A holistic approach to sustainable shipping

Contents Introduction
Introduction 3 Developing solutions for sustainable shipping requires a holistic view.
Main engines for future vessels will no longer be used solely for propulsion.
Forecasting the future 4 Instead, they will be part of an integrated energy system which in turn will be
connected to other vessels, ports and even the complete transportation or
An ecosystem approach 5
logistics chain. Sustainable shipping solutions will also depend on the supply
Advanced engines 6 of fuels with a minimal carbon footprint, while future engines will need to be
capable of using those fuels reliably, efficiently and with low emissions.
Core technologies 8

Green technologies 10 To adopt a coordinated approach to the WinGD has been progressing in these areas
development of sustainable shipping solutions, for several years. In this paper some of
Digitalisation and system integration 13 WinGD launched its X-Act initiative. The project the latest developments in each area are
aims to develop knowledge, experience and highlighted, including the latest generation
The autonomous engine room 15 capabilities in several areas, including: of dual-fuel engine technologies, novel
on-engine emission abatement systems and
An X-Act fit 17 • Advanced engine technology and portfolio advances in hybrid energy system integration
• Core engine development capabilities and control software. The X-Act initiative
• Emission reducing and efficiency co-ordinates these activities with the aim of
increasing green technologies accelerating the pace at which WinGD can
deliver breakthrough technologies to help ship
• Digitalisation and system integration
owners decarbonise at the pace they – and,
• Smart technologies and
increasingly, society – demand.
autonomous shipping

2 3
 Forecasting the future An ecosystem approach
What will shipping look like just one generation of vessels from today? Finding solutions to fit this picture demands a coordinated effort between
That was WinGD’s starting point for forecasting the future of ship power stakeholders. It also offers opportunities for WinGD to contribute beyond
and propulsion in light of shipping’s emission reduction ambitions. its traditional role as an engine designer. The challenge of decarbonisation
Some core assumptions emerged: and increasing efficiency has already expanded WinGD’s offering.

A tighter transport web: Logistics will be A pick ‘n’ mix palette: The marine fuel and
an increasingly connected and transparent energy landscape will be varied. Fossil fuels
ecosystem. This will give customers and (both liquid and gas) will play a role on older
stakeholders (including ports, ship operators vessels and where alternatives cannot be
and freight companies) ever greater visibility made available quickly and easily. These will
into both their own operations and those of be supplemented or replaced by equivalent
other companies along the logistics chain. synthetic or biogenic drop-in fuels. Meanwhile
a variety of new renewable fuels will require
No need for speed: In such highly integrated specifically tailored solutions. Hydrogen is not
systems, individual vessels will require smaller expected to become a significant part of the fuel
speed margins. Combined with the expectation mix in international shipping but may play a role
of lower average travelling speeds – for cost in specific short-sea shipping applications.
and efficiency reasons – this suggests that
future vessels will be designed for lower speed
and installed power.

Fuels will rule: Deep-sea merchant shipping

will continue to be fuelled by chemical energy
A holistic approach
carriers. Electric propulsion based on storage
systems fed by land-based power generation
that extends
will be limited to niche applications covering
short distances and with severe carrying
beyond WinGD’s
capacity limitations. Nuclear propulsion will not
be implemented widely beyond the navy sector traditional role as Figure 1: WinGD’s holistic approach to marine decarbonisation with an ecosystem of solutions

an engine designer
in view of the unresolved safety concerns and
lack of public acceptance.
As well as preparing for future fuels, new The X-Act initiative highlights the
engines need to be designed for integration into interconnected development required
hybrid power arrangements, with solutions for across these areas. It is WinGD’s
optimising power system layout and operation. response to industry calls for sustainability,
Solutions onboard vessels need to be capable structuring the company’s efforts to deliver
of integration into larger networks so that future the high-quality, holistic solutions that
digital tools can offer fleet- and system-wide ship owners and operators will need in the
optimisation options. An enhanced focus on decades ahead.
these elements is a prerequisite to offering
further support and training to help ship
operators master the challenges ahead of them.

4 5
 AC AC AC AC
[1] AC [5] AC [10] AC [13] AC

AC AC AC AC
[2] AC [6] AC [9] AC [14] AC

1 AC AC AC AC
[3] 2 AC [7] AC [11] AC [15] AC

1 AC AC AC AC
[4] 2 AC [8] AC [12] AC [16] AC

FPP CPP AC Frequency converter grey:

Gear Tunnel 2-speed tunnel AC
depending on combinator
box gear box 1 gear box or constant speed mode
Generator Machine 2

