electrics Simulator supports diesel-electric LNGC training
The latest engineroom simulator (ERS) from Norwegian specialist Kongsberg Maritime is designed to support the training of shipboard engineers serving on LNG carriers with dual-fuel diesel- electric (DFDE) propulsion plant. DFDE propulsion is increasingly specified for such gas tonnage, Leif Pentti Halvorsen, ERS product manager, Kongsberg Maritime, noting: “Of the 30 LNGCs with non-steam turbine propulsion on order at Samsung Heavy Industries in 2006, some 16 featured DFDE propulsion. Since then the share of LNG carrier newbuildings with such propulsion systems has grown to form the majority all new tonnage recently on order (36 out of 49 carriers). Kongsberg K-Chief systems are used to manage and monitor the power and gas cargo supplies on board so we had the foundation for the
Hybrid propulsion systems from Imtech Marine, blending diesel-electric power with battery technology, will serve two ropax ferries commissioned by Scottish operator Caledonian Maritime Assets Ltd (CMAL) from Ferguson Shipbuilders in Glasgow.
Designed for operation by CalMac Ferries on the many short routes around the Clyde and Hebrides, the vessels offer capacity for 150 passengers and 23 cars or two lorries. The first delivery is expected in summer 2013, the second a month later.
A speed of nine knots is anticipated from an outfit based on diesel gensets supplying power to permanent magnet propulsion motors via a 400V switchboard. Two 700 kWh lithium battery banks are specified to reduce fuel consumption and carbon dioxide emissions by at least 20 per cent. Vessel design and power plant
configuration will reportedly yield 19-24 per cent savings in power input to the propulsion units compared with a conventional diesel- mechanical solution. In port, the ferries will switch to battery power and, ultimately, to a shore connection to secure significant savings in cost and emissions. Noise levels will also be reduced.
Battery charging will be carried out overnight, CMAL also planning eventually to use energy from wind, wave or solar systems. Imtech Marine
managing director Eric van den Adel is pleased to
78 I Marine Propulsion I February/March 2012
CalMac’s new ropax ferries will feature hybrid propulsion
new simulator.”
The simulated LNG carrier features two electric propulsion motors geared together to a single fixed pitch propeller. In addition to advanced propulsion control and power management systems, the simulator model includes four 6.6kV dual-fuel generator sets, a bow thruster and a number of ship service and gas handling
consumers, both low and high voltage. Students can learn how boil-off gas can be used effectively in a dual-fuel diesel- electric system
Hybrid power to drive seagoing and river ferries
be involved in ‘a pioneering project to realise the world’s first seagoing hybrid ferries.’ The Dutch company’s strategic focus is on ‘green ship’ concepts, developing power systems that deliver more energy with better fuel efficiency to foster more sustainable solutions. • Advanced Lithium-Ion battery systems from French specialist Saft are specified to secure quiet, efficient and low emission power for two hybrid diesel-electric ferries ordered to operate a shuttle service across the Garonne river in Bordeaux in south west France. The new service will be inaugurated this year by Keolis, the country’s largest private sector transportation group. Each ferry will be equipped with a 140 kWh Saft Li-ion battery system for supplying power to an electric propulsion motor and auxiliary loads, such as lighting and communications. The battery system will function in conjunction with a diesel engine, storing energy produced by a generator as well as providing additional propulsive power when required.
offering greater flexibility than a steam propulsion plant. Another training scenario teaches how potential energy savings can be achieved.
Students will learn how boil-off can be used to best effect
The batteries will be charged overnight from the local grid and during the diesel propulsion phase. Their energy storage capacity will give the ferries six hours of autonomous, fully-electric operation during the two busiest periods of the day (three hours in the morning and three hours in the evening), helping to reduce fuel costs and carbon dioxide and NOx emissions. “This project for the Garonne river shuttle service is an important early success in our new initiative focused on achieving substantial growth in the marine propulsion market with well-developed Li-ion technology,” says Bertrand d’Hautefeuille, Saft’s marine sales director. A number of merits cited for Li-ion battery technology in the Garonne ferry applications include the capability to secure high power and/or energy storage in a compact space- and weight-saving package. Fast charging, high efficiency and a long calendar and cycle life (up to a million charge/discharge cycles) are other advantages, along with completely maintenance-free operation.
Saft claims to be a leader in advanced battery technology and nickel and primary lithium battery production, tapping substantial
experience from emergency back-up and traction installations in public transport. Its
nickel-based batteries are already providing propulsive power for zero-emission electric shuttle ferry services in La Rochelle and on the Saint-Denis canal in Paris. MP
www.mpropulsion.com
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