The viability of the well used and much loved motor launch 72 ft (23 m) Angelena II, came under threat last September due to California State emissions requirements. The original twin 318 hp (237 kW) Detroit Diesel 8V-71N engines dated back to the build year of 1970 and needed replacement to ensure emission compliance with present and future regulations.

Caption: Owned by the Port of Los Angeles, the 72 ft Angelena II has the first series-hybrid propulsion system of this size and complexity to have been approved by the U.S. Coast Guard for installation on a passenger-carrying vessel.
Image credit: Port of Los Angeles

At an early stage it was realized that the vessel’s operating profile offered several propulsion possibilities. It was decided that instead of re-powering with new, lower emission, diesel engines, the best option would be to install a hybrid configuration that would offer a zero-emission operating mode for the Angelena's usual harbor assignments.

The zero emission requirement was best met by a Serial-Hybrid configuration, whereby a diesel generator set, is run only intermittently at its maximum efficiency to charge a battery bank of twin lithium ion batteries each of 150 kWh capacity. This is sufficient to operate the twin electric
propulsion motors of 250 hp (187 kW) continuous rating, 500 hp (373 kW) peak rating as well as all the onboard electrical loads.  A completely new propulsion system uses a water jet drive replacing the old propellers and reduction gearbox arrangement.

Battery charging is not exclusive to the diesel generator, there is a dual on-board battery charging facility that can plug into a shore power supply to fully charge the batteries in three hours.

EnergyTech Marine Group, with support from Arc Lite Power, LLC is responsible for delivering the turnkey series-hybrid propulsion system. According to the Port of Los Angeles, this is the first series-hybrid propulsion system of this size and complexity to have been approved by the U.S. Coast Guard for installation on a passenger-carrying vessel.

Caption: Schematic of the Serial-Hybrid installation in the Angelena II
Image credit: Arc Lite Power, LLC

Details of the propulsion system of the world’s first seagoing hybrid ferry have been released, following the announcement of the start of construction. Two ROPAX (roll-on, roll-off passenger) ferries are contracted to Ferguson Shipbuilders, Scotland by Caledonian Maritime Assets Limited (CMAL) for delivery in May and August 2013.

Caption: Drawing of world’s first seagoing hybrid ROPAX ferry.
Image credit: CMAL

The vessel has a LOA of 142 ft (43.5 m), beam 40 ft (12.2 m) and draft of 5.7 ft (1.73 m) with 135 tonnes  deadweight. Maximum capacity is 23 automobiles, 2 heavy good vehicles and 150 passengers. The ferry is designed to operate on a wide range of routes at all tidal states that may include some small islands with steep loading ramps with a gradient of as much as 1:8.

The hybrid propulsion system consists of three Volvo Penta D13 generator sets of 360 kW at 1500 rpm, two 700 kWh lithium ion battery groups and two 375 kW electric propulsion motors, each driving a Voith Schneider propulsion unit. Model tank tests carried out at the Hamburg Ship Model Basin (HSVA) predict a cruising speed of 9 kn with a draft of 5.7 ft (1.73 m) that requires only 276 kW, thus in normal use, with good weather  one genset is sufficient to supply the needs of the ferry, with a further two gensets in reserve.

It is planned to use a shore to ship power supply during overnight ferry stopovers for hotel load and battery charging, thereby eliminating exhaust, vibration and noise emissions.

The overall advantages for using a hybrid propulsion systems is an estimated 20 per cent  reduction in harmful emissions with zero emissions in harbor and fuel savings between five and ten per cent.

Caption: Block diagram of the Modes of Operation.
Image credit: CMAL

Many of the world’s ports are located in major cities, in fact to be more accurate where there are  major ports, large cities have grown around them.

As increasing attention is focused on the reduction and eventual elimination of greenhouse gas emissions such as nitrogen oxides (NOx), sulphur oxides (SOx) and particulate matter (PM), port authorities are under pressure from their governments to play their part in improving air quality.