Clutch Clutch, thrust transmitting Torsional elastic coupling Torsional/blending

in open conditions elastic coupling

Advanced engines Figure 3: PTI/PTO options applicable on WinGD engines

Demands for ever more powerful propulsion engines came to a halt in 2008 with These engines are the first designed from Two-stroke marine engines will require a much
the introduction of IMO’s Energy Efficient Design Index (EEDI). Installed power is the outset for easy integration of advanced more advanced integration with other onboard
aftertreatment solutions. Dual-fuel models energy systems than the prime movers on most
the single biggest factor affecting attained EEDI and, from 2023, attained EEXI for
feature intelligent Control by Exhaust Recycling merchant marine vessels in service today. The
existing vessels. Significant improvements are easiest by reducing installed power.
(iCER) technology, based on a readily available adoption of hybridisation concepts promises
low-pressure exhaust gas recirculation system important benefits in terms of overall efficiency
There is another reason for designing
smaller engines. Modern hull designs A first-of-its-kind (LP-EGR). This second development stage of
X-DF technology not only allows reductions of
by integrating electric power generation and
propulsion systems. The availability of power-

solution in the
optimised for maximum efficiency are typically fuel consumption in both gas and diesel modes take-in (PTI) and power-take-out (PTO)
characterised by narrow aft end sections (up to 8 and 6% respectively) but also yields technologies is an essential enabler in this
for the best fluid-dynamic performance of lower emissions of unburnt methane. Considering context. These have been viable options for
the hull/propeller system. marine market up to 50% reduction of methane slip and the
efficiency improvements, the overall reduction of
several years already and the possible external
PTI/PTO arrangements in Figure 3 form an
This limits the space available for engines at greenhouse gas emissions from the already low integral part of the standard documentation for
the aft. Engines with high stroke to bore ratios levels achieved with the first generation of X-DF WinGD engines.
– designed for high power output at low speeds – engines amounts to almost 10%.
are no longer the best solution for such vessels. Under the X-Act initiative WinGD is moving
Diesel engine variants can be equipped with further by investigating options for integrating
WinGD has responded to this trend by integrated Selective Catalytic Reduction (iSCR), the PTI/PTO functionality directly on the engine.
introducing the X-S model series. Available a first-of-its-kind solution in the marine market The concept is based on mounting the housing
initially with bore diameters of 52cm (X52-S) and that contributes to significantly lower space and stator of the motor/generator unit on the
62cm (X62-S, see Figure 2), the shorter stroke requirements in the engine room. Rather than bedplate and column at the free end of the engine.
results in smaller engine dimensions. relying on bulky, off-engine SCR systems, the WinGD is working with suppliers to realise the
iSCR is integrated in the turbocharging system most compact solutions delivering highest
The width of the X62-S bedplate is reduced by of the engine, with only moderate impact on the possible performance.
more than 18% compared to the conventional engine’s outer dimensions. Taking the X62-S as an
X62, while the overall height of the engine example again, this integration increases engine
is decreased by about 9% and the overall height by less than 40 mm (less than 1%), without
engine room height can be lowered by more affecting the requirements for engine room height
than 12% (i.e. about 1.5 m). The length is and while maintaining the same engine footprint.
reduced by more than 10%, and engine weight Figure 2: More compact X-S engine
by about 14%. design compared to baseline engine

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 Blower

Core technologies Air bubbles

Part of building better engines is building engines better. Besides the Figure 4: Air lubrication system

disciplines indispensable for designing and developing heavy machinery

– including materials science, engineering mechanics, manufacturing and
testing technology – ‘core technology’ areas also include fuel admission
and combustion as well as tribology and lubrication.

Further development in these areas will enable The iCER technology mentioned above is one VCR is considered a key technology for Another path towards overall optimisation is
advanced technologies to improve efficiency advance emerging from greater capabilities in future designs that may require even higher opening up for vessels applying air lubrication
and minimise regulated emissions, which can core technologies. Another recent example is fuel flexibility than today’s engines. It also (shown in Figure 4). Optimisation of the
then be rolled out to the product portfolio. Variable Compression Ratio (VCR) technology, anticipates the need for optimisation across turbocharging system to match both the
which was established in collaboration with a broader operating range due to advanced requirements of the main engine and the air
In recent years, WinGD has invested partners from the Ishikawajima-Harima Heavy integration in overall energy systems, and it lubrication system may hold potential for
continuously in building competences Industries (IHI) group. could potentially be incorporated into advanced maximising overall efficiency, as the associated
and capacities for simulating fluid and digital solutions. savings in power required for the blower
thermodynamics, combustion, and emissions VCR offers significant benefits for the overall supplying the air lubrication may outweigh
formation, as well as extending its experimental optimisation of future engines at only moderate any potential fuel consumption impact on the
facilities. This has been integral to assessing cost. It allows the optimum compression main engine.
the potential of alternative fuels, as detailed ratio for cylinders to be selected individually
in a previous white paper, FUTURE READY according to varying ambient conditions, This benefit would come on top of the efficiency
– extending the engine research toolbox to fuel type and quality, and the combustion improvement associated with the reduction of
validate clean shipping fuels. process itself. Extensive simulations have hull resistance. However, the actual potential
been performed to quantify these benefits efficiency gain needs to be carefully evaluated
and results are currently being validated in a on a case-by-case basis.
prototype installation on a 6X72DF engine.

