An additional expected OPC improvement is the use of more sensors and monitoring systems to give operators increased intelligence on engine performance and energy consumption; these capabilities have been lacking on legacy ships due to age and vintage. “When you build a new ship, you get the state-of-market, and this now means we will get these systems,” Bauer explained.
State-of-Market Technologies Wärtsilä makes medium-speed engines of up to 1,000 revolutions per minute that have the best fuel efficiency in this class, said Simon Riddle, general manager for naval business. Higher RPMs burn more fuel and use up parts faster. For example, Wärtsilä’s 26-bore engine burns 183 grams of fuel per kilowatt hour, versus other makes’ 220 Foss Maritime and AKA’s XeroPoint Switchboard between two engines. [Photo courtesy of AKA] grams for high-speed engines. “We also have a strong program in natural gas engines, including LNG [liquefied natural gas] engines for and cuts maintenance costs, compared with current diesel-electric a non-U.S. Coast Guard OPV [offshore patrol vessel].” systems. Compared with gas or dual-fuel operation, the energy savings Wärtsilä designs ships as well and makes the entire propulsion sysare 23 percent. Briant noted there are no limits on NOx or sulfur oxide tem, including engine, shaft, automation, gear box and propellers. The (SOx) currently, but he predicts there will be. “In the future, we will company has done this for many Navy and Coast Guard patrol vessels have to cut these along with methane and CO2 [carbon dioxide].” abroad. “We can do a whole turnkey package for engine and propulsion Blue Drive Plus C does not require space for LNG or dual-fuel systems. We have been doing this for almost 10 years with in-house tanks, freeing up room for cargo or mission purposes. Additionally, products,” Riddle said. Turnkey integration eliminates risks inherent Siemens has eliminated equipment such as the transformer, reducing in component interfaces, Riddle argued. “In propulsion, 60 percent of footprint and weight by 30 percent. “Power management and fault cost is the engine, but 80 percent of risk is the propulsion train because protection are integrated into the vessel,” Briant explained. Moreover, it is tailor-made for the specification installation, hull and mission proBlue Drive Plus C uses “the best batteries on planet, they last 20 years file.” Wärtsilä offers either complete propulsion packages or individual and have 98 to 99 percent charge rate.” components if requested. Siemens is working with the U.S Navy to develop a hybrid tug that The company is working on a number of environmental and fuelcan loiter on battery power and like Wärtsilä, is interested in the OPC. efficiency projects, some of which might apply to U.S. Coast Guard In the past, Siemens has sold to the U.S. military though prime conrequirements. For example, to meet new marine mission regulations, tractors, but the firm would like to do more direct business with the Wärtsilä is working on dry low nitrogen oxide (NOx) optimization, Navy and Coast Guard. Miller timing with 2-stage turbo-charging, water addition and selective “The OPC is on everyone’s mind,” said Fairbanks Morse Engine catalytic reactors. To reduce bilge-oil dumping, they have developed Marketing manager Luke Fredrickson. “We are very convinced we will new seals, water-lubricated bearings and bilge-treatment technologies. have the best solution for this ship’s propulsion system.” It is difficult Its Senitect M treatment system needs no pre-system, is not sensitive to detail a solution until the Coast Guard defines OPC requirements, to soot or chemicals and works for 0-to-100 percent oil content at but Fredrickson noted that “We have guesses and ideas.” The firm both high and low temperatures. For fuel efficiency on offshore vesrecently hired the former chief of Naval Engineering at the Coast Guard sels, Wärtsilä has a wide variety of solutions. These include propeller as its vice president for Washington operations. Fredrickson pointed nozzles and reverse thrusters, optimizing the hull length-and-fullness to the Navy’s USS Makin Island (LHD 8) as a “great ship” on which ratio, advanced blade sections for propellers, optimizing the interaca hybrid-electric drive system uses six Fairbanks Morse Colt-Pielstick tion between propeller and hull, variable speed operation, combining PA6B engine generator sets to save substantial fuel. “It is now a model diesel-electric and diesel-mechanical machinery, power management for larger Navy ships, but I don’t know if that will apply to the Coast and optimization for partial loads. The company is currently working Guard.” with the U.S. Navy on the littoral combat ship and is interested in the For future operations at low speed and low load ranges, it is imperaCoast Guard’s OPC. tive to improve fuel efficiency and integrate with more efficient propulSiemens Industry has been working on its new Blue Drive Plus sion systems like hybrid-electric drives. “As the price C technology for 10 years, said Commercial Marine point for diesel-electric drops and motor and control development manager Luke Briant. “It’s a variabletechnologies advance, more platforms will move in this speed diesel and we have built two boats in Europe,” direction,” Fredrickson explained. The benefits include Briant explained. Siemens considered a dual LNG-diesel versatility, more efficient operation of diesel engines engine but found LNG infrastructure was unavailable and integration of propulsion engines with ship service and too expensive to build. diesel generators. Fairbanks Morse is also committed to Tests of Blue Drive Plus C on an offshore vessel reducing emissions on existing Coast Guard vessels, on yielded less NOx and greenhouse gases than diesel or which it has chiefly the Opposed Piston (OP) and FM/ gas operation. Compared with dual-fuel offshore vessels ALCO 251 F engines. Working with the Coast Guard for with the same operating profile, greenhouse gas emisover half a century, the company’s engines power the sions decrease by up to 27 percent. The new power-plant Paul Jamer majority of the service’s large ships. Fredrickson said reduces total energy consumption by up to 15 percent 18 | CGF 4.2
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