Seawork CMC Hybrid & Electric Conference Handbook

22 JUNE & 23 2022

Southampton United Kingdom

HYBRID GOLD SPONSOR

MJR Power & Automation

Hybrid & Electric Propulsion Conference Handbook The Seawork Conferences are a must for all involved in the commercial marine industry who wish to explore the challenges, changes and emerging opportunities in today’s and tomorrow’s commercial marine and workboat sector.

Returning for 2022, the Seawork Commercial Marine Conferences will deliver updates and insights in the fast moving Hybrid & Electric Propulsion market.

Be part of this international audience, take the opportunity to debate with industry experts and ask the challenging questions that will help you make a real difference to your business.

Hybrid & Electric Propulsion Chairman: Noel Tomlinson, Future Business Development, BMT & SMI Workboat Working Group Lead

visit: seawork.com/cmc contact: +44 1329 825335 email: info@seawork.com

Sponsor:

Supporter:

Media Partners:

#Seawork2022

MARITIMEJOURNAL BOATINGBUSINESS COMMERCIAL MARINE BUSINESS

THE UK LEISURE MARINE BUSINESS

Welcome letter A warm welcome to Southampton for the 2022 Seawork Commercial Marine Exhibition, returning after Covid lockdowns prevented us from holding the show in 2021 and at the very last minute in 2020.

This year, we are holding two separate half-day conferences – one for Hybrid and Electric Propulsion, the other for USVs – so first of all, huge thanks to all our sponsors and partners, chairmen and speakers, with special mentions going to our Hybrid Gold sponsor, MJR Power & Automation, and sponsor BMT. Secondly, I’d just like to mention that it’s my first Seawork as editor of Maritime Journal, and I really look forward to meeting all of you over the three days and talking to you about how you see the maritime sector – the challenges it faces, the direction of travel, and the opportunities.

Opportunities that are emerging not least in the Uncrewed Service Vessel (USV) sector as well as hybrid and electric propulsion, both to which we have devoted two separate halfday conferences. It makes sense to combine hybrid and electric technologies in one of the conferences, which we are doing for the first time.

The people we speak to believe unmanned vessels will be key to achieving the net-zero targets that the maritime sector is chasing. But is it realistic in the short term, especially where navigating regulations is concerned?

We are delighted to welcome experts and company representatives to talk about what they’re doing to grow the role of USVs and how it will help reduce emissions from shipping by at least 50% by 2050 – and to help guide us through an inevitable swathe of new rules accompanying these innovations, the MCA’s Dr Katrina Kemp will take attendees through what is being addressed in this area.

And it’s not just about the green challenge: we will look at how safety is being improved with USV technology and eliminating the need for mariners to risk their own lives saving others. The USV event will be on the morning of June 22.

For the Hybrid & Electric Propulsion half-day event on June 23, two separate sessions will look at just how they combine: in the first session, real-world implementation of hybrid & electric propulsion solutions; and in the second, a panel discussion on which is better for ‘greening the fleet’ – hybrid, or full electric – and the issues with both.

Noel Tomlinson, the BMT & SMI Workboat Working Group Lead, will open the conference and chair the panel discussion.

Tap into our impressive range of speakers and experts, and while it would be impossible to cover everything in the two half-day events, there will be plenty of opportunities throughout Seawork to network and make contacts who we know will be valuable to you long after the doors close.

Enjoy!

Debbie Mason Editor, Maritime Journal

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Chairman

NOEL TOMLINSON Future Business Development, BMT & SMI Workboat Working Group Lead

BIOGRAPHY Noel Is the Senior Business Development Manager responsible for commercial maritime growth across Europe, Middle East and Africa for leading international design, engineering and risk management consultancy, BMT. Noel is an incorporated engineer and active member of the Institution of Engineering and Technology (IET) as well as the Institute of Marine Engineering, Science and Technology (IMarEST) with over 20 years’ experience in the maritime industry, working within both the defence and commercial sectors.

His career began serving in the Royal Navy as a Marine Engineer serving both at sea on Type 23 Frigates and ashore with 1st Assault Squadron Royal Marines based at Poole.

On leaving the Navy he continued to expand his knowledge and experience of the industry spending 7 years working in the ferry sector. This included several technical roles within the shoreside management team of Condor Ferries who provide life line passenger and freight services to the channel islands and France.

Noel joined BMT in 2014 and continues to use his broad technical knowledge and sector experience to deliver technical design and consultancy support to the commercial maritime sector. In this sector BMT provides tailored technical design and consultancy and services to ship owners, operators and shipyards in addition to world leading vessel designs in the ferry, offshore energy, defence and yacht markets.

He is an active member of the SMI and has held a seat on the Commercial Maritime Group Council since March 2019. He also leads the SMI Workboat Working Group, facilitating growth and development within the UK supply chain for the design, build and upgrade of Workboats & Coastal Vessels.

With a passion for the future of maritime, Noel is active on many industry/government initiatives to grow the UK marine industry and promote safer, cleaner and more fuel-efficient shipping for the future.

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Chairman’s Welcome Letter Welcome to the Seawork 2022 Hybrid & Electric Propulsion Conference. I am honoured to have been asked to support this event at a time of exciting change and development within our industry.

Due to the global pandemic, it has been 3 years since we were all together for the last Seawork Hybrid Conference in 2019. This year’s conference presents a fantastic opportunity for us to come together once again, in person, to share our knowledge and experiences across the sector.

What is clear is that although we have not been able to come together as a community over recent years, advancements in technology and the uptake of electric and hybrid propulsion solutions have far from taken a break. This year’s conference is as important as ever as we take the opportunity to regroup, share insights, update our thinking, and challenge our ideas.

The workboat and coastal vessel sector in particular plays a critical role in addressing some of the wider key maritime challenges of decarbonisation, autonomy and digitalisation and is quickly becoming the proving ground for new innovative solutions and technologies.

Hybrid and electric propulsion includes a wide range of solutions and technologies which will all play an important part in decarbonising the sector in the coming years. We will explore their real-world implementation and some of the key considerations for selecting power & propulsion technologies for future fleet operations.

As decarbonisation drives the need to focus on power & propulsion this in turn drives a need to design around the system which therefore requires collaborative R&D across the supply chain. We need to unite as an industry, from operators, designers, shipyards, equipment manufacturers, service providers to regulators, academia and government. The more we understand about new technologies, the rate of development and the future trajectory the more we can support the industry and build vessels capable of meeting both today’s realities and tomorrow’s challenges.

Together with you, I look forward to listening to a range of expert presenters, who will impart vital information and insight into this fast developing technology area.

Yours Sincerely,

Noel Tomlinson, Future Business Development, BMT & SMI Workboat Working Group Lead

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Contents

Contents Welcome Letter ................................................................................................................................................2 from Debbie Mason, Editor, Maritime Journal

Chairrman’s Welcome ...................................................................................................................................4 Noel Tomlinson, Future Business Development, BMT & SMI Workboat Working Group Lead

Session 1...................................................................................................................................................................7 Real World Implementation of Hybrid & Electric Propulsion Solutions

Session 2: Panel Discussion ...................................................................................................................44 Greening the Fleet – Hybrid or full Electric?

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SESSION 1

Real World Implementation of Hybrid and Electric Propulsion Solutions

FIND US AT STAND F53

Offshore Vessel Charging With over 25 years’ experience delivering marine electrical power and automation projects, MJR Power and Automation is at the very forefront of providing innovative solutions – both at port and offshore - to support the decarbonisation of the maritime sector.

Design

Engineering

Construction

Installation

Service

From new build, retrofit and upgrade, MJR Power & Automation provides a complete turnkey offering for complex marine, port and offshore energy projects including: POWER & PROPULSION

MAP OE

• Power Generation & Distribution • AC & DC Drives • Hybrid, Electric & Energy Storage

• Integrated Monitoring Alarm & Control • Power Management • Bilge, Ballast & Auxiliary Systems

EQUIPMENT

SHORE TO SHIP POWER

• Propulsion Control • Main Switchboards • CCTV , Security & Communication Systems

• Shore Power Converter Station • Connection & Synchronisation • Vessel Upgrade

ENERGY STORAGE

REMOTE MONITORING

• Marine Battery & Ultra-Capacitors Systems • Marine Containerised Packages • Vessel Upgrade & Integration

• Realtime Alarms & Diagnostics • Condition Monitoring • Trending & Analysis

PAVING THE WAY TO A GREENER FUTURE

PARTNER OF CHOICE

MJR is a key player in a new initiative to assist the industry in its efforts to cut emissions, as well as the deployment of an industryfirst port system which is proven to significantly reduce emissions.

The company has also hastened the development of a major product that will use 100 percent green energy generated directly from offshore wind turbines to charge ships in the field.

As the UKs only approved marine and offshore partner for global leading technology providers ABB, Danfoss and Siemens, MJR is recognised as the partner of choice for complete marine power, electrical and engineering services for safe, efficient and reliable systems backed up with through-life service support.