8 9
 Green technologies
Decarbonisation is undoubtedly the most important target of research and
development in the maritime industry. But emissions of air pollutants – including SOx,
NOx and particulate matter – remain important and tightly regulated.

WinGD is assessing a large range of possible

technical approaches for further reducing Engine designers WinGD is also intensifying efforts to prepare its
products for the more diverse fuel landscape
Use of synthetic and bio-methane will not
suffice to achieve overall decarbonisation

will have to develop

emissions of all relevant pollutants. This referred to above, as highlighted in Figure 5. targets. Two other promising candidates are
includes investigations into engine-internal An important step has already been taken by synthetic ammonia and methanol (which may
measures as well as exhaust aftertreatment the adoption of LNG as marine fuel, and the also be made available as bio-fuel). Whereas
solutions. The iSCR technology mentioned
previously is just one example.
engines capable of introduction of X-DF technology has served as
enabler in this context.
ammonia is promoted by many based on its
truly carbon-free nature, the methanol solution
using new fuels The use of LNG has paved the way for the use of
is preferred by many others due to the less
pronounced concerns regarding operational
low-molecular hydrocarbons from renewable safety considering, for example, the toxicity
sources. Methane produced either synthetically of ammonia. There is no clear winner when
Reduction in C02 from non-fossil feedstock using renewable considering the environmental and economic
0% -25% -50% -75% -100% energy (denoted as e-LNG in Figure 5) or from benefits of fully renewable production of
biological waste streams can already be used ‘green’ ammonia, methanol or methane. All
on existing X-DF engines without modification are expected to exist in parallel and engine
X-DF Engines Future fuel ready today
2024 2025 or precautionary measures, either on its own designers will have to develop engines capable
or blended with conventional LNG. Similar of using all these fuels.
considerations apply to biofuel equivalents of
conventional liquid fuels.

Retrofit
2024 2025
X-Engines Futu fuel ready today
Future

Figure 5: WinGD CO 2 reduction and future fuel technology roadmap

10 11
 FUEL TYPE
0-0.5%S VLSFO
HFO
DROP-IN CAPABLE
n/a
n/a
X-ENGINES
Available
Available
X-DF ENGINES
Available
Available
Digitalisation and
Bio-diesel
LNG
✓
n/a
Available
Retrofit
Available
Available
system integration
Bio-methane ✓ Retrofit Available
Synthetic methane ✓ Retrofit Available To develop digital solutions, technology developers need to be able to simulate
Ammonia Dual-/Tri-fuel In Development In Development the behavior of any element of a system so that the models can be enhanced by
Methanol/Ethanol Dual-/Tri-fuel In Development In Development machine learning and other tools relying on artificial intelligence.
Lignin-derived biofuel * Available Available
* Under investigation
These ‘digital twins’ enable several optimisation This approach can also assist overall system
Figure 6: WinGD future fuel applicability matrix
options, for example allowing developers optimisation. Combining digital twins of
to assess actual performance by comparing individual elements into a comprehensive
measured operational data with real-time model of the whole energy system allows for
The development of ammonia and methanol One of the key requirements for these simulated expected values. enhancements at various stages of integration.
engine technology is well on track to technologies is a high degree of modularity, to In the design stage, simulations of systems and
demonstrate ammonia technology at full scale allow their application not only on new engines The same concept is applied in the WinGD operations can help identify the best system
by 2025 at the latest. The demonstration of a but also for retrofitting to existing installations integrated Digital Expert (WiDE) solution, which configuration. In service, a digital twin of the
methanol-burning multi-cylinder engine can with manageable effort and cost. This leads to incorporates a digital twin of the engine and complete system can then be applied for the
be realised considerably earlier, by 2024 at the the future fuel applicability matrix on WinGD uses an engine diagnostic system (see Figure continuous optimisation of the actual operation.
latest. This is due to the fact that considerable engines shown in Figure 6. 7) to evaluate the performance of the engine.
knowledge has already been accumulated in WiDE monitors the status of key components and Controls for the individual elements need to be
the course of the European Union’s Horizon WinGD engines can already be operated on systems, identifying deviations and analysing integrated properly depending on the selected
2020 funded Hercules-2 project, culminating a large variety of fuels, either by design or trends as a basis for troubleshooting as well as system components. Validation and tuning
in the development of fuel-flexible injector following retrofit. For example, X-engines maintenance support. of controls can take place at an early stage in
technology capable of dealing with a wide designed for diesel operation can be converted development thanks to the use of digital twins in
range of liquid fuels from alcohols to diesel to X-DF engines, allowing the use of LNG and WinGD’s simulation and development toolchain.
(as previously detailed in the white paper Fuel methane from either synthetic or biogenic These enable ship owners to assess the build
Flexible Injector). sources. Ammonia or methanol/ethanol-fuelled and operation of the power arrangement in
engines will likewise be available as dual- digital form, simplifying the physical integration,
or tri-fuel engines that have either been commissioning and testing of the systems.
designed for their respective fuel application
from the outset or by upgrading existing X or
X-DF engines.

