive with conventional ones, but the pace of technol-
ogy is advancing rapidly.
the worlds irst purely electric ferry will enter service in Norways
Sognefjord in 2015. It will be able to carry 360 passengers and
120 cars without creating any emissions.
the worlds largest hybrid passenger ferry belongs to Danish
ferry operator Scandlines. Prinsesse Benedikte, a ship that can
carry 300 vehicles and 900 passengers on the 18km trip between
rdbyhavn, Denmark and Puttgarden, Germany, has been ret-
roitted with a battery pack of 2.7 MWh. the modular lithium
polymer energy storage packs from corvus can be recharged in
30 minutes from shore power or generator power and can pro-
pel the 15,000-tonne ship for about 30 minutes without diesel
fuel. the battery packs are most useful in load-levelling: helping
the diesel generator by providing an extra burst of power when
necessary. When more power is needed, a controller determines
whether another generator has to be turned on or whether the
battery pack can handle it. In addition to saving fuel, the conver-
sion helps Scandlines save maintenance costs. It is estimated that
adding batteries will triple the life expectancy of the ships diesel
power plant and improve day-to-day reliability. Altogether, the
battery packs are expected to pay for themselves in four years.
electriication is particularly interesting for the ferry industry
because ships operate on ixed routes, often through environ-
mentally sensitive areas and polluted or densely populated ports.
Biofuels
biofuels can be derived from three primary sources: edible crops,
non-edible crops (waste, or crops harvested on marginal land)
and algae, which can grow on water and do not compete with
food production. In addition to having the potential to contrib-
ute to a substantial reduction in overall greenhouse gas emis-
sions, biofuels also biodegrade rapidly, posing far less risk to
the marine environment in the event of a spill. biofuels are also
lexible: they can be mixed with conventional fossil fuels to power
conventional internal combustion engines, while biogas pro-
duced from waste can replace LNG.
32 Ferry upDate
biofuels derived from waste have many beneits, but securing the
necessary production volume can be challenging. the logistics of
collecting and transporting biomass to a processing facility con-
tributes signiicantly to the cost. Algae-based biofuels seem to be
very promising, but more work needs to be done to identify pro-
cesses that would be suitable for eficient large-scale production.
experimentation with various types of biofuels has already started
on ships, and the irst results are encouraging. concerns related
to the long-term storage stability of biofuels on board and issues
with corrosion need to be addressed, but the main obstacle to be
overcome is related to fuel availability. Advances in the develop-
ment of biofuels derived from waste or algae will depend on the
price of oil and gas. biofuels are expected to play a larger role by
2030, provided signiicant quantities can be produced sustain-
ably and at an attractive price.
Methanol, LPG and other liquid or gaseous fuel options
A number of other liquid fuels can be used in dual fuel engines.
typically, in these engines a small quantity of marine fuel oil is
used as pilot fuel to initiate the ignition process, followed by com-
bustion of the selected alternative fuel. Some of the fuels that can
be used are Liqueied Petroleum Gas (LPG a mixture of propane
and butane), Methanol, ethanol, and Di-Methyl ether (DMe). Most
of these fuels offer signiicant reductions in NOx and Particulate
Matter emissions, and they are also sulphur-free and can be used
to comply with ecA regulations.
Marine engine manufacturers offer dual fuel engines that can be
operated using these fuel options. these fuels do not require cry-
ogenic temperatures for storage as opposed to LNG; hence, the
fuel tanks and related equipment are simpler and less expensive.
Due to the relatively limited availability of all these fuels com-
pared to oil and gas, they are not expected to penetrate deep-
sea shipping sectors in the near to medium term. However, they
may become important parts of the fuel mix in local markets
where the fuel is readily available.
Swedish ferry operator Stena Line is converting Stena Germanica
to run on methanol. the retroit is expected to be signiicantly
less expensive and less complicated than retroitting to LNG while
allowing compliance with upcoming ecA regulations. In addi-
tion, NOx and Particulate Matter emissions will be substantially
reduced. If the trials are successful, more ships could be con-
verted in the future. Stena Line was able to take this decision due
to the availability of methanol fuel at the port of Gothenburg at a
competitive price compared to other alternatives.

