15 minute read
It’s time to talk about hybrid
The pros and cons of various propulsion configurations
BY JACK HOGAN
The umbrella term ‘hybrid’ belies a multitude of competing technologies. Here, we examine the merits of their adoption ...
The term ‘hybrid propulsion’ seems to have taken on a life of its own in the superyacht industry as it’s challenging for an outsider (or even an insider for that matter) to break down the topic. Any attempt to define it and it seems to change form. Depending on who you speak to, it takes on a new meaning and, like the hydra sea monster of Greek mythology, sprouts a new head.
As the term gestates and filters through all layers of conversation within the superyacht industry, it’s important to ground our expectations. The dangerous interpretation of ‘hybrid’ comes from failing to give it definition. Hybrid has become a combination term for a wide range of propulsion and energy-generating technologies that are increasingly being wrapped in a green bow. The green credentials of many of these systems are dubious at best and often rely on a fundamental disassociation with the law of energy conservation: that energy cannot be created or destroyed, only transformed.
The fundamentals of naval architecture haven’t changed in generations, and the rock-solid centrepiece of the calculations has been the dirty, but oh so predictable, characteristics of diesel and the big dumb engine that burns it. The well understood power output ratio, volumetric considerations for fuel capacity and the relative predictability of a high flashpoint fuel have allowed many yachts to maintain a continuity of technical space layout, providing the platform for the guest spaces and exterior design that make up the clientfacing side of the industry.
However, this balance is shifting; emission restrictions are forcing many yachts to have at least the option to run on battery power and, therefore, no emissions when in certain Mediterranean destinations or in the Norwegian fjords from 2026, for example. Enter the hybrids or, more specifically, the yachts with big battery storage and the ability to run off them for long enough for an owner to effectively use their yacht in a restricted area before returning to diesel operations on crossings and charging between stops.
Many of the hybrid technologies we laud today are not new, despite what the upsurge in publicity may suggest. Hyperbole aside, there are some genuinely innovative re-combinations of existing technologies developing in the superyacht sector. That said, we should be cautious in attributing green credentials arbitrarily just because a vessel is silent some of the time. We do not, for example, herald HMSHajen, a submarine launched in 1904 by the Swedish navy, as being green despite her pioneering use of a diesel engine to charge a battery bank and running an electric motor for silent propulsion (emulated by the US navy and the majority of submarine fleets in World War I). I’m also sure that ‘clean and green’ would be far from the minds of the Swedish submariners at the time.
As the need for environmental compliance increases, the superyacht industry is in the fortunate position that existing and proven technologies can help a generation of yachts comply with these regulations. Calling these systems ‘hybrid’ is fine as long as we are grounded about how and why we are applying it. This shifting standard is welcome to Ivo Veldhuis, technical manager at Mayfair Marine. “When it comes to ship propulsion, the superyacht industry has never been the most innovative,” he says. “But the marine industry is changing rapidly and that’s a good thing. It’s about time.”
There’s nothing cynical about combining older technologies to meet A mechanical diesel-propulsion system with a battery storage capability and the ability to switch to electric propulsion is, comparatively, the minimally invasive baseline for hybrid systems and has proven to be a popular option for many shipyards.
changing regulations. Propulsion configurations have been an ossified part of ship design, and turning up the heat via regulatory imperatives will drive innovation. A mechanical dieselpropulsion system with a battery storage capability and the ability to switch to electric propulsion is, comparatively, the minimally invasive baseline for hybrid systems and has proven to be a popular option for many shipyards.
Marnix Hoekstra, co-creative director at Vripack, says, “The best hybrid set-up, in our opinion, is a diesel engine directly coupled to a gearbox, and the gearbox is directly coupled to a shaft line in a traditional mechanical diesel configuration. However, the gearbox has a second entrance, and there is also an electrical engine which is on the gearbox.” (A visual representation of this system can be seen in the diagram above.) Hoekstra is also clear that this still requires some confidence and forward-thinking. “I’m not sweet-talking anybody into this. It’s expensive. It’s a complex system.”
As a naval architect, Hoekstra believes it is also a problem that can be solved. “I don’t see this as some kind of personal sacrifice for the owner. For example, it is not necessarily true that an additional treatment tank dictates that the engineer’s office will have to be removed. This is a design challenge. For us now, no boat leaving our drawing tables as of last year goes without this set-up.”
This configuration has proved to be popular with some highly successful shipyards. “Shipyards such as Heesen, and Amels to a certain extent, are choosing diesel mechanical hybrid systems because that allows them to operate with the same platform and use the power that is in these bigger engines more sensibly,” says Veldhuis. These engines run efficiently and effectively to allow superyachts to adhere to the
Mechanical diesel hybrid system with multi-entry drive train.
environmental regulatory framework that is moving ever closer.