Figure 7: Working principle of the engine diagnostic system as a key building block of the WinGD
integrated Digital Expert (WiDE).

12 13
 The autonomous
engine room
Advanced diagnostics and control systems are a prerequisite for
Figure 8 shows control architecture for a hybrid solutions has involved building a new team autonomous operation of any vessel or individual system onboard.
system consisting of a main engine equipped with digital and R&D skillsets; establishing a These systems must also be able to be closely integrated with parallel
with PTI/PTO, an AC grid supplied by the proprietary method for virtual prototyping of
and higher-level systems. Figure 9 describes the ‘autonomous engine
gensets or via on-shore power supply while at power arrangements; and building a dedicated
berth, both connected to a DC grid including energy management system that dynamically
room’ in the context of an autonomous ship
energy storage technologies. balances the use of WinGD engines and
alternative power sources. The result of this
WinGD’s offering in this context consists in investment in new technologies and processes
both selecting optimally sized components is that WinGD can now offer power and
and subsystems for any ship configuration propulsion arrangements that surpass IMO’s
and then operating a complete system at best 2030 carbon intensity targets and safeguard
possible overall performance via the hybrid strong performance for the forthcoming Carbon
control system. WinGD’s development of hybrid Intensity Indicator. Communications Mission: origin, Navigation materials:
among controllers destination, aim chart, tables

Navigation Guidance Control

Navigation
Manual Optimisation Alarm and
Data Acquisition, System, CAN
Control Panel, Super Monitoring Global Path Planner
Diagnostic, and environmental RS485
SCADA Computer System
decision-support sensors
ETH
System (WIDE 2.0) Vessel
CAN, RS485, ETH, I/O
Dynamics
Situation Collision Path Model
awareness Guidance Generation
Hybrid Control
System
Motion Controller
Physical Ship
Propulsion
Control
DC Power Management System AC Power Management System
System Sensor Fusion Sensors Hull Engine
Engine
Control
System CU CU CU CU CU
Disturbance like wind,
wave and current
DC Grid

Figure 9: Autonomous engine room integration with other elements of an autonomous ship
Main
engine

Energy DC Grid Waste

CPP Control Storage Loads/ Heat
System PTO/PTI System sources Recovery Shore Distribution
Conection
Diesel Generators

Figure 8: Hybrid solution including control system integration

14 15
 WinGD’s ambition to contribute towards the
development of autonomous shipping is
based on the potential seen in future smart
shipping solutions. Smart engine controls
and smart maintenance technologies provide
direct benefit to operators. Meanwhile, the
data available directly from autonomous
or partially autonomous vessels, or via
intermediate processing and analysis, also
offers new opportunities for an engine designer.
Complementing these data with own results
WinGD is
obtained while developing, designing and
validating technologies and products (see smart
developing smart
data infrastructure concept in Figure 10) will help
WinGD to explore options for smarter design of shipping solutions
for the future An X-Act fit
components, key engine subsystems, engines and
complete hybrid systems.

WinGD’s X-Act initiative consolidates efforts in

the largely interconnected development areas
discussed in this paper (illustrated in Figure
11) into coordinated action. The continuous Product
update of the product portfolio serves as portfolio
Smart Data

the basis for the development in all other

areas, while the enhancement of core engine Smart &
WinDB Core
development expertise and the establishment autonomous
technologies
of corresponding technologies is essential for shipping
Pre-
Processing
realising advanced solutions and updating the
Data Warehouse
• Calculations
• Measurements
product range.
Fundamental Research • Engine Data Digitalisation Green
Green technologies are indispensable building & system technologies
Processing Processing Processing Processing blocks of future integrated and smart solutions, integration
which in turn are a prerequisite for autonomous
Analysis & Analysis & Analysis & Analysis &
Modelling Modelling Modelling Modelling engine room concepts as part of any envisaged
autonomous vessels. Finally, developments
in all these areas are fed back into the product
Figure 10: Smart data infrastructure concept and the interaction of the individual clusters range, to become a part of the future, more
comprehensive portfolio. Figure 11: The WinGD X-Act initiative

The realisation of more optimised solutions required to meet the immense challenges
ahead will only be possible if all shipping stakeholders tap into all possible sources of
improvements. With the X-Act initiative, WinGD commits to act as this unprecedented
global task demands.

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