MJR Power & Automation 85 & 88 Willows Court, Teesside Industrial Estate, Thornaby, Stockton-on-Tees, TS17 9PP, UK. Head Office +44 (0) 1642 762 151 Aberdeen +44 (0) 1224 507 082 sales@mjrpower.com

www.mjrpower.com

Delivering Marine, Offshore & Energy Solutions in Partnership with:

Drives & Controls System Integrator Marine & Offshore

Gold Sponsor

RYAN REILLY Sales and Business Development Manager, MJR Power & Automation

BIOGRAPHY Working as Business Development Manager at MJR Power and Automation since 2017. He has particular focus on low and zero emission solutions, leveraging on the company’s expertise in ships marine electrical power and propulsion systems, with over 20 years of successfully delivering major projects to the UK & Global maritime sector.

Before joining MJR, Ryan worked at ABB UK, heading up the drives and motors division for the marine and offshore sector - delivering ship solutions to equipment manufacturers, yards, ship owners and operators with variable speed drives packages for both new build and upgrade projects.

9

Conference Paper

Back to the Future - offshore wind on-turbine electrical vessel charging system Introduction The UK’s offshore wind industry is in a unique position to act as a springboard for broader maritime decarbonisation, being both a potential producer and user of clean fuels. The transition to utilizing the energy generated by offshore wind farms to create fuels for the maritime industry is underway. Using clean energy is expected to make up a far greater part of the maritime fuel mix of the future, be that directly using the cleanly generated electricity or by converting this clean energy into combustible fuels such as green hydrogen.

Presently, most offshore wind turbines are maintained using marine gas oil (MGO) powered vessels, most notably Crew Transfer Vessels (CTVs), which are calculated to contribute 1020% of the lifecycle carbon emissions of an offshore wind project. Converting or replacing MGO fueled CTVs with vessels powered by clean fuels is estimated to save between 1,278t and 2,500t (depending on vessel type) of CO2 e annually, per vessel replaced. With offshore windfarms typically chartering several CTVs each, and the number of CTVs required to service the industry set to grow rapidly over the next decade, this represents a significant opportunity reduce emissions.

The industry is focused on accelerating this change and the adoption of clean fuel for their vessels, with big industry players such as Orsted publicly setting ambitions Net-Zero by 2025 targets, and industry wide collaborations such as Operation Zero set up to achieve wider decarbonisation.

One accessible way to reduce the carbon footprint of offshore wind operations and maintenance (O&M) activities through the use of electric CTVs (eCTVs). However, limited battery storage energy density severely reduces the operating capability and range of eCTVs, limiting their adoption and the decarbonisation of this area of the industry. Having a method to charge batteries in the field – ideally during time that would otherwise be spent idle – would be a key enabler for the large-scale deployment of eCTVs and help achieve the carbon emission reduction targets of the industry.

To meet this need, MJR Powe & Automation supported by a consortium of partners - vessel operator Tidal Transit, vessel designer Artemis Technologies, wind farm operator Xceco, and the offshore renewables experts at ORE Catapult - has successfully designed, built, and factory tested an electric vessel charge point to be situated on a wind turbine. This approach accesses the infrastructure already in place (turbine platform, electrical cables) to provide renewable electricity to vessels. As an eCTV ‘docks’ with the turbine a cable reel lowers down an electrical charge connection which plugs in to the vessel and charges a battery on-board. Although some of the technology necessary for this

10

Conference Paper is relatively mature, significant technology gaps remain to making offshore charging safe and practical. MJR has developed the technology to fill these gaps and developed standards, working practices and procedures in order to safely carry this out at sea.

System Overview The overview of the charging system is shown in Figure 1 which includes, but is not limited to: 5 On turbine power converter – converts the windfarm medium voltage AC power into DC power that is compatible with the CTV propulsion & battery system (see item 1 in Figure 1 & Figure 2) 5 On turbine mooring/charging cable & connector deployment system ‘Reeler’ (see item 2 in Figure 1 & Figure 3) 5 Vessel connection & mooring system (item 3 in Figure 1 & Figure 4) 5 Control & safety system (item 4 in Figure 1 & Figure 5)

Figure 1: System Overview Figure 1: System Overview

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Conference Paper

Figure 2: On turbine power converter

Figure 3: On turbine mooring/ charging cable & connector deployment system

Figure 4: Vessel connection & mooring system

Real Time Control & Safety System The real time control system is provided to enable safe control and the charging system from both the vessel and windfarm control room operating locations and is designed to embed safety throughout the charging process.

The control & safety system has been developed according to marine classification society rules and standards, using MJR’s 25 years of experience of designing and delivering safety and mission critical systems to the commercial marine and offshore energy industries. A real time deterministic marine grade operating platform is together with the added functionality of a web portal system used for the booking and monitoring of the wind turbine charging system from the vessel, the windfarm control room and also via desktop access.

The control software has been developed for full operational control of the charging system, reeler system and vessel connection system. The high-level functions of the control modes are: 5

Manual Control

5

Follow Mode

5

Mooring Mode

12

Conference Paper

Figure 6: Operational view of vessel HMI prior to Charging

Figure 7: Operational view of HMI During Charging Throughout the process of charging the vessel battery system the vessel personnel have full visibility of the status of the charging system and deployment system with the operator control station that would be situated on the bridge of the vessel. Figure 6 and 7 show the interactive touch screen interface that the vessels have for full control and visibility of the charging.

13

Conference Paper

Web Portal The web portal supplements the real time control system on the vessel and the turbine and allows asset owners and operators to access live data and analytics. It provides a means of booking, managing, authorising and remote real time monitoring of charging operations together with fiscal data and billing. It also shows live information on vessel traffic, positions and the status of the wind farm turbine chargers.

Figure 8 shows the live data of vessel positions and turbine availability. Note that this is real AIS data from Teesport via our office located AIS receiver. The windfarm shown is Redcar and the turbines with chargers (in green) are simulated.

Figure 8: Live marine data – Control Room view

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Conference Paper The web-based portal can be reached through Mobile phones, laptops and any PC format. We appreciate that in a marine environment charge booking, authorisation and operations may be preferred to be carried out by VHF radio communication between the vessel and the windfarm control room. However, the offshore charging portal remains fully relevant in this case as it provides full desktop access to both real time and historical operational data, analytics and reporting.

Figure 9: Booking screen

Figure 9 shows the booking system via the app or website. This provides similar functionality to other familiar online booking platforms, whereby the vessel looks for a free charging slot and books it. With the current functionality, the windfarm control room must authorise the booking before the vessel can connect to the charger, however the industry may prefer other functionality. It may be desirable that the functionality is similar to land based EV charging whereby the vessel approaches the charger and is auto authorised unless the account is blocked.

Figure 10 shows the screen with the vessel at the turbine charger and connected to it. This screen displays the vessel position relative to the turbine in real time and the key charging data and system Figure 10: Charging screen performance parameters.

Battery technology is inadequate to sustain ocean-going shipping, it is an established and accessible solution for support vessels, having already been successfully implemented on ferries and other short-haul shipping. However, range is still a limiting factor for support craft such as crew transfer vessels (CTVs) used in servicing wind farms, as operating for a full shift and return journey is outside the practical range for electric craft unless charging is made available at the wind farm. Wind farms are typically located 5-50km offshore. The daily operating cycle for existing diesel CTVs involves a journey out from port at 25-30 knots to reach the wind farm and deposit the crew on a turbine, followed by a waiting period of up to 6 to 8 hours when the vessel operates on low power to maintain position (anchors are not allowed due to the risk of fouling subsea cables) before picking up the crew and returning to port. This process consumes large quantities of diesel to fuel twin V8 marine engines for up to 12 hours, whereas the new technology enables CTVs to be tethered to the turbine during charging to provide full batteries for the return journey If this technology were to be adopted, a single vessel switching from diesel to battery electric propulsion will save 1,278 tonnes of CO2e emissions/year. If this technology allowed 50% of the UK CTV fleet to convert to electric operation, then this would avoid approximately 131,100 tonnes of CO2e/year. Lifecycle emissions reductions are therefore significant.

15

Conference Paper This solution will enable the immediate deployment of electric vessels and the removal of over 300 diesel-powered CTVs from UK coastal waters, and with the ever-growing number of wind farms both in UK waters and across the world, this can play an integral part for owners and operators meet their emission targets.

Initial design of a power deployment system to charge electric and plug-in hybrid vessels directly from wind turbines has resulted in an on-turbine solution which sets the standards for interconnection of vessels with offshore wind turbines, utilising 100% renewable energy without the energy losses normally experienced through grid transmission and reducing the range requirement for electric CTVs by well over 50%.

16

Keynote

ROB TULK Principal Naval Architect, One2three Naval Architects

BIOGRAPHY Rob Tulk has been the Principal Naval Architect with One2three Naval Architects since 2005.

One2three are a bespoke design and technology company known for their innovative and prestigious designs, including the Red Funnel Red Jets 4, 6 & 7 and the last 5 low-wash vessels delivered to Uber by Thames Clippers.