Caption: Schematic of shore to ship power supply
Image credit: ABB

Ships visiting port have to maintain onboard services that require electrical power - usually provided by onboard auxiliary generators, creating noise, vibration and exhaust pollution.

ABB offer a shore to ship power supply system that can connect any ship to the grid, thereby allowing “cold ironing” or the shutting down of on board engines while in port.
According to them, the 100,000 vessels docking annually at the world’s 4,500 ports produce 900 million tonnes of CO2 - equal to 220 coal fired power stations. ABB also give an example of a cruise ship using shore power in port that not only reduces genset running hours and exhaust emissions to zero, it could save up to $750,000 in operational costs.

The ABB system comprises transformer and converter substations with berth terminal(s). As the standard grid frequency in Europe is 50 Hz (Hertz) while most ships use 60 Hz, frequency and voltage conversion is required with automatic control of the synchronization process to achieve a seamless power transfer without disruption of the onboard services

The first installation was completed last year at the port of Gothenburg, Sweden and they are  currently installing two new systems for completion this year in Sweden and the Netherlands.

The new Netherlands installation is at the port of Hoek van Holland and will permit the simultaneous connection of two Stena Line vessels to the local grid. On board modification to the electrical and automation systems to enable shore-side power supply will be carried out on two ROPAX (roll-on/roll-off passenger) vessels as well as on two RORO (roll-on/roll-off) ferries.

The second installation in Sweden, at the port of Ystad, will have the world’s largest shore connection frequency converter and is capable of supplying up to seven ships simultaneously.

Caption: Quay terminal facility for shore to ship power supply
Image credit: ABB

In any marine application where the usage profile requires operation at different speeds for a considerable time, using one engine type is not always the most efficient solution. Vessels that are required to operate at a slow / cruising speed yet be able to accelerate to a higher speed in a short time usually turn to a combined operation configuration of more than one diesel engine or diesel and gas turbine.

Combined operation of diesel and / or gas turbine (CODAG / CODOG) is particularly popular in naval and megayacht applications where high speed can be reached in minutes. Firing up a large diesel from cold requires a warming up period to prevent serious damage, whereas a gas turbine can produce full power within one or two minutes.

Caption: ROK Navy’s PK(X) Fast Attack Craft successfully completed sea trials recently. 
Image credit: GE Marine

GE Marine has recently reported the successful sea trials of two new patrol vessels built by STX Jinhae, South Korea using gas turbines in combination with diesel engines. The vessels concerned are number eight and nine of the Republic of Korea Navy projected fleet of twenty Gumdoksuri Class, Fast Attack Craft. The 570 ton vessels have an LOA of 206 ft (63 m), beam of 29.5 ft (9 m) and draft of 16.4 ft (5 m).

Each of two MTU 16V 1163 TB93 diesels of 7,940 hp (5,920 kW) at 1300 rpm drive propellers.
CODAG operation for high speed operation, is simply achieved using a single boost waterjet connected via a combining gearbox to two GE LM500 gas turbines, each with an output of 5,450 hp (4,050 kW). Maximum speed is in excess of 40 kn and range is 2,000 nautical miles at a cruising speed of 15 kn on diesels.

Caption: GE LM500 has an output power of 5,450 hp (4,050 kW).
Image credit: GE Marine

Electric power has been used for marine propulsion since 1903 when the first multi engine diesel powered ship, the 800 ton M/V Vandal was launched in St Petersburg, Russia. Many electric power variations have been developed since then, from the steam turbo-electric liners of the 1930s to nuclear propulsion systems and with increasing popularity in the last decade with the introduction of hybrid systems - all using electric motors to turn the propeller.

Caption: M/F Eiksund, a RoRo car and passenger ferry of LOA 160 ft (49 m) uses the
ΦDRIVE direct diesel electric propulsion system.
Image credit: Wikipaedia

Controlling the generators and managing the power has produced a large variety of systems that claim to increase efficiency while simplifying their operation through automation. Each system has its pros and cons with some working better than others.

