Alternative fuels for Part of Tug Technology powering a tug ......Managing Director CMB.TECH CMB NV De Gerlachekaai 20 2000 Antwerp, BE T: +32 3 247 59 34 M: +32 471 80 19 59 [email protected]

Part ofTug TechnologyWebinar Week1-3 September 2020

Alternative fuels for powering a tug: the selection conundrum2 September 2020 • 09:00-09:45 BST

Panellist documentsPage 2: Roy Campe, CMB.TECHPage 14: Celine Audenaerdt, Port of AntwerpPage 21: Jeffrey Sim, Senior Manager, PSA Marine

HydrotugThe world’s first dual fuel H2 Powered tug

Tug Technology Webinar Week, 2nd of September 2020by Roy Campe, MD CMB.TECH

• Who is CMB/CMB.TECH?

• Pioneering with H2

• The Hydrotug project for Port of Antwerp

• Onboard H2 storage

• Combustion Technology: BeHydro engines

• Hydrogen refuelling

• Q&A

Content

Public version - © 2020 - CMB nv

• CMB is a maritime group with its registered office in Antwerp and was founded in 1895.

• 100% privately owned by Saverys family.

• 130 shore-based staff and about 3000 seafarers.

• The group consists of 5 divisions:

Bocimar: Active in dry bulk shipping

Delphis: Container fleet, mainly ice classed

Bochem: Chemical tanker fleet

CMB.TECH: Development of new technologies

Reslea: Maritime Campus Antwerp

CMB (Compagnie Maritime Belge) owns/operates 90 ships


CMB.TECH is the Innovation & Development division

• The division focusses on:Fleet performance monitoring

Weather routing software

On-board battery pack to reduce emissions for redundancy power

Hydrogen technology

Energy saving technologies

• Goals: Implementation of cost saving technologies

Improvement of the operational performance

Reduction of emissions

Assure that the new builds are future proof


• Hydroville: Launched in 2017, a 16pax shuttle.

• Hydrobingo: Delivery Japan Q1 2021, Shuttle for 80pax for the Japanese coastal waters. Powered with 2x 485kW hydrogen diesel combustion engines.

• Hydrocat: Delivery Q2 2021, CTV (Crew Transfer Vessel) to be used for offshore wind parks in the North Sea.

• Hydrotug: Delivery Q1 2022, tractor tug built for the Port of Antwerp. The vessel has 2x 2MW H2-diesel engines and 400kg of H2 storage for daily use.

CMB is pioneering with Hydrogen powered vessels


Hydrotug will be the largest marine application running on hydrogen

• The modifications to the vessel are minor and the new components are already proven in other industries (H2 tanks, valves, connectors, etc) low risk for the operator and owner.

• 2x 2MW medium speed engines with dual fuel hydrogen-diesel capability with Stage V after treatment.

• 400kg of H2 is stored onboard. Each refilling saves the total emissions of 1 car during 1 year.

• The vessel will be used by Port of Antwerp for its daily operations.

• The Hydrotug will sail first half of 2022.


The hydrogen storage size is determined for 1 day of operation, meaning 400kg of H2 in total

• 400kg of H2 Storage equals 1360L of diesel which implies a saving of 3,65 ton CO2 per bunkering.

• Type 1 steel bottles weighing 37ton enhance the ballast requirement at the aft of the tug.

• Modular system, designed for easy access/maintenance/removal.

• Almost no maintenance required for the storage system (mainly inspection after 4 years or 5000 pressure cycles).

• Based on the proven technology of compressed hydrogen, which has a safe track record already of 50y in the Port of Antwerp.


3 layers of safety incorporatedinto the Hydrotug design

With our joint Venture partner ABC engines, medium speed engines on hydrogen are being developed


• BeHydro medium speed engines have a power range from 1-2.7MW.

• The engines are based on the DZ series (bore size of 256mm) of ABC Engines. These engines have a proven track record for more than 30y.

• Both mono fuel (with spark ignition) as well as dual fuel (with diesel for the compression ignition) engines are being tested.

• After 2 years of testing on a mono cylinder test setup, the full scale engine has already been built.

• Test runs on full diesel are already successfully finished.

• High speed engines on mono and dual fuel combustion engines are being developed as well by CMB.TECH.

• Dual fuel capability (one can always rely on diesel for long operations or even whenthe refuelling station is down).

• About 1/5th of the price for the power train (even with the aftertreatment included).

• Long lifetime which matches the ship and not sensitive to the harshand salty environment.

• No requirement to have 99,995% pure hydrogen.

• A combustion engine is already proven technology whichcan cope the movements, vibrations and forces which are typical for a tug boat operation.

• Storing enough hydrogen on a tug boat is challenging, especially if you have the high power demand of a firefighting tug. But for 95% of all the daily operations, we don’t the exceptional storage and we always switch back to diesel which is redundant avialable. A battery poweredtug boat would not have a fire fighting capability.

A combustion engines running on dual fuel hydrogen diesel has many advantages compared to fuel cells


Even on diesel, the Hydrotug will have a smoke free operation due to Stage V after-treatment

• The aftertreatment system ensures low emissions, even if diesel or (b)GTL only operation is required.