Fully diesel electric propulsion is tried and tested in the commercial and cruise sector, effectively running pod drives and dynamic positioning while balancing variable hotel loads and peak shaving the loads on the diesel power plant. However, these systems were born out of efficiency and razor-thin margins, not environmental considerations. Luckily for the superyacht industry, we can turn to some highly refined technologies that have been honed in North Sea oil fields under the microscope of cruise-ship accountants with extremely sharp pencils.
Already present on many high-profile superyachts such as Octopus (2003) and Eclipse (2006), its use was a function of efficiency matching operational profile, and the industry is fortunate that there are a number of smart engineers and resourceful marine industry giants that have been working on this for a long time.
Riccardo Repetto, global segment manager yachts at ABB Marine & Ports, summaries the benefits of this system succinctly. “By selecting the number and combination of the prime mover diesel engines that form a power plant which is based on the intended operational profile of the yacht, a diesel-electric/hybrid system allows the diesel engines to operate close to the optimum operation point, which leads to better fuel consumption and, as a result, lower emissions.”
Repetto also perceives that the efficiency and reliability of direct diesel mechanical propulsion is an oversimplification for yachting applications. “While a diesel engine directly driving a propeller [through a reduction gear] may give an impression of efficient operation, it is vital to take the prime mover into consideration. The losses of a diesel engine operating at lower than rated loads are substantially higher than the difference in electrical transmission losses.”
To push the boundaries of innovation, more risks need to be taken. The advantage of not breaking the mould is that, to put it literally, you can continue to use the mould. When producing many superyachts in a very profitable way, partly predicated on existing supply chain and production facilities, it’s not unreasonable to expect that manufacturers would choose a specific system that does not require wholesale changes to layout and design.
Veldhuis says, “Some shipyards are saying, ‘Please stay away with your innovation because we don’t want it at the moment. We have just gone through this wonderful process of maturing our industry and everything is running smoothly at the moment’. And here comes along an industry change that, at least privately, many don’t actually want.”
The disruption required to go fully green is hard to overstate. Any conversation about hybrid then inevitably shifts and flows down conceptual rabbit holes that are difficult to follow and result in a dissociation with what the industry can realistically achieve. Typical conversations in our office are now frequently about the moral implications of mining lithium, the physics of cryogenic hydrogen storage and heavier-than-air fuels or, recently, what happens to the carbon molecule in a methane to hydrogen fuel cell?
These are conversations that I’m sure are replicated across the industry and this is where we have slipped into a defence mechanism: combining all the fuels and concepts that do not neces-
ABB diesel electric with Azipod propulsion.
Image courtesy of ABB
Image courtesy of ABB
sarily belong in the same conversation into one narrative, creating a highly volatile mixed definition of ‘hybrid’, a word that already has plenty to deal with right now.
There are not enough trees in the forest to produce the paper to cover the topic of fuel cell and alternative fuel hybrid debate. Also, these systems are not in the short-term future of the vast majority of the superyachts in operation. But there are hybrid solutions that offer another level of emissions reduction while still retaining a traditional combustion engine, have some form of infrastructure network in place and, crucially, have seen wide success in terrestrial applications. The fascinating work that the handful of new-build yards are attempting with technologies such as hydrogen cells and ammonia is tangential to the rest of the fleet.
Oskar Levander, SVP business concepts at Kongsberg Maritime, sees benefits in using conventional propulsion systems, with innovative fuels, for a future-proofed and realistic superyacht propulsion system. “An LNG [liquefied natural gas] system is an effective and efficient system today because you have a lot of options available for the future. You can switch to biogas and you can switch to synthetic methane. Therefore, with an existing propulsion system, you have already three different fuels to choose from depending on how low you want to be on your carbon footprint.”
With many of these fuels showing encouraging signs concerning emissions, the scarcity of supply presents a challenge to implementation. Levander adds, “LNG has the advantage of starting with something today that is there and well proven with existing infrastructure. And, when more widely available, [you’ll be able to] buy biogas to lower carbon emissions even further.”
Veldhuis also sees a viable alternative that hasn’t had the coverage it may deserve. “The option I haven’t seen in wide application is synthetic fuels created from various biological products. Because you’re using the biofuel, you’re not adding emissions to the overall atmosphere so you’re taking emissions from somewhere else. And while you’re combusting it, you’re not adding those emissions back into the atmosphere. I haven’t seen that properly reflected in some of these proposals.”
The communication breakdown surrounding hybrid lies, at least partially, at the feet of the yachting media, but it has broader implications. The language the industry uses, and the creation of hype around certain technologies, is harmful to the highly complicated task of dragging the engine room into a green future. If owners are hesitant to commit to certain new technology, I don’t blame them.
We are attempting to talk authoritatively about subjects that, through no fault of our own, are very difficult to comprehend. Defining what is truly green, and what is simply an efficient use of power storage to allow for a certain amount of silent operations, is one key hurdle. Reflexively using the term ‘hybrid’ as a coverall undermines decades of pioneering research behind the scenes.