DNVGL
Christos Chryssakis, Senior researcher, DNVGL.
Hydrogen
renewable electricity can be employed to produce hydrogen,
which can be utilised to power fuel cells on board ships. How-
ever, hydrogen as fuel can be dificult and costly to produce,
transport and store. compressed hydrogen has a very low energy
density by volume, requiring six to seven times more space than
HFO. Fuel cells are the devices most commonly used to convert
the chemical energy of hydrogen into electricity. When a fuel
reformer is available, other fuels, such as natural gas or metha-
nol, can also be used to power a fuel cell. Although operational
experience has shown that fuel cell technology can perform well
in a maritime environment, further work is necessary before fuel
No. 01 2014
cells can compete with existing technologies that power ships.
challenges include high investment costs, the volume and weight
of fuel cell installations and their expected lifetime. Special con-
sideration has to be given to the storage of hydrogen on board
ships in order to ensure safe operations.
caledonian Marine Assets Ltd, an owner of ferries and ports in
Scotland, is working with Scotlands main ferry operator to devel-
op the worlds irst car and vehicle ferry powered by hydrogen-
fuel cells. this vessel will produce no exhaust fumes and be able
to run on green hydrogen produced using renewable electricity
generated overnight from local wind farms or other renewables.
The way forward
the introduction of any alternative energy source will take place
at a very slow pace initially, as technologies mature and the nec-
essary infrastructure becomes available. In addition, the introduc-
tion of any new fuel will most likely occur irst in regions where
the fuel supply will be secure in the long term. Due to uncertainty
related to the development of appropriate infrastructure, the new
energy carriers will to begin with be utilised in smaller short sea
vessels, and small ferries are expected to be some of the irst
movers. As technologies mature and the infrastructure starts to
develop, each new fuel can be used in larger vessels.
At present, LNG represents the irst and most likely alternative
fuel to be seen as a genuine replacement for HFO on ships. the
adoption of LNG will be driven by fuel price developments, tech-
nology, regulation, the increased availability of gas and the devel-
opment of the appropriate infrastructure. the introduction of ship
batteries to help with propulsion and auxiliary power demands is
also a promising low-carbon energy source. cold ironing could
become a standard procedure in many ports around the world.
the pace of development for other alternative fuels, particu-
larly biofuels produced from locally available waste biomass,
will accelerate and may soon complement LNG and oil-based
fuels. Indeed, it is likely that a number of different biofuels could
become available in different parts of the world between 2020
and 2030. Maritime applications for renewable energy (solar,
wind) will certainly continue to be developed, but it is unclear
if these will have a signiicant impact in the next three to four
decades.
Ferry upDate 33
DNV GL
text: Magne a. re
Magne.a.roe@dnvgl.com
MARINE ATLANTIC
MAINTENANCE GOVERNANCE
IS CHANGING THE CULTURE
Marine Atlantic operates four vehicle and passenger (roPax) ice-class ferries in the North-east corner
of canada between the provinces of Nova Scotia (NS) and Newfoundland and Labrador (NL). the ferries
operate on a busy route between North Sydney, NS and Port aux basques, NL and a summer season
route between North Sydney, NS and Argentia, NL just South of St Johns, the capital of NL.
Marine Atlantic
Murray Hupman, Vp of Operations, Marine atlantic.
recently Marine Atlantic completed a project with DNVGL to
assess maintenance governance which has led to a very positive
result in terms of eficiency, overall safety awareness, reliability
and a change in the company culture with respect to mainte-
nance. We discussed this collative initiative with the VP of Opera-
tions, Murray Hupman.
Can you please describe the operations of Marine Atlantic?