One2three are also known for innovating and successfully commercialising large trimaran motoryachts, having designed and delivered the world’s largest trimaran yacht at 84m length overall.

TOBY MUMFORD Business Development Manager, Wight Shipyard Co

BIOGRAPHY Toby is the Business Development Manager at Wight Shipyard Co. Having studied Naval Architecture at University of Southampton Toby went to work in the commercial side of shipping as a Sale and Purchase Broker in the City. Alongside this Toby set up the analytics department at Vessels Value, a market leading shipping analytics firm. Toby now works from Wight’s Isle of Wight office on the new business.

The path to net zero emission on the Thames Wight Shipyard, One2three and Uber boat by Thames Clipper pioneer zero emission vessels for the Thames Wight Shipyard Company limited have in build two hybrid 40m high speed passenger ferries for Uber Boat by Thames Clipper designed by One2Three Naval Architects. The presentation discusses the selection, design and build of hybrid solutions which allow zero tail pipe emissions.

17

Speakers

ROBIN SAUNDERS Concept Naval Architect, Chartwell Marine Ltd

BIOGRAPHY Robin is a naval architect and design engineer at Chartwell Marine.

Chartwell Marine is a pioneer in next-generation vessel design. A reputed naval architect with an industry-leading track record designing award-winning high-speed vessels, Chartwell Marine supports ambitious boat builders and vessel operators around the world with specialist, independent design and consultancy services.

ANDY PAGE Managing Director, Chartwell Marine Ltd

BIOGRAPHY A Chartered Engineer, Andy Page is Managing Director of Chartwell Marine, a Naval Architectural consultancy business which supports boat builders and vessel operators worldwide. In addition to this, Andy Page is the Chairman of the Workboat Association Technical Working Group, responsible for leading the way in industry decarbonisation.

For several years, Andy worked for a large high-speed vessel boat builder and repairer as head naval architect and general manager. The design organisation supported both their UK South Coast & East Coast Facilities as well as providing design services to the wider market.

Andy headed up the design team, which at its peak had multiple naval architects and marine engineers working worldwide. The team were responsible for designing several craft ranging from small commercial ribs to large high-speed offshore catamarans. Their work took them across the world, with projects in Australia, Brazil, Taiwan and most significantly the USA. Following these exciting years Andy formed Chartwell Marine Ltd, to operate independently.

This enabled more opportunities including working with a larger number of shipyards and vessel owners and to be able to work on behalf of UK certifying authorities for the purposes of ship surveying and design assessment.

Chartwell Marine are an award winning pioneer in next generation vessel design and are responsible for a number of innovative and market leading projects.

Hybrid Vessels - Trying to keep it simple By taking a novel approach to hybrid propulsion it is possible to simplify the systems utilising commercially available technologies, while maintaining the emission reductions found with a traditional hybrid propulsion system along with further advantages.

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Speakers

EUAN KELSO Technical Director, MIT

BIOGRAPHY Euan Kelso, Technical Director, MIT has a strong background in both the Maritime and Automotive sectors from his time at Wartsila.

With over 20 years of experience in the marine industry, he has worked on surface and submarine propulsion and auxiliary systems providing engineering solutions and maintenance and repair services across a wide range of vessels.

Euan’s technical knowledge is underpinned by a Masters degree in Mechanical Engineering, and he is a registered Chartered Mechanical Engineer and Fellow of the Institute of Mechanical Engineers.

DAN WEALTHY

B.Sc. Marine Technology

Project Engineer, Marine and Industrial Transmissions (MIT)

BIOGRAPHY With over 20 years working in Marine Engineering, experienced in marine propulsion, developing solutions, project management of vessel upgrades and repairs in dry dock, afloat and underwater. Long standing interest and practical experience with small craft.

19

Conference Paper

Integration. The key to successful decarbonisation projects – the driveline perspective May 2022

Why integration is key to maximising performance and ROI of zero and low carbon projects through complete system integration and vessel understanding, exploring critical drivers in successful decarbonisation projects.

MIT – Marine and Industrial Transmissions Ltd. Paper Proposed by: Written by:

Tom Binns, Sales Manager, MIT Group Dan Wealthy Principal Project Engineer, MIT Group Euan Kelso Technical Director, MIT Group

Acknowledgements:

Ron Leeuwesteijn, Veth Propulsion Ltd. Transfluid S.p.A. 0

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Conference Paper 1 Introduction

Climate change caused by greenhouse gasses, the harm caused by direct human exposure to fossil fuel engine emissions, operating economics and increasing legislation are driving interest in solutions for decarbonisation and carbon reduction of vessels. Vessel emission reduction can be achieved in a number of ways, including:  Reducing the energy required to be delivered to the propeller to achieve the operational objective

    

Maximising the efficiency of the conversion of fossil fuel derived energy to provide propulsion

 

Utilising lower carbon energy sources

Optimising operating profile for efficiency (e.g.

Weather routing, Speed reduction) Hull forms optimised for minimum resistance Minimising appendage drag Minimising fouling Maximising propeller efficiency Propulsion systems optimised for maximum efficiency for the actual load case Grid electricity Supplementing with Solar

Table 1 - Example Operational Carbon Reduction Methods

The optimum solutions consider all the above, MIT are primarily involved with drive line components, hence this paper considers the latter points (in blue). The text is aimed at the vessel owner, or operator, who has little previous knowledge on the subject and is considering options for reducing propulsion related carbon emissions. The paper presents; the current solutions that we at MIT are directly involved with, how carbon reduction can be achieved and discusses the importance of engineering process and integration. A case study of an existing vessel design retrofit to hybrid propulsion is provided.

2 The Challenge

To achieve a successful propulsion system carbon reduction design for a given vessel and operational profile the system designer must find the optimum combination of: Fossil Fuel Grid / Shore Power (Batteries) Engines Motors Generators Propellers Thrusters

Energy Input / (Storage) Energy convertors Propulsors

Table 2 - Primary Factors

3 Key Factors for Success Key to the success of a project is:      

Accurate requirements capture Vessel data Understanding of operational profile Selection of appropriate technology Feasibility review (Can the proposed solution deliver to the agreed requirements) Considered integration

From our perspective at MIT we think about integration on two levels:  

Propulsion components integration - Propulsion components to form propulsion system Propulsion system integration – System integration to vessel

Successful integration is achieved when the sub-assemblies work together as a system and that system delivers the vessel owners requirements in terms of: 

Performance

1

21

Conference Paper

  

Mechanical function Control Functionally Maintainability (Installation and maintenance)

At the onset of a project the customer should have a clear understanding of how the integration responsibility is distributed between the involved parties.

4 The Driveline

Our definition of the driveline is the equipment that is installed between the prime mover and the propeller.

This varies dependent upon solution. A typical system is shown in the table below: <- - - - - The Driveline - - - - -> Prime mover

For a conventional vessel: Coupling – Thrust bearing – Gearbox - Clutch – Line shaft Bearing – Seal – Stern tube bearings – shafting / Thruster

Propeller

Table 3 - Driveline

Hybrid ready driveline equipment is well established, some examples are shown below:

Transfluid HTM700 Marine Hybrid System

Veth Hybrid Drive

Figure 1 - Hybrid Driveline Components

5 Solutions

Based on MIT’s area of operation the table below identifies four alternative propulsion solutions to a conventional diesel powered directly coupled system: Ref.

Solution

1

Diesel Electric

2

Full Electric

3

Series Hybrid

4 *-

Parallel Hybrid

Description One or more diesel generators supply electrical energy to a frequency controller which drives an electric motor.

There is no mechanical link between the diesel prime mover and propeller.

A battery bank supplies electrical energy to a frequency controller which drives an electric motor. The battery is charged using shore power.

A hybrid system draws energy from two distinct storage methods. Commonly Fossil fuel and a battery.

Series Hybrid – Only the electric motor is mechanically coupled to the propeller Parallel Hybrid – Both Diesel engine and electric motor are directly coupled to the propeller

Conventional variant relies on battery charging from the vessel’s diesel generator.

Plug In variant utilises shore power (which results in lower carbon intensity charging) Table 4 - Carbon Reduction Options

2

22

Sub Variant* NA (Conventional) NA (Plug in) Conventional* Plug in* Conventional* Plug in*

Conference Paper 6 Opportunities for Performance Improvement

A vessel operating profile with long durations at sea operating most of the time at close to maximum continuous power presents less opportunity to deliver performance improvements for the four alternative solutions identified in the table above. The sections below provide an example of how performance improvements compared to a conventional system can be achieved for each of the alternatives.

6.1 Diesel Electric

A diesel-electric drive consists of one or more diesel generators which supply electrical power to a directly coupled electric motor via a speed control. Mechanical power is converted to electrical power and back again and as a result conversion losses result as shown in the table below: Example relative drive line losses:

Direct Diesel: 5% Diesel Engine

Gearbox

= 5% Total

Diesel Electric: 5% Diesel Gen-Set

4%

3% Control

Electric Motor

Table 5 - Diesel Electric Efficiency Losses

= 12% Total

As depicted above, for the Diesel-Electric system there is an additional driveline loss of approximately 7% in efficiency when compared to a conventional direct diesel arrangement. In order to deliver a nett efficiency gain the relative efficiency losses must be exceeded by some other improvement in efficiency.