The Norwegian company Inpower A/S has produced a direct diesel electric propulsion system called  ΦDRIVE (Phi drive) which they claim is as flexible as a conventional diesel-electric system, yet offering the same levels of efficiency, simplicity and robustness as a conventional diesel mechanical system. It can control single or multiple drives up to approximately 5MW.

The ΦDRIVE is based on directly coupled, permanent magnet machines thus reducing the use of power electronics with associated energy losses; consequently the drive achieves an improvement in efficiency. Compared to traditional diesel-electric machinery, the use of permanent magnet machines also has the benefit of a more compact installation freeing up valuable revenue producing space on board commercial vessels.

Last year a ΦDRIVE installation was completed in the M/F Eiksund, a RoRo car and passenger ferry of LOA 160 ft (49 m), beam 34.7 ft (10.6 m) and draft 10.2 ft (3.1 m). Power is produced by two Volvo Penta D12 gensets each of 370 kW at 1,800 rpm driving two steerable thrusters. Speed is controlled by varying the diesel engines between 600 to 1,800 rpm.

The drawing below demonstrates the relative simplicity in a twin engine installation of the ΦDRIVE direct diesel electric drive compared to a conventional mechanical drive and a representative diesel electric drive.

Caption: Simplified installation schematic comparing (l to r) conventional mechanical drive,
ΦDRIVE direct diesel electric drive, and diesel electric drive.
Image credit: Inpower A/S

Austal is to supply the Australian Customs and Border Protection Service with a fleet of eight Cape Class Patrol Boats to be built at its shipyard in Henderson, Western Australia. The 350 million Australian $ (approximately US $ 375 million) contract includes through life support for a minimum period of eight years with options to extend for various periods up until the expiration of the 20-year life of the vessels. Construction of the first hull is due to commence this month with completion planned for March 2013.

Caption: The Austal Cape Class patrol boat has a maximum speed of 25 kn and range of
over 4,000 nautical miles at a cruising speed of 12 kn. 
Image credit: Austal

The Cape Class is designed to have a greater range, endurance and flexibility, than the present Austal designed Bay Class that has been in service for over ten years. A motion control system comprising roll fins and trim flaps provides enhanced sea keeping capabilities in more severe weather conditions.
 
The new vessels have an LOA of 190 ft (58 m), beam 34 ft (10.3 m)10 ft and draft of 9.8 ft (3.0 m). Power is supplied by twin Caterpillar 3516C diesel engines, each rated at 2,525 kW (3,385 hp) at 1,800 rpm driving fixed pitch propellers via ZF 9055A reverse reduction gears. The maximum speed is 25 kn and range is over 4,000 nautical miles at a cruising speed of 12 kn. 

Two 7.3 m RIBS are carried for interception / boarding duties in addition to an inflatable ship’s boat. Each vessel will be named after Australian geographical capes: Cape St George (ACT), Cape Byron (NSW), Cape Nelson (Victoria), Cape Sorell (Tasmania), Cape Jervis (SA), Cape Leveque (WA), Cape Wessel (NT) and Cape York (Queensland).

Delivery date for the completion of the contract for all eight vessels is in the third quarter of 2015.

Caption: drawing of the Austal Cape Class patrol boat
Image credit: Austal

South Korean conglomerate and shipyard Daewoo Shipbuilding & Marine Engineering (DSME) last month announced their first export order for submarines. The order is for  three modified Type 209 diesel electric submarines for the Indonesian Navy: two boats will be built in South Korea and the third one at the Indonesian shipyard of PT PAL in Surabaya. The total value of the contract is approximately US $1.1 billion and construction is due to commence this month with planned commissioning dates of 2018.

