Demonstrators

CMB.TECH is successfully converting and calibrating the Volvo Penta D8 marine engine to a dual-fuel hydrogen/diesel configuration, reducing diesel use, CO₂ emissions, and particulates while meeting IMO Tier III and Stage V compliance. This cost-effective retrofitting solution requires minimal modifications, enabling hydrogen integration for existing fleets. The engine was installed on a state-of-the-art dynamometer, with calibration and emissions certification completed by summer 2025. Meanwhile, the CAD team finalized a hydrogen injection system optimized for marine applications. This innovation improved environmental performance and provided ship operators with hands-on experience in hydrogen safety and refuelling.

MARIN commenced the analysis of the optimal design of the power and energy systems for the vessel by identifying the operational requirements. This included an operational analysis to determine key tasks the ship would perform with distinct power demands over time. Three Bunker Independent Operations (BIO), which describe the operations the ship will carry out between two consecutive bunkering events, were identified, and their power profiles helped determine the endurance and power needs for technology selection. The selection process considered various technologies based on their volume, weight, cost, and emissions, revealing that some options, like battery-electric and fuel cell solutions, were not suitable. Consequently, a methanol dual fuel engine was chosen, offering the possibility of running on bio or synthetic fuels in the event that methanol is not available.

DST achieved a key milestone in optimizing the hydrodynamics of the Ernst Kramer. Following baseline tests in April, a multi-objective optimization was conducted for various load cases and water depths. High-fidelity RANS CFD simulations were integrated with parametric geometry in an automated optimization process. Design constraints ensured identical displacement, propeller diameter, and similar minimum draft for resilience in low-water conditions. A response surface optimization identified the best design variables, resulting in power demand reductions between 15% and 35%, depending on test conditions, significantly improving the vessel’s efficiency.

ScandiNAOS assessed marine methanol dual-fuel (DF) and compression-ignited methanol (MD97) engines based on power, efficiency, diesel replacement, and emissions under ISO 8178 standards. The MD97 engine achieved 2-6% higher thermal efficiency but had lower power output per displacement. A 16L MD97 variant delivered 415 kW, surpassing the DF 13L but requiring more space. MD97 outperformed DF in emissions, meeting IMO Tier III without aftertreatment. However, methanol combustion produced formaldehyde, mitigated by an oxidation catalyst. While MD97 offered superior efficiency, DF provided flexibility for vessels adapting to evolving methanol infrastructure and environmental regulations.

DST conducted a model-scale demonstration and full analysis of aft-ship replacement benefits using the dry cargo motor vessel Ernst Kramer, operated by Rhenus. This 50-year-old vessel, measuring 105 m in length, 9.5 m in beam, and 3.22 m in draft, features 1170 kW of installed engine power and a 315 kW bow thruster. Initial model tests established the vessel’s baseline performance, leading to the creation of a parametric 3D CAD model for shape optimization. RANS CFD simulations were then used to refine resistance, thrust, and propulsion coefficients, resulting in an optimized aft-ship design for improved efficiency.