It may still be preferable to have a single main engine diesel electric solution if the vessel has a significant auxiliary / hotel electrical load. When auxiliary electrical load is not significant a nett efficiency improvement can be achieved by utilising more than one diesel generator set. The figure below shows the specific fuel consumption of an example engine:

Figure 2 - Specific Fuel Consumption of an Example Diesel Engine

3

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Conference Paper Typically optimum efficiency for a diesel engine is between 65% to 80% of full load e.g. at this load more of the energy in the fuel is being converted to useful energy at the shaft. At a light loading, efficiency is poor as shown by the specific fuel consumption for the actual power requirement (propeller demand) at lower engine speed. At low power the engine is using around three times more fuel for each delivered kilowatt-hour output.

For this reason, benefit can be gained by splitting the load between two smaller diesel generators allowing one to run for low power requirement and two to run for full power, hence the engines spend more time at a higher load and closer to optimum efficiency.

Dependent upon the vessel characteristics and operational profile the improvement in specific fuel consumption despite the relative increase in driveline losses for the diesel electric system can yield a worthwhile nett gain.

Summary: Solution 1 – Diesel Electric Opportunity for the prime mover (diesel) to be operated at a more fuel-efficient load Benefit more of the time, Some improvement in redundancy, options for flexibility in location of machinery inside vessel.

Work boats, cruise, ferries, when electric power already available for other than Example Applications main propulsion High auxiliary / hotel electrical load.

Example DP vessels Operational Profile Cruise and sprint mode required

6.2 Full Electric Example

The system incorporates a battery bank which supplies electrical energy to a frequency controller driving an electric motor. The electric motor is directly coupled to the propeller via a shaft, or an electric thruster is used.

A full electric solution is only generally suitable for vessels that have short deployed durations and / or moderate power requirements. When a full electric solution can be practically deployed the operating cost saving and emissions reduction reward can be the greatest. Local emissions are reduced to zero and energy carbon emissions are normally greatly reduced, however this is dependent upon how the grid power is generated. The figure below shows a marine ready 65Kw electric propulsion motor:

Figure 3 – Bellmarine ShaftMaster Electric Propulsion Motor with marine gear

Summary: Solution 2 – Full Electric No local emissions Greatly reduced operational carbon emissions (Grid generated energy) Potential for zero emissions (Grid energy dependant) Benefit Near silent low vibration operation Future proof Large saving in operational cost (energy and maintenance cost) Inland waterway vessels Harbour vessels Example Applications Small cruise and ferry with regular access to charging Sailing coach / support boat 4

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Conference Paper

Example Operational Profile

Efficient hull forms Best suited to majority of the time at low power demand and / or shorter duration, regularly alongside for charging.

6.3 Hybrid Propulsion Solutions (Series and Parallel)

Hybrid Description: MIT define a hybrid propulsion solution as a system with two different forms of energy input (storage) into the system. A diesel-electric system whereby one or more diesel generators provide electrical power to an electric motor driving a propeller is not considered a hybrid, as only a single energy input type exists. With the addition of battery energy storage this becomes a hybrid solution. Power can then be drawn from more than one energy source.

Two principal arrangements exist for a hybrid system: Ref.

Solution

1

Series Hybrid

2

Parallel Hybrid

Description The system includes a diesel generator and battery storage.

Either or both can be utilised to provide electrical energy to the system via a frequency controller which drives an electric motor. There is no mechanical link between prime mover and propeller.

The system incorporates a diesel engine and battery storage. The diesel engine and electric motor are mechanically coupled to a propeller via a gearbox. The gearbox allows mechanical drive of the propeller from either, or both prime movers simultaneously and allows battery charging from the diesel via the electric motor.

Table 6 - Hybrid solutions

Both Hybrid solutions can be arranged to operate in the following optimum way:  During low power operation the electric motor can provide propulsion using battery power  During low to medium power operation, the electric motor can use excess diesel power to

generate electricity and charge batteries

 In high-demand phases, electric power can boost diesel power for short durations

Figure 4 - Modes of Operation

6.3.1 Series Hybrid As stated above for a diesel electric the series hybrid must also overcome the additional conversion loss to yield an advantage. The series hybrid system shown in the figure below uses a Veth azimuth thruster and Veth propulsion controller.

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Figure 5 - Series Hybrid Example

The system optimises fuel use through multiple gensets which can yield the same advantage as a diesel electric. In addition, the vessel is capable of zero local emission operation at low load. An understated further benefit is the propulsion redundancy this can provide. Depending on the operational profile battery charging using shore power may be worthwhile, which in turn reduces fossil fuel use.

Summary: Solution 3 – Series Hybrid  Optimises fuel use via gensets operated at a more fuel-efficient load more of the time.  Improvement in redundancy.

Benefit  Options for flexibility in location of machinery inside vessel.  Zero emission operation possible. (When suitable size battery fitted and low vessel speed / shorter durations) in emission critical areas.  Optimised for electrical generation.

Work boats, cruise, ferries, where electric power already available for other than Example Applications main propulsion.

High auxiliary electrical load. continuous, long trips, sea going vessel with emission Example Operational Profile restriction at port, DP (dynamic positioning vessel)

6.3.2 Parallel Hybrid The advantage with a parallel hybrid is the low driveline loss of the direct coupled diesel engine. The system shown in the figure below utilises a single diesel engine, electric motor and battery. The driveline can be configured to provide direct diesel propulsion, diesel electrical power generation, electric propulsion and combined diesel and electric propulsion. The diesel engine use can be optimised to operate at higher efficiency loading for more of the time.

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Conference Paper

Figure 6 – Transfluid Parallel Hybrid Example

Summary: Solution 4 – Parallel Hybrid  Optimises fuel use via gensets operated at a more fuel-efficient load more of the time.  Improvement in redundancy.  Options for flexibility in location of machinery inside vessel.

Benefit  Zero emission operation possible. (When suitable size battery fitted and low vessel speed / shorter durations) in emission critical areas.  Peak load management  More efficient use of diesel at high load (Similar to conventional system).

Example Applications Example Operational Profile

Work boats, cruise, ferries, freight, tugs, rescue craft, patrol vessels Continuous, long trips, sea going, standby function on low-speed sailing when high power/thrust must be available but hardly used.

7 Example Project Steps

The following are steps we consider necessary to maximise the chances of success when considering conversion of an existing conventional vessel, or vessel design, to hybrid propulsion: Step 1 – Understand Customer Needs: First, we must gain a clear understanding of what the customer is trying to achieve with a carbon reduction project, some examples: -

Fuel (Energy) cost reduction and a given pay back time (ROI) Current legislation compliance / Future proofing (Typical vessel life 20 to 30 years) Reducing overall emissions Reducing emissions in specific geographical areas of operation (Near shore emissions - Ferry operating between cities) Standby / idle emissions Peak load management

These needs are documented as customer requirements.

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Conference Paper Step 2 – Vessel Details and Use Case: We need to understand details of the vessel and the intended use: -

Vessel general specification Vessel resistance and powering + prediction to include powering up to maximum mass.

Operational profile (typical and extremes of the envelope) Access to shore power suitable for charging Machinery space envelope, location of equipment installed access and installation access (survey) Mass and centre of gravity (CofG) restrictions / allowance.

From step 1 and 2 a functional specification can be produced to describe the system requirements that will meet the customer requirements and is suited to the application and operational profile.

Step 3 – Concept Suitable concepts are defined drawing on the range of proven solutions available. Concepts are checked for compliance to the specification.

At this point it is important to consider the effect of any increase in Mass or change in the CofG predicted with conversion and then to consider the revised resulting powering requirement.

Step 4 – Analysis and Feasibility Review: Ideally real operating data is used (if not available modelled data) for a base line of the conventional propulsion performance. Hybrid solutions are then also modelled to compare the predicted performance benefit and, or effect on the total cost of ownership (CAPEX + OPEX).

Determining the return on investment (ROI) requires a model which considers:  The conventional fossil fuel only propulsion system capital and operating costs  Projections of the cost of fossil fuel  The hybrid solution capital and operating costs  The energy efficiency gain and, or the alternative electrical energy source.  Projections of the cost grid electricity At this point the feasibility of a hybrid system can be determined for the given; customer aim, vessel and operating profile. It is essential to be realistic at this point, hybrid solutions solve many problems, however will not be optimum in every case.

Step 4 – Design        

Equipment principal design Equipment layout in vessel Installation and maintenance access Interfacing drawing Control and redundancy philosophy Cooling system design Corrosion study Equipment detail drawings

Step 5 – Supply of equipment, installation & commissioning.

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Conference Paper 8 Case Study from Veth - Tug boat FPP (Fixed Pitch Propeller)

Step 1 – Customer Need Fossil fuel use reduction with no performance reduction.