Particulate Filter (DPF)DPF removes diesel particulate matter or soot from the exhaust gas.

Catalytic Reactor (SCR)A chemical reaction converts nitrogen oxides into nitrogen and oxygen


A hydrogen refuelling station will be built in Port of Antwerp by CMB.TECH

• CMB is developing the first maritime & public H2refuelling station which is equipped with a 1.2 MW PEM electrolyser and 500bar tube trailer filling station.

• Q1 2021, the site will be commissioned.

• The site will have 2 docks to (un)load tube trailers with high pressure H2.

• The marine bunkering point can offer a pressure of 200 and 350bar. The public refuelling offers cooled H2for 700bar vehicles as well.


Roy Campe

Managing Director CMB.TECH

CMB NV

De Gerlachekaai 20

2000 Antwerp, BE

T: +32 3 247 59 34

M: +32 471 80 19 59

[email protected]

CMB.TECH

Prospect Way

Brentwood CM13 1XA, UK

T: +44 1277 [email protected]

Q&A

mailto:[email protected]

mailto:[email protected]

Sustainability in theoperational services

PORT OF ANTWERP

Integration of alternative fuels in the port of Antwerp

5th largest bunkerport in the world

Tackle challengeswith regard to

Regulations Supply chain

Not in my backyard

Technology Finance

From our four rolesas port authority

Community builder Regulator

Landlord Operator

https://www.portofantwerp.com/en/transition-multi-fuel-port

Sustainabel

transition

Integration of alternativefuels

https://www.portofantwerp.com/en/transition-multi-fuel-port

Port of Antwerp as Operator

Walk the talk: improvement of the CO² emissions of our own fleet by investing in energy-efficientships or by switching to alternative fuels

Diesel-electric Hybrid Patrol vessels Hydrotug Retrofit to methanol

Why electrical energy, hydrogen and methanol?

• Development possible in the short term

• Lessons learned from LNG development can be used

• Sufficient indications that these fuels will find acceptance by other shippingindustries

• Passed the “sustainability” check

But we do not exclude any particular form of energy and for the long term we keep an eye on other alternatives such as ammonia, ethane, formic acid.

Methanol tugThe project

Retrofitting of a harbour tug to dual fuel methanol/diesel propulsion

But also: retrofitting of a pilot boat and coast guard vessel/ Develop universal, scalable retrofit kits/ Commercializemedium speed and high speed methanol engines /Demonstrate reduced pollutant and CO2 emissions/ Demonstratethe reliable operation of 3 vessels /Develop a training program for crew /Demonstrate the complete supply chain from renewable methanol producers to ship bunkering/Develop rules and regulations (including a methanol fuelstandard)/Elaborate business plans

Alternative fuels and new technologiesChallenges

Non existing regulative framework

TrainingSupply chain

Thank you

Celine [email protected]

Our JourneyOperationalising

LNG Dual-Fuel Tugs

“FIRE” Triangle

Source:- http://umich.edu/~safeche/assets/images/FireTriangle.jpg PSA Marine | Our Journey – Operationalising Our LNG Dual-Fuel Tugs

Bunker Availability

Regulator Support COST

“LNG” Triangle

PSA Marine | Our Journey – Operationalising Our LNG Dual-Fuel Tugs

OPERATIONAL SAFETY

• Risk identification & mitigation• Bunkering and engine-room

DESIGN AND CONSTRUCTION

• Review of drawings• Onsite inspections

COMPETENCY TRAINING

• Classroom & shipboard• Concept of operations


Key Tenets To Address


Additional Elements To Consider During BunkeringEnsuring Optimal Conditions, Safety Protocols and LNG Bunkering Duration

Is it worth the extra effort?


5152535455565758

DIESELMODE

(AHEAD)Max

DIESELMODE

(ASTERN)Max

GAS MODE(AHEAD)

Max

GAS MODE(ASTERN)

Max

Diesel & Gas Bollard Pull Results

0

20

40

60

80

100

120

AccomodationMain Deck

Wheelhouse Engine Room(CENTRE)

ASPEN Noise Level (Gas Vs Diesel)

Gas

Diesel

1 5 % r e d u c t i o n

No Degradation of Performance in LNG mode

Reduced Carbon Footprint

Reduced Noise Levels

5 7 t o n n e s CO2 Emissions

22%


Yes, it is worth the extra effort!....BUT

PSA Marine | Al ternat ive Fuels to Power a Tug: The Select ion Conundrum

Bunkering Availability

RegulatorySupport

Cost (Capital, Energy and Lifecycle)

LNG


To Decide – “LNG” Triangle

QUESTIONS? COMMENTS?LET US KNOW!

+65 9118 [email protected]

www.psamarine.com

JEFFREY SIM

PSA Marine People and Culture PSA Marine

Documents

Alternative fuels for Part of Tug Technology powering a tug ......Managing Director CMB.TECH CMB NV De Gerlachekaai 20 2000 Antwerp, BE T: +32 3 247 59 34 M: +32 471 80 19 59 [email protected]