Caption: Republic of Korea Type 209/1200 Class submarine Chang Bogo (SSK 061)
Image credit: PH1 David A. Levy, US Navy

The conventional diesel electric Type 209 submarine is a development of Howaldswerke-Deutsche Werft (HDW), now ThyssenKrupp Marine Systems (TMS), Germany for export and is designed to be produced in local yards. The original Type 209/1100 was developed in the 1960s and has been successively improved through type 209/1200, 209/1300, 209/1400 and 209/1500. Under a technology transfer agreement from 1988, DSME acquired rights allowing it to produce the submarines independently from HDW. Although never ordered by the German Navy, the Type 209 is one of the most popular diesel electric submarine classes with 61 boats in service with the navies of 13 countries.

The Indonesian DSME209 Class submarine is a conventional attack class submarine and is larger than the Korean Navy’s original Chang Bogo Type 209/1200 Class. It has an LOA of 200 ft (61 m) with a 20.7 ft (6.3 m) hull diameter and a surface displacement of 1,400 tons. There is accommodation for a crew of up to 40 man. Eight tubes are provided for delivery of torpedos and other weapon systems including missiles.

The propulsion system comprises four MTU 12V396 SE84 gensets each rated at 700 kW at 1800 rpm. An electric motor driving a single screw propels the boat on the surface at 11 kn, submerged up to 22 kn. Submerged range is 400 nautical miles (740 km) at 4 kn, 8,000 nautical miles snorkeling at 10 kn and 11,000 nautical miles surfaced at 10 kn.

Caption: December 2011 contract signing ceremony between the Indonesian
Ministry of Defence and Daewoo Shipbuilding & Marine Engineering Co.Ltd.
Image credit: Daewoo Shipbuilding & Marine Engineering Co.Ltd.

An advanced energy management system from power and automation technology group ABB will be installed in a new cruise ferry for the Viking Line – claimed  to be the world’s largest passenger ship to be powered by LNG – due for launch from the STX shipyard in Turku, Finland early next year. The marine applications system software, known as ‘EMMA’ is an energy monitoring and management software system that will enable operators to make the most efficient use of fuel aboard the new ship. Basically, how does the system function and what are some of its benefits?

Energy Management Mapping by EMMA: Image credit ABB Group

Energy Management System – ‘EMMA’

The EMMA server connects through optical fibre cable and ethernet cable to the ship’s IT system, notably to the ship propulsion control systems by means of OPC (a software interface standard that allows Windows programmes to communicate with industrial hardware devices). Essentially two integrated networks are established and digital readings fed to the EMMA server: the first network is the ship’s integrated alarm, monitoring and control system, and the second is the diagnostic system.

Total vessel energy mapping is achieved by such means, with an operating panel and visual display (one for each of two separate port and starboard systems) situated in the electrical control room. These user configurable operator panels provide visual tools (see the schematic above) for monitoring, targeting and analysing key performance indicators, making it possible to fine-tune operating plant in order to achieve optimal energy consumption.

For example, when an engineer wants to plan energy generation to fit a varying load pattern (exemplified in vessels like the Viking cruise ferry which will have large and varying hotel loads to accommodate) a map of generation against fuel consumption enables a plan for the use of the generators that exploits load shedding and buffers as long as intermediate storage capacity is available. ABB estimate savings of up to 2% of the annual fuel price is achievable by the use of their system.

Cruise Ship for Viking Line – Hull Number NB 1376: Image credit Viking Line

Viking Line New Cruise Ferry

Propulsion machinery for the 57,000 grt, 214 m (702 ft) LOA ship, hull number NB 1376, built to serve an environmentally sensitive Baltic Sea route, is provided by four Wartsila 8L50 DF (dual fuel) diesel engines powered by either LNG or MDO, plus transverse bow and stern tunnel thrusters, and two stainless steel built-up fixed pitch propellors.

Machinery, equipment, outfitting and the structural work is under the special survey of classification society Lloyd’s Register of Shipping with an hydro-dynamically designed hull built to Lloyd’s Ice Class 1A Super specifications.