Step 2 – Vessel Details and Use Case An analysis of the vessels engine operation was undertaken and is presented in the figure below alongside the propeller power curve. The analysis showed that the majority of vessel operation was at less than 25% of MCR (Maximum Continuous Rating) with a significant time spent at 600 RPM (Engine idle). Maximum power required for performance and manoeuvring was only used for a fraction of the total operating hours.

Figure 7 - Propeller Power Curve and Cumulative Hours to RPM

In a conventional directly coupled single diesel prime mover arrangement this would result in significant time spent running at partial load and low efficiency.

Step 3 – Concept Next a concept was developed utilising a hybrid series system. The system allows the vessel to be on standby and to manoeuvre at low speed under battery power. Efficiency is increased at medium load by only running one generator at a high, more efficient, loading. The short duration peak power requirement is achieved with a combination of smaller generator set capacity supplemented by the electric propulsion.

With this arrangement a weight and cost saving in the generators helps offset the weight and cost of the battery and electric motor.

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Conference Paper Step 4 – Analysis and Feasibility Review The solution was modelled against a baseline of a conventional direct diesel drive and a diesel electric system. The figure below shows the fuel consumption against prime mover input speed to the thruster at the load dictated by the propeller curve:

Figure 8 – Comparison of Solutions

When the predicated fuel consumption is compared to the usage case shown in Figure 7 - Propeller Power Curve and Cumulative Hours to RPM above the overall fuel saving for the given operational profile can be understood. For this vessel it was shown that a fuel saving could be achieved with the series hybrid system that justified the investment.

Step 4 – Design

9 Conclusion

Key to a successful decarbonisation project is:        

Full understanding of the owners aims Complete understanding of the application Confirming feasibility at an early stage Correct selection of appropriate proven technology Integration of the subsystem and system That the vessel operators understand how to operate the system to achieve the aims That the performance of the full system meets the agreed requirements All parties involved with the design and build process understand their responsibilities toward integration.

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Speaker

WIM BOERMA Product Manager, Damen High Speed Craft, Damen

BIOGRAPHY With more than 30 years’ experience in the maritime industry, Wim Boerma is well known in the maritime sector.

At Damen he started his career at the Tugs department, and later on moved to the High Speed Craft department. Wim was responsible for the development of the revolutionary Fast Crew supplier 2610 and later on department manager during the development of the successor of this vessel, the Fast Crew supplier 2710.

The High Speed Craft department of Damen is responsible for all high Speed Vessels, such as Fast Ferries, Crew boats, Patrol Vessels and Pilot boats.

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Conference Paper 1

INTRODUCTION

the power split between the installed batteries and diesel generators. It was decided to use rulebased control, because of low complexity and predictable behavior. The hybrid system behavior has to match with the daily operation in order to maximise the system’s benefits. On the other hand the system still has to comply with the functional requirements. Therefore the initial simulation model was upgraded with the latest details and several strategies were assessed based on comparison metrics. These metrics consisted of generator wear and tear, battery life and fuel costs. In the end a compromise had to be made between a generator or battery leading strategy.

This paper describes the development of the Damen Road Ferry 8117 E3 (DRFe 8117 E3), an artist’s impression of which can be seen in Figure 1. The DRFe 8117 E3 is designed with a hybrid power supply system, which consists of a dieselelectric propulsion system combined with a battery pack [1]. The capacity of the double-ended ferry is 47 cars and 300 passengers, and it is designed to operate on routes with a crossing time between 10 and 45 minutes.

The last step included in this paper is testing the actual onboard control system at a functional level. This was done by means of a Hardware in the Loop (HIL) testing. In order to realize this, the simulation model required another adaptation, in order to provide the feature of communicating with the PLC running the control system in real time. It should be noted that HIL testing not only improves software quality and reduces commissioning time, but also serves as a system integration testing platform, as signals, communication protocols and logics have to match in order to get a functioning system.

Figure 1. Artist impression of DRFe 8117 E3 The first step in the development process was the selection of the hybrid topology. The main system performance of various topologies was assessed by means of simulations. A number of options were considered, such as hybrid propulsion or a conventional drive system. Based on multiple criteria such as fuel consumption or diesel engine running hours, the power supply system was assessed and selected.

2

PROPULSION TOPOLOGY SELECTION

In the past, the selection of a propulsion topology was straightforward. Diesel-direct has been the solution for decades and only on the request of the ship-owner, diesel-electric would be selected by the designer. However, times are changing and due to increasing demands regarding exhaust emissions and operational performance, alternatives are being considered. Additionally, electrification is more attractive for the maritime industry due to decreasing prices of electrical converters and storage systems. Therefore the following propulsion configurations were considered in the early design phase:

The development of the DRFe 8117 E3 was boosted when the vessel was sold. The second step taken was to define the functional requirements based on performance, safety, costs and user interface. These functional requirements act as design conditions and boundaries for the hybrid system.

The main performance requirement is the ability to sail optimally for common double-ended ferry use.

This requirement demands adaptability and flexibility from the hybrid system. This paper will describe how this was approached and solved.

•

The third step was to get details about the daily operation of a road ferry. AIS route data was gathered and analyzed in order to get typical operational profiles for the DRFe 8117 E3. As it turned-out, the DRFe 8117 E3 has a wide range of operational conditions, since interoperability is one of the main functional requirements. Later on, it turned out that these operational profiles were conflicting the choice regarding the energy management strategy.

•

•

Step four was the definition of the Energy Management System (EMS). The EMS controls

Diesel-direct: Conventional diesel driven propellers with separate diesel generators for the auxiliary load.

Hybrid propulsion: A combination of diesel engine and electrical motor are mechanically coupled to drive the propellers, and separate generator sets supply the electrical power demand.

Hybrid power supply: Electrical motors (only) drive the propellers and diesel generators combined with a battery pack supply the total electrical demand.

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M

Energy storage

G = Generator H = Hotel load M = Motor

Energy storage

Conference Paper

Switchboard

Switchboard

G

G

M

Switchboard Ship to Shore

H

Shore to Ship

Figure 4. Final propulsion system configuration

Figure 4 shows the final propulsion system configuration. As the design of the DRFe 8117 E3 developed, more requirements became clear and reflected on the hybrid power supply system. The selection of the main machinery was based on various design conditions, like vessel speed or station keeping capabilities. The next step was to define the functionality of the propulsion system for daily operation.

Table 2 presents an overview of the main machinery selected for the DRFe 8117 E3. The final selection of the main machinery caused changes to the initial layout as presented in Figure 3. The next paragraph will elaborate on the adjustments.

3.2

Propulsion system layout and electrical distribution

4

DESIGN FOR SERVICE

The selection of the main machinery changed the initial layout of the propulsion system. The finally selected battery capacity was found to be significantly larger than that initially estimated. In addition, the system was made ready for installation of additional battery capacity in the future. This resulted in two drastic changes regarding the layout and electrical distribution.

Till this stage the design choices were dominated by design conditions. However, these conditions almost never occur in normal operation.

Therefore, the functionality of the propulsion system had to be defined for daily use. The main requirement for the DRFe 8117 E3 was to minimize the total cost of ownership (TCO) for general road ferry purpose.

Firstly, the batteries were directly connected to the switchboard. Initially, the intention was to integrate the batteries into the propulsion drive. The increased physical size and power output of the batteries made this choice infeasible, especially with the larger battery storage options.

4.1

Operational profiles

The above given requirement is rather abstract. In order to better define this, the general road ferry purpose had to be quantified. Therefore a range of operational profiles were studied. This began with the sailing schedules for various routes. Most routes only include two ports, while other routes include multiple ports. Also the docking time may vary during the day. This implied that an operational profile for the entire day was required to define the optimal system functionality [4].

Secondly, the main electrical distribution changed from alternating current (AC) to direct current (DC). Since the batteries were relocated to the main switchboard, it is more efficient to use DC instead of AC.

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Conference Paper The above definitions have been defined in [2].

There are all kind of different hybrid topologies possible, so clear definitions are very important.

For clarity the hybrid topologies are also illustrated in Figure 2 and 3.

process is quite pragmatic. In order to obtain a vessel with the best balance of attributes, experience and product knowledge are key.

Simulation only served to quantify and compare the operational performance between configurations [3]. Therefore some rough estimations were made for component sizes and operational profile.

For the selection of the propulsion topology the following high-level criteria have been identified: • • •

•

•

3

Redundancy: Remaining vessel capabilities in case of system failures.

Flexibility: Consequences for the system when the ferry switches from route.

Operability: System complexity in order to operate the system easily and the transient response of the system.

Operational costs: This is a combination of fuel consumption and maintenance costs.

Maintenance costs are identified by the running hours of the main engines.

Future proof: The configuration should be state-of-the-art and preferably have possibilities for upgrade in the near future.

The next step in the development of DRFe 8117 E3 was the configuration of the hybrid power supply system. By configuration it is meant the selection of brand and type of the main machinery. Also the layout and electrical distribution is defined.