Many of our industry’s brightest minds are working on solutions to a problem that is not over the horizon, but firmly upon us. They may have taken different routes to solve it and not all will bear fruit. It’s vital that we don’t confuse the situation further with a thousand opinions about very scientific and complex issues, creating static and blurring the visions and concepts that will drive the industry into a sustainable future. JH
DO YOU WANT TO KNOW MORE? VISIT SUPERYACHTNEWS.COM AND SEARCH ‘PROPULSION’
Falcon Yachts flies high again with the creation of a new Legacy
After a long and careful search for a prime investment vehicle in Italy, in 2019 a Middle Eastern venture capital company found what they were looking for in Falcon Yachts. Both the strength and history of the brand and the intrinsic value of its facilities and location made Falcon Yachts a very strategic investment. Here, we speak with Valentina Antimi, business development director, about Falcon Yachts’ past, present and future.
Valentina, can you tell me something of the history of Falcon Yachts?
Falcon has always been synonymous with unique yachts. After 20 years working in the luxury sector, Edoardo Spreafico founded Cantieri Navali Falcon in Viareggio, Italy, and began building yachts with soul that were manufactured so owners could enjoy the freedom and joy of a day spent on the water as an exclusive experience. It was 1988 and Cantieri Navali Falcon began by specialising in fibreglass motoryachts in the 15-35m range. Hallmarks were classic lines, refined interiors and exceptional performance at sea.
In 1992, Falcon Yachts was founded as a sister company to Cantieri Navali Falcon to respond to the growing demand for larger yachts. After Spreafico sadly passed away in 2018, the shipyard changed hands and subsequently was acquired with the intention to bring back this historical brand in Italian yachting.
Italy’s shipbuilding tradition is well known, and the local docks have been home to some of the most famous and best-loved names in Italian yachting. Can you tell us about Pisa’s Navicelli area?
The Navicelli Canal, which gives its name to the area, was commissioned in the late 1500s by Cosimo I de’ Medici to connect Pisa to the bustling port in Livorno. The name originates from the small boats, called navicelli, that were used to transport goods at the time. Changes have been made over the years and now it’s wider and deeper than it used to be. It’s in a truly strategic position right by Pisa’s Galileo Galilei airport, close to the Autostrada and with direct access to the Mediterranean.
The location is a plus for owners coming to check on the progress of the build of their yachts?
Yes, being close to Pisa, Viareggio and Florence it’s convenient for owners who want to check on their yacht in build while enjoying a Tuscan vacation. Since the Navicelli area is a shipbuilding hub we can count on a deep pool of talented local artisans and craftsmen who have years of experience in shipbuilding. Our shipyard is exceptional because we have a freehold on the land and 86m of frontage on the canal where we have requested permission to build a launching ramp.
How large are the shipyard’s facilities?
We have 11,000 sqm of covered sheds composed of three units, all of which are 13m high. Two are 4,525 sqm and the other, which we will use for working steel and aluminium and other hot works and for priming before painting, is 1,150 sqm. We also have a large dry dock area and the canal front, about 80m long, that I mentioned before.
Steel and aluminium, are those newbuild materials for Falcon?
Yes. Traditionally, Falcon Yachts built fast displacement models in fibreglass, but our CEO is interested in expanding our production into steel and aluminium. The first yacht that we have sold, a 40m fast displacement model from our Legacy line that is scheduled for delivery in 2022, is in fibreglass but the next Legacy 40 and 45 models that we have built the nesting structures for will be in aluminium. The 50m full displacement yacht that we will be constructing next will be in steel and aluminium.
Can you tell me a bit about the Legacy line?
Our Legacy 40 and 45m yachts connect our current production to the heritage left to us by Edoardo Spreafico. With design by Quartostile, these models are enjoying an excellent market success. Owners really appreciate the balance between comfort and performance, and areas such as the sky lounge and the beach. The Legacy 45, for example, will have a 4.3 x 5.1m pool by its beach platform, a unique feature that is getting a lot of attention. The aft section has fold-down bulwarks around the pool, so it becomes a real terrace on the sea. Interiors are customisable and fitted with luxury materials. On top of that, the tender garage is floodable and is large enough for a 7.2m tender. Plus, there are spaces on board for two jet skis. Features like this mean that the Legacy line will be leaving its own legacy for years to come.
So the Legacy line is just the beginning?
Yes. When the two yachts in the Legacy line are completed, as previously mentioned, we will begin work on a 50m full displacement yacht in steel and aluminium that will have strong, good looks. We are continuing to invest in structures and talent, in fact we have a tender out for designs for some new projects and are evaluating the entries.
What happens after the yachts are delivered?
Falcon has always maintained a clientcentric approach. From the moment our owners close on their contracts we accompany them through the build process, working together on everything from selecting features such as spa pools to choosing fabrics and finishes for the interiors. We continue that experience with an attentive aftersales and warranty service to ensure that the quality of the Falcon Yachts owner’s experience is as high as our build quality.
So is it safe to say that Falcon Yachts has spread its wings and is ready to fly high again?
Yes! And we’d like to invite prospective owners to come to see our Navicelli facilities to experience first-hand what Falcon Yachts is all about.