The Viking Line flagship, vaunted to be the 'greenest' (if there be such a superlative) large passenger ro-ro ferry in the world, as well as the quietest, due to new soundproofing technology) will be capable of carrying cars, trucks and road trailers on short international voyages with 2,800 passengers in 880 cabins and 200 crew members on board.

Delivered to the Republic of Cape Verde last month, the Damen Stan Patrol SPA 5009 is based on their Fast Crew Supplier (FCS) 5009. This vessel features a single ‘Axe Bow’ which delivers high speeds with low fuel consumption. Although more than 60 Damen Sea Axe vessels have already been delivered as Crew Boats and FCS, the Cape Verde order is the first Offshore Patrol Vessel version.

Caption: Tthe Damen Stan Patrol SPA 5009 (foreground) is based on their Fast Crew Supplier (FCS) 5009
and features a single ‘Axe Bow’ which claims to deliver high speeds with low fuel consumption.
Image credit: Damen Shipyards.

The Sea Axe concept was developed for patrol boats by a team combining Damen Shipyards, Delft Technical University, the US Coast Guard, the Royal Netherlands Navy, and Maritime Research Institute of the Netherlands (MARIN). Rather than bouncing over waves, the Sea Axe design cuts through them, limiting speed degradation due to wind and waves.
The wheelhouse is in weight saving aluminum, however extensive Finite Element analyses showed that steel was the best construction material for the Stan Patrol 5009 hull, enabling it to sail at maximum speed under all circumstances without distressing the crew or the ship itself. There is accommodation for 18 persons in 11 cabins.

The LOA is 50 m, beam 9.4 m and draft 3.5 m. A propulsion system of four main engines driving four shafts via Reintjes WVS 730 reverse reduction gearboxes with four fixed pitch propellers, delivers a maximum speed of 23 knots. Main engines are Caterpllar C32 each delivering 1450 hp (1081 kW) at 2300 rpm giving a total installed power of 4,324 kW. There are two 107kVA gensets producing 230/440V at 50 Hz. According to the builders, the SPA 5009 can be fitted with more powerful engines up to a total power of 12,000 kW to give a speed in the region of 35 kn.

In keeping with its duties, the patrol ship has a launch and recovery ramp built into the stern for a 7.5 m RIB powered by an inboard diesel driving a waterjet. This boat has a crew of six persons and a top speed of about 30 kn.

Caption: The Caterpllar C32 is rated at 1450 hp (1081 kW) at 2300 rpm.
Image credit: Caterpillar Inc

Following in the footsteps or should that be the wake of, Japan’s shipbuilder Kawasaki Heavy Industries (KHI) LNG powered Car Carrier announced in August 2011, KHI is showing a new design of LNG fueled container ship. The design and development are at an advanced stage and Classification Society DNV has granted Approval in Principle.

Caption: Drawing of Kawasaki’s LNG fueled 9000 TEU container ship.
Image credit: DNV/KHI.

The container ship, of 9,000 TEU capacity, has an unusual twin island design to maximize available cargo space for loading containers. It has an LOA of 1,010 ft (308 m), beam of 157 ft (48 m) and draft of 47 ft (14.5 m). The ship will be propelled by a single, electronically controlled,  slow speed, two stroke, dual fuel main engine and will be offered with exhaust gas recirculation (EGR) which satisfies IMO Tier3 requirements for voyages in North American and European Emission Control Areas (ECAs).

It is the first time that Type B, LNG storage tanks will be used on such a large container ship. Type B rectangular, prismatic, low pressure insulated tanks differ from the more usual cylindrical Type C pressure tanks as they make more efficient use of space. KHI has adopted a special heat insulation technology, the Kawasaki Panel System, to reduce the rate of evaporation of LNG. Type B tanks continuously produce boil-off evaporating LNG and must be used up for propulsion or powering auxiliaries in port, for example supplying power for reefer containers, thereby eliminating the need for cold ironing.

Caption: Cutaway drawing showing the Type B rectangular LNG tank, located midships below the bridge
and accommodation superstructure.
image credit: DNV/KHI