3.1

Table 1. Criteria rating for the selected propulsion topologies Diesel-direct

Hybrid propulsion

Hybrid power supply

Redundancy

-

+

++

Adaptively

-

+

+

Operability

-

--

++

Operational costs

+

++

+

Future proof

-

+

++

Main machinery selection

A steerable thruster with a twin propeller arrangement was selected as the propulsor. The reason for a steerable thruster is the excellent maneuverability characteristics. The power output of the propulsor was determined by the required sailing speed and station keeping capabilities of the vessel. The twin propeller arrangement is beneficial since the limited draft of the vessel limits the maximum propeller diameter and, for a given power output, with the twin screw arrangement the propeller load reduces due to the additional surface area. As a result the propulsion efficiency increases.

As stated previously, the criteria are high-level and most are even subjective. In order to make the right considerations in-depth knowledge and experience is required. This means the selection of a propulsion configuration is very dependent on the application and the designers.

Criteria

PROPULSION SYSTEM CONFIGURATION

The generators were required to run at 85% (operational specification) load when the vessel sails at full speed. This determines the maximum power output of the generator sets. Additionally, it is preferred to have a low engine speed for increased maintenance intervals. The selected generator runs at a fixed speed of 1200 rpm.

Battery selection was based on an operational assessment, which resulted in a battery capacity of 800 kWh with an option to extend to 2000 kWh in the future. This was seen to give a good size of energy storage to enable possible electric only operation for a certain duration and speed.

Table 1 presents the rating for the above mentioned criteria. As one can see the hybrid power supply topology is the most favorable solution. Operability was the most decisive criteria. An electric drive gives the possibility for step-less propeller speed control. In addition, the transition of a generator start-up will be completely seamless due to the battery pack. Overall, this gives a very responsive characteristic which is very beneficial for such a dynamic and also critical operation.

Table 2. General overview of the main machinery

Up to this stage the data used to make the topology selection was very basic; due to the wide range of vessel requirements the early design

Machinery

Type

Propulsor

Steerable thruster

Specification Twin propeller

Propeller

Fixed pitch

1.85 m

Electric motor

A-synchronous

2 x 900 bkW

Battery

Lithium-ion NMC

800 kWh Optional: 2000 kWh

Generator set

Constant speed

2 x 1500 kWe

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M

Energy storage

G = Generator H = Hotel load M = Motor

Energy storage

Conference Paper

Switchboard

Switchboard

G

G

M

Switchboard

Figure 4. Final propulsion system configuration

Figure 4 shows the final propulsion system configuration. As the design of the DRFe 8117 E3 developed, more requirements became clear and reflected on the hybrid power supply system. The selection of the main machinery was based on various design conditions, like vessel speed or station keeping capabilities. The next step was to define the functionality of the propulsion system for daily operation.

Table 2 presents an overview of the main machinery selected for the DRFe 8117 E3. The final selection of the main machinery caused changes to the initial layout as presented in Figure 3. The next paragraph will elaborate on the adjustments.

3.2

Ship to Shore

H

Shore to Ship

Propulsion system layout and electrical distribution

4

DESIGN FOR SERVICE

The selection of the main machinery changed the initial layout of the propulsion system. The finally selected battery capacity was found to be significantly larger than that initially estimated. In addition, the system was made ready for installation of additional battery capacity in the future. This resulted in two drastic changes regarding the layout and electrical distribution.

Till this stage the design choices were dominated by design conditions. However, these conditions almost never occur in normal operation.

Therefore, the functionality of the propulsion system had to be defined for daily use. The main requirement for the DRFe 8117 E3 was to minimize the total cost of ownership (TCO) for general road ferry purpose.

Firstly, the batteries were directly connected to the switchboard. Initially, the intention was to integrate the batteries into the propulsion drive. The increased physical size and power output of the batteries made this choice infeasible, especially with the larger battery storage options.

4.1

Operational profiles

The above given requirement is rather abstract. In order to better define this, the general road ferry purpose had to be quantified. Therefore a range of operational profiles were studied. This began with the sailing schedules for various routes. Most routes only include two ports, while other routes include multiple ports. Also the docking time may vary during the day. This implied that an operational profile for the entire day was required to define the optimal system functionality [4].

Secondly, the main electrical distribution changed from alternating current (AC) to direct current (DC). Since the batteries were relocated to the main switchboard, it is more efficient to use DC instead of AC.

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Conference Paper The operational profiles were used to estimate the amount of consumed energy. This required the power demand and time span. To simplify this information, the following operational modes have been identified for this vessel type:

• •

(Un)loading: The vessel is moored in port and passengers are leaving or going onboard.

Maneuvering: The vessel leaves or enters the port.

Transit: The vessel sails at constant speed.

Trip 3

80%

Power demand

•

100%

60%

Trip 2

40% Trip 1

With the above defined modes, the operational profiles can be compiled in a distinct way. Figure 5 illustrates this for a single trip. Successive trips according to the daily schedule form the final daily operational profile.

Finally, the energy consumption can be derived when the time span and power demand is determined for each operational mode.

15 min

0 min

Time in port

45 min Transit time

Figure 6. Operational envelope for the DRFe 8117 E3.

4.2

Possible propulsion system functions

Power demand

This paragraph elaborates on the possible functionalities of the hybrid power supply system, which consist out of two generator sets and a battery pack. Each generator set can be switched on / off as well as the battery pack. However, the battery pack is able to supply (discharge) and absorb (charge) power. Table 3 shows all the possible combinations based on these options.

Loading Maneuvering

Transit

Table 3. Overview of the possible statuses of the hybrid supply system.

Unloading Maneuvering

Time

Figure 5. Illustration of an operational profile for a single crossing.

It was concluded that the general road ferry purpose is trips with a transit time of 10 to 45 minutes, time in port between 10 and 15 minutes and variable rest hours. Additionally, the sailing speed varies between 8 – 14 knots. These two operational modes, (un)loading and transit, determine also the main energy consumption.

Status

Name

GenSet 1

GenSet 2

Battery

0

Shut down

Off

Off

Off

I

Battery

Off

Off

Discharge

II

Single Charge

On

Off

Charge

III

Single GenSet

On

Off

Off

IV

Boost

On

Off

Discharge

V

Double Charge

On

On

Charge

VI

Double GenSet

On

On

Off

VII

Power

On

On

Discharge

The challenge was to match system status and operational mode with the sequence in consideration. The sequence is defined by the operational profile and this is very important since the battery pack only acts as a buffer; shore charging is not incorporated. In the end, charge and discharge energy has to be balanced.

Altogether, this gives a wide spread of profiles with many combinations possible. Thus, minimization of the TCO had to focus on an operational envelope instead of a single profile.

Figure 6 illustrates this envelope with 3 simplified example trips. The purpose of this figure is to define the operational window of the DRFe 8117 E3. As a consequence, the system functionality has to adapt according the specific trip within the operational envelope to minimize the TCO. So the requirement gives a high complexity to the further development of the hybrid system.

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Conference Paper Power supply

II

II

IV

Charge Power

Power

Power demand

Discharge

II

II

I

Time

Time

Figure 7. Simplified low (left) and high (right) power profile for a single crossing with matched system status.

4.3

Operational strategy definition

increased to charge the battery (status II). This operational strategy leads to the following advantages:

Figure 6 illustrated the wide spread of operational profiles the vessel has to handle. In order to simplify the analysis, two different profiles were extracted, namely a low and high power profile.

The low power profile is characterized by a small distance and low transit speed and the high power profile by a longer crossing and high transit speed.

For the low power profile a start/stop strategy is the most beneficial. A single generator charges the battery pack (status II). The generator shuts down when the battery pack is fully charged. Then the battery is discharged till the lower limit (status I) and the process repeats. The advantages of this operational strategy compared with a system without batteries are: •

Reduced number of running hours of the generator set.

•

High generator load results in less fouling of the diesel engine.

•

High generator load results in lower specific fuel oil consumption.

•

Reduced number of running hours of the generator set.

•

High generator load results in less fouling of the diesel engine.

•

Constant generator load results in less wear of the diesel engine.

•

Prevention of low generator load results in lower specific fuel oil consumption.

This operation strategy doesn’t have a disadvantage compared to a conventional dieselelectric power plant.

Both operational strategies are shown in Figure 7.

Roughly, the low power strategy is beneficial below an average power demand of 30% MCR. The high power strategy becomes beneficial above an average power demand of 50% MCR. This means there is a small range in which there is no clear winner. Single generator operation is hard to compete in the power range between 30 – 50% MCR. Low power operation will result in a very short turn-off periods of the generator set while load levelling has almost no benefits because the load differences between the operational modes are small. Therefore the system requires the ability to being tuned according the preference of the operator.

The disadvantage of this operation strategy is the increased number of start/stops of the generator set. This leads to additional wear of the starting system of the diesel engine.