Marine Atlantic is the only daily passenger/freight ferry service to
NL. Operating year round, the Port aux basques to North Sydney
route is constitutionally guaranteed by the canadian Federal Gov-
ernment. During the peak summer season, we operate a second
route between North Sydney and Argentia resulting in an employ-
ee base of approximately 1,400 people and utilizing all four of
our vessels. During the slower winter months we operate two ves-
sels with a third vessel in stand-by mode and the fourth in lay-up
mode. We transport approximately 325,000 passengers, 115,000
passenger vehicles and 100,000 commercial vehicles annually.
34 Ferry upDate
We operate in one of the worlds most challenging waters the
Gulf of St. Lawrence. Here the weather can change within minutes
from rather calm summer conditions to very rough sea conditions.
especially in the late winter and early spring when the combi-
nation of ice buildup with heavy winds can signiicantly impact
services requiring, on occasion, the services of an ice breaker. We
continually monitor the environment to ensure we provide the
most safe and reliable service. Our annual customer base is pre-
dominantly commercial operators transporting goods to and from
Newfoundland and Labrador. During the summer months, we
experience a signiicant increase in passenger/tourist trafic.
The project done with DNVGL has evidently led to changes in
the operations of Marine Atlantic?
Yes and we are very pleased with outcomes of the project. the
irst phase of the project was to assess and benchmark our gov-
erning processes, procedures and systems, and to compare them
to the industry at-large. based upon this we have identiied the
gap between current operations and the desired ambition level
and industry leading practice.
Phase two included the optimization and streamlining of the
maintenance strategy based on equipment criticality and associ-
ated risk ratings. DNVGL led the process. representatives of
DNVGL worked with our onboard and onshore technical teams to
ensure each vessels maintenance management plan represented
reality and was optimized based upon the requirements of the
vessel.
In practical terms how do you get this implemented throughout
your organization?
We divided the efforts into four improvement project phases. the
irst phase dealt with increased maintenance eficiency, including
the improved job card descriptions, improved planning proce-
dures and revised watch keeping practice.

Marine atlantics ferry routes to the island of Newfoundland.
During second phase we improved maintenance governance
which resulted in a maintenance system overhaul and optimiza-
tion. the systems were optimized reducing the amount of mainte-
nance cards generated while performing an effective and reliable
maintenance program.
the third phase deals with continuous improvements on strength-
ening the reporting guidelines and doing improved performance
analysis. the fourth phase includes the achievement of procure-
ment excellence and improved framework for ordering and
streamlining the procurement process.
What are the changes in the company as an outcome of the
efforts?
the project achieved signiicant outcomes for Marine Atlantic. As
VP of Operations, safety is my top priority and we now have the
ability to effectively report on maintenance activities that directly
impact safety. A renewed focus on vessel safety and reliability as
the backbone of the system rates safety as the top priority.
We also implemented a vessel speciic planned maintenance
system with key performance indicators. this has led to great
predictability with respect to identifying maintenance activities
and the process to complete the work providing great support for
crew on our vessels.
No. 01 2014
QUBEC NEWFOUNDLAND
AND LABRADOR
Port Aux Basques
St. Johns
Marine Atlantic Argentia
North Sydney
Halifax
NOVA SCOTIA
Finally, we have signiicantly improved the reliability of our vessels
resulting in improved customer satisfaction and higher morale
within our crews. Vessel on-time performance has increased from
43% in 2009 to 91% in 2011 and overall customer satisfaction
has increased from 51 to 74%. We are quite satisied with our
progress to date and are continuing our efforts towards further
improvements.
Were you able to predict this outcome?
the approach presented by DNVGL was very engaging so we
were conident of a good outcome. employees were involved in
this very straight forward process which gave them comfort that
there were no hidden agendas. In fact, the level of engagement
created enthusiasm among the individuals ensuring acceptance
and accountability. We all learned a lot from this process and that
resulted in many practical recommendations and solutions. the
project is changing the culture within our team as evident in the
change of behavior towards maintenance management. Although
we have much more work to do, we have moved the yardstick
considerably by enabling all levels of our team to be a part of
the process, making this initiative a success story for us and more
importantly for our customers.
Ferry upDate 35
SAFER, SMARTER, GREENER

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