The high power profile benefits the most of a load level strategy, which makes single generator operation possible. During transit the batteries supply power to the grid together with the generator set, so generator load reduces (status IV). The second generator set is not required to start when the load demand exceeds 100% MCR. During (un)loading, load on the generator is

4.4

Battery functions and capacity allocation

The previous section already defined some battery functions. However, when batteries are installed, there are more ways to benefit from their

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Conference Paper presence. The following extracted from Table 3:

functions

can

be

•

Full electric: The battery supplies all the required power demand.

•

Load leveling: The battery averages the load on the generator sets.

•

The next chapter will elaborate on the implementation of the definitions and above challenges into the actual automation system.

5

However, the following functions are also defined: •

Spinning reserve: The battery picks-up all the load in case of generator failure. This prevents black-outs and gives the operator time to bring another generator online without negatively affection operations.

•

Load smoothing: The battery damps the load fluctuation on the generator set.

A number of other optimizing schemes and strategies exist which actively aim to maximize (or minimize) a particular objective associated with the vessel’s operation, such as the schemes investigated in [7] and [8]. However, a robust and predictable scheme was preferred for this application, hence a rule-based strategy was seen as being clearer to the operator on the aspects of reliability and adaptability.

Lifetime

5.1

Load levelling Load smoothing Pure electric

5.1.1

All these considerations of battery use need to be implemented in the automation system of the vessel, a complicated task with a number of challenges, amongst which:

Failure modes: When equipment fails, the automation system also has to switch to another system status.

Battery leading

In this mode, the vessel is primarily a battery vessel and will sail on batteries until a minimum state of charge (SoC) is reached, at which point a generator will be turned on to charge the batteries (and provide propulsion power), with loading at predefined setpoint. The generator is turned off once a certain SoC is reached.

Figure 8. Battery functions allocated to a certain range of battery capacity.

•

Strategy

Different operating strategies were considered for the hybrid power supply operation. The sequence of charging/discharging operations has a large number of possibilities and permutations which are dependent on power requirements (ship speed), battery state of charge and voyage profile.

Three strategies are described below.

Spinning reserve Lifetime

Off design conditions: When the battery hits the capacity limits the automation system has to switch to another system status.

ENERGY MANAGEMENT SYSTEM

A rule-based strategy which determines power setpoints and generator on/off sequences was selected for implementation in this application.

Rules are based on thresholds and adjustable setpoints and, coupled with predetermined actions, give a predictable and transparent behavior of the system [5]- [6]. The setting of the thresholds and conditions determines the resultant behavior and hence the performance of the vessel as described in the previous section.

In order to account for these battery functions, a battery capacity was allocated for each mode.

Figure 8 shows the battery capacity allocation for the various functions which will guarantee the availability of the functionality as well as lifetime of the battery.

•

User interface: The system requires an easy user interface, so it is clear for the crew how to operate the system.

5.1.2

Generator leading

With this approach, the generator is considered the primary source of power. The EMS will aim to maintain the generator load at a preset setpoint by dis/charging the batteries as required in order to keep a stable load on the generator set. The setpoint needs to be set for each route based on the average power required.

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Conference Paper

Figure 10. HIL test setup showing the various computers and display screens in use. conditions which are hard to test in real life to be emulated [7]- [8].

The implementation of the HIL test is out lined in Figure 9. This shows the emulated component of the vessel which was the final iteration of the vessel machinery model used in the previous tasks. This involved modifications to better emulate the functional behavior of the system, including the interfacing IO signals as well additional sequencing of start/stop functions. In this setup, the EMS is integrated in the Power Management System (PMS) module as shown in Figure 9.

7

Starting/stopping generator(s)

•

Functionality under different presets

•

Load setpoint following

Battery mode

•

Maximum power limitation

•

Minimum SoC

•

Battery sets/pack(s) failures

•

Failure of converters

•

Bus tie failure

•

Automation hardware failure

CONCLUSIONS

In this paper an alternative to the traditional engineering design and development process is proposed, with a prototype application to the DRFe 8117 E3.

Hybrid mode functionality •

•

The testing provided a debugging platform for the PMS program, such that a number of bugs were identified and fixed. A large number of failure conditions were also tested such as simulating battery fault signals and ensuring that the response of the PMS system is as expected. The use of this HIL testing platform helped to make the system better and more reliable before onboard commissioning was started [9].

The scope of testing was concerned with functionality and sequencing of the PMS software.

The tests performed are listed below

Starting/stopping charging

Startup/shutdown of 2nd generator

Failure conditions

The test setup is shown in Figure 10, where the various screens show the various computers used for testing. The HMI screen is the actual HMI which will be used onboard the vessel, while the simulator dashboard controls the Simulink computer running the vessel emulator. The development PC is connected to the PLCs (at back) which is running the PMS (with EMS functions) and used for development of the code.

•

•

Widely practiced sequential engineering with clearly defined development stages is suboptimal for vessels designed for operation and when flexibility of the application has to be taken into account. The main idea of the presented approach is engineering iterations with increasing scope and complexity as the available information and insight

Generator mode

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Conference Paper

Figure 10. HIL test setup showing the various computers and display screens in use. conditions which are hard to test in real life to be emulated [7]- [8].

The implementation of the HIL test is out lined in Figure 9. This shows the emulated component of the vessel which was the final iteration of the vessel machinery model used in the previous tasks. This involved modifications to better emulate the functional behavior of the system, including the interfacing IO signals as well additional sequencing of start/stop functions. In this setup, the EMS is integrated in the Power Management System (PMS) module as shown in Figure 9.

7

Starting/stopping generator(s)

•

Functionality under different presets

•

Load setpoint following

Battery mode

•

Maximum power limitation

•

Minimum SoC

•

Battery sets/pack(s) failures

•

Failure of converters

•

Bus tie failure

•

Automation hardware failure

CONCLUSIONS

In this paper an alternative to the traditional engineering design and development process is proposed, with a prototype application to the DRFe 8117 E3.

Hybrid mode functionality •

•

The testing provided a debugging platform for the PMS program, such that a number of bugs were identified and fixed. A large number of failure conditions were also tested such as simulating battery fault signals and ensuring that the response of the PMS system is as expected. The use of this HIL testing platform helped to make the system better and more reliable before onboard commissioning was started [9].

The scope of testing was concerned with functionality and sequencing of the PMS software.

The tests performed are listed below

Starting/stopping charging

Startup/shutdown of 2nd generator

Failure conditions

The test setup is shown in Figure 10, where the various screens show the various computers used for testing. The HMI screen is the actual HMI which will be used onboard the vessel, while the simulator dashboard controls the Simulink computer running the vessel emulator. The development PC is connected to the PLCs (at back) which is running the PMS (with EMS functions) and used for development of the code.

•

•

Widely practiced sequential engineering with clearly defined development stages is suboptimal for vessels designed for operation and when flexibility of the application has to be taken into account. The main idea of the presented approach is engineering iterations with increasing scope and complexity as the available information and insight

Generator mode

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Conference Paper on the metrics of the project increases. Each iteration is heavily based on simulations and testing output, while the models used are also increasing in complexity and accuracy throughout the development process in order to accommodate the demands of the designers and provide answers to questions that arise in the different product stages.

of INEC 2016, 2016.

[4] D. Koningh, A. Vrijdag and H. J. Bosman, "Urban Ferries: Combining Technologies and operaitonal profiles," in International Conference on Computer Applications in Shipbuilding, 2015.

A major benefit of this approach is that the time and costs investment is increasing with the detail of the stage of the project. Therefore the designer initially needs to make a relatively small effort to form a proposal and later on after the contract is in place and more budget and time is available, build on this up to the required level of detail in order to have a well-defined state of the art product.

[5] H. Grimmelius, P. de Vos, M. Krijgsman and D. van Deursen, "Control of hybrid ship drive systems," in 10th international conference on computer and IT applications in the maritime industries, 2011.

[6] M. Kalikatzarakis, R. D. Geertsma, E. J. Boonen, K. Visser and R. R. Negenborn, "Ship energy management for hybrid propulsion and power supply with shore charging," Control Engineering Practice, vol.

76, pp. 133-154, 7 2018.

The second notable benefit of this process is the iterations to the design based on actual feedback and findings. This method of product development allows for flexible design considerations and optimization of the selected components and integrated functionality based on the principal of unit, integration, system and HIL testing.

8

[7] E. A. Sciberras, B. Zahawi, D. J. Atkinson, A. Breijs and J. H. Vugt, "Managing Shipboard Energy: A Stochastic Approach Special Issue on Marine Systems Electrification," IEEE Transactions on Transportation Electrification, vol. 2, pp. 538-546, 12 2016.

ABBREVIATIONS

EMS: Energy Management System HIL: Hardware In the Loop

[8] N. Mohammadzadeh, F. Baldi and E.-J. Boonen, "Mixed-integer linear programming approach as an offline control technique in a hybrid-electric power-propulsion ferry control system," in International Naval Engineering Conference and Exhibition (INEC 2018), 2018.

MCR: Maximum Continuous Rating PLC: Programmable Logic Controller PMS: Power Management System SoC: State of Charge

[9] "Guide for Software Systems verifications ABS CyberSafety Volume 4," 2016.

TCO: Total Cost of Ownership

9

REFERENCES

[10] R. Skjetne and O. Egeland, "Hardware-in-theloop testing of marine control system," Modeling, Identification and Control: A Norwegian Research Bulletin, vol. 27, pp.

239-258, 2006.

[1] Damen Shipyards Gorinchem, "Damen Road Ferry 8117 E3 Product Sheet," Damen Shipyards, Gorinchem, 2018.

[2] R. D. Geertsma, R. R. Negenborn, K. Visser and J. J. Hopman, "Design and control of hybrid power and propulsion systems for smart ships: A review of developments," Applied Energy, vol. 194, pp. 30-54, 5 2017.

[11] T. A. Johansen, A. J. Sørensen, O. J. Nordahl, O. Mo and T. I. Fossen, "Experiences from hardware-in-the-loop (HIL) testing of dynamic positioning and power management systems," OSV Singapore, pp.

24-25, 2007.

[3] E.-J. Boonen, "Development of a hybrid propulsion simulation model," in Proceedings

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Speaker

PEETER RAAMAT Head of Electrical Design, Baltic Workboats AS

BIOGRAPHY I am head of the electric department in BWB and have extensive experience in the field of hybrid/ electric propulsion systems and system integration and automation solutions.

I have been working in BWB for over 9 years and during that time I have supervised construction of over 10 hybrid/ electric vessels while at the same time heading the development team including BWB in-house IAMCS (Integrated Automation, Monitoring and Control System) and automatic quick charging solutions for electric propulsion systems.

RIMO TIMM Head of Sales & Marketing , Baltic Workboats AS

BIOGRAPHY I am head of the sales department in BWB and have mechanical and maritime engineering background. During my five years in BWB I have worked in various positions in the design and sales department and have been the design manager for 100 metre hybrid road-ferry project to the Swedish Transport Administration.

As part of the BWB innovative team I am always looking for solutions which suit our customers the best in cooperation with our qualified design team.

Hybrid and electric propulsion solutions for workboat applications Among the top priorities for Baltic Workboats is being the market leader in the Workboats segment, and this requires implementing the latest developments in the sector. This has led to BWB constructing over 10 hybrid/ electric vessels in last years while also providing in-house developed shore charging systems and hybrid system control and monitoring solutions.

42

in association with Supported by:

Catch up On Demand!

Both Series 1 and Series 2 of ‘Get Set for Workboat 2050’ are now available On Demand! Visit the Commercial Marine Network section on the Maritime Journal website to view all past sessions.

Get Set for Workboat 2050 Previous sessions have focused on vessel design, the use of biofuels & future fuels, autonomous vessel technology, propulsion systems, plus our session on managing crew transfer safety.

Learn from expert speakers at:

SESSION 2: PANEL DISCUSSION

Greening the fleet – Hybrid or Full Electric?

Considerations for selecting power and propulsion technologies for future fleet operations

Moderator

NOEL TOMLINSON Future Business Development, BMT & SMI Workboat Working Group Lead

BIOGRAPHY Noel Is the Senior Business Development Manager responsible for commercial maritime growth across Europe, Middle East and Africa for leading international design, engineering and risk management consultancy, BMT. Noel is an incorporated engineer and active member of the Institution of Engineering and Technology (IET) as well as the Institute of Marine Engineering, Science and Technology (IMarEST) with over 20 years’ experience in the maritime industry, working within both the defence and commercial sectors.

His career began serving in the Royal Navy as a Marine Engineer serving both at sea on Type 23 Frigates and ashore with 1st Assault Squadron Royal Marines based at Poole.

On leaving the Navy he continued to expand his knowledge and experience of the industry spending 7 years working in the ferry sector. This included several technical roles within the shoreside management team of Condor Ferries who provide life line passenger and freight services to the channel islands and France.

Noel joined BMT in 2014 and continues to use his broad technical knowledge and sector experience to deliver technical design and consultancy support to the commercial maritime sector. In this sector BMT provides tailored technical design and consultancy and services to ship owners, operators and shipyards in addition to world leading vessel designs in the ferry, offshore energy, defence and yacht markets.

He is an active member of the SMI and has held a seat on the Commercial Maritime Group Council since March 2019. He also leads the SMI Workboat Working Group, facilitating growth and development within the UK supply chain for the design, build and upgrade of Workboats & Coastal Vessels.

With a passion for the future of maritime, Noel is active on many industry/government initiatives to grow the UK marine industry and promote safer, cleaner and more fuel-efficient shipping for the future.

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Panellist

ANDREW OSBORNE Head of Marine Engineering, Port of London Authority

BIOGRAPHY Andy, currently Head of Marine Engineering at the Port of London Authority (PLA), started his engineering career in the mid 90’s as an electronics design engineer with Marconi Radar.

Moving later to the PLA, specialising in marine electronics on both afloat and land-based equipment and projects. Andy later oversaw marine engineering maintenance of a large and varied fleet of vessels.

In more recent times, Andy’s focus has been on the PLA future fleet and how this can be achieved with green credentials.

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Panellist

SYLVAIN JULIEN Director of Naval Architecture, BMT

BIOGRAPHY Sylvain first trained as a Mechanical Engineer and worked for several years in the special purpose machines sector, serving the aeronautic and automotive industry. In 2007, after completing a naval architecture degree, Sylvain joined BMT as a naval architect. He was then appointed Director of Naval Architecture in 2020.

Sylvain has grown with the company since his graduation and has gained extensive experience in the naval architecture of a variety of specialised vessels. Examples such as motor yachts, workboats, high speed ferries, patrol boats, and also a wide variety of hull forms including monohulls, catamarans, SWATHs, hydrofoils and hovercrafts. He understands the need to continually develop and keep up to date with a wide base of technical knowledge across disciplines to best answer our customer’s requirements.

In his current role as Director of Naval Architecture he has particular responsibility for the team that delivers vessel front end design across the various sectors served by BMT Specialised Ship Design. In addition, Sylvain is specifically looking after the business development and project delivery for the commercial sector at BMT Specialised Ship Design.

48

Panellist

DAVID BARTON Sales Manager – Marine Systems UK & IE, ABB

BIOGRAPHY 15 years of experience within the Marine & Port industries with a degree in Maritime Business & Management.

Having started out working for Babcock International Group, he has developed his career through a variety of exciting projects including the QEC Aircraft Carriers, Oil and Gas Support and Port development.

Now at ABB, David initially developed their aftermarket support business for Government owned vessels and Automated Container terminals such as Liverpool 2 and London Gateway.

Recently responsible for Marine System sales in the UK and Ireland, David is focused on sustainable shipping and the future trends towards electric propulsion, DC distribution, alternative energy sources and autonomous systems.

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Panellist

BRYN SMYTH Commercial Manager, HST

BIOGRAPHY Bryn joined HST in 2020 as the Commercial Manager.

He has a 10 year ship brokerage background, where he was focussed on heavy offshore construction (O&G and Renewables) and drilling and production operations, in the North Sea and Western Africa.

He is now responsible for the fleet marketing, contracting and client engagement at HST, as well as the management of all commercial aspects of the business. Bryn is also a qualified member of the Institute of Chartered Shipbrokers.

50

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2022-2024 | Events Schedule Icelandic Fisheries Exhibition & Awards 8-10 June 2022, Reykjavik, Iceland

Triennial International commercial fishing exhibition, covering every aspect of the commercial fishing and processing/value added industry. Attend in person and virtual.

COMMERCIAL MARINE BUSINESS

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Fish Waste for Profit Conference 8-9 June 2022, Reykjavik, Iceland

Fish Waste for Profit provides attendees with knowledge on how to maximise the return on investment (ROI) from potential discarded parts of the catch that can be turned into high value product.

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Commercial Marine Network Conference 21 June, Mayflower Park, Southampton, UK

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Seawork

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Marine Civils is Europe's leading event dedicated to showcasing the latest equipment and solutions for marine, coastal and other challenging civil engineering projects with unique landscape features.

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Greenport Congress & Cruise

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www.greenport.com/congress

Propulsion & Future Fuels Conference

22-24 November 2022, Le Méridien, Hamburg, Germany

The Propulsion & Future Fuels Conference will be returning to Hamburg to explore the latest emissions-cutting technology and shipping propulsion innovation in association with The Motorship.

www.propulsionconference.com

Coastlink Conference

10-11 May 2023, Liverpool, UK

Coastlink is a pan-European network dedicated to the development of a competitive supply chain and promotion of short sea and feeder container shipping.

www.coastlink.co.uk

Icelandic Fisheries Exhibition & Awards 18-20 September 2024, Reykjavik, Iceland

Triennial International commercial fishing exhibition, covering every aspect of the commercial fishing and processing/value added industry. Attend in person and virtual.

www.icefish.is

Fish Waste for Profit Conference

19-20 September 2024, Reykjavik, Iceland

Fish Waste for Profi t provides attendees with knowledge on how to maximise the return on investment (ROI) from potential discarded parts of the catch that can be turned into high value product.

www.icefishconference.com

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