hris Dunn, chief naval architect, Ferguson Marine hydrogen propulsion is commercially viable but the technology must be thoroughly de-risked, he notes
ballast, we are hoping that we will be able to utilise lighter structures across the rest of the ferry; this will allow us to optimise the whole vessel in all respects.”
and venting and extraction is so much easier... many of the systems associated with diesel are lost.” And, he adds, stability is actually
improved. “In fact, hydrogen means the below-deck weight will drop considerably,” he says. “While we could simply use
Fossil fuel-free future Tere is one further point to mention: “We are convinced that hydrogen propulsion will be commercially viable,” Dunn continues, “but with no hydrogen economy as yet, the future is imprecise. With the unpredictability associated with any pioneering technology, it makes sense for the ro-pax design to retain the potential for reconfiguration to full battery power propulsion.” Is it the future? Ferguson Marine and
the HySeasIII partners remain confident that hydrogen will establish itself as a prime solution for zero-emission vessels, and they
are not alone: other parties are also looking to hydrogen to clean up marine operations. For example, Norway’s National Road Administration aims to create a fossil fuel-free fleet and has launched a programme to develop an electric- hydrogen hybrid ferry that should start running in 2021. Meanwhile, in California, a new research vessel, proposed by naval architect Glosten and Sandia National Labs for the Scripps Institute of Oceanography, will also run on compressed H2. It’s also interesting that while the
new energy source has opened up design possibilities, certain elements are becoming clearer. While liquid hydrogen could be used on larger vessels, as it has a much higher volumetric power, it comes with the attendant challenges of cryogenic storage. On the other hand, compressed hydrogen is becoming viewed as the pragmatic solution for shorter-hop, regularly refuelled vessels, supported by the ongoing development of relatively lightweight composite tanks. SBI
Ready for action
Creating completely integrated packages is key to Rolls-Royce Power Systems’ future hybrid propulsion development strategy, the group’s research and technology director, Dr Peter Riegger, tells Stevie Knight
T
he time is ripe for hybrid propulsion packages – and not ‘prototypes’, but pre-tested, one-stop-shop
installations for various commercial workboats and leisure craſt, says Dr Peter Riegger, research and technology director at Rolls-Royce Power Systems. From 2020, Rolls-Royce intends to offer
complete hybrid solutions via its MTU business. Based on Series 2000 engines, these units will combine batteries, control and automation systems and one or two 150kW electric motors to yield between 1,000kW and 2,200kW per drive line. These will initially take the form of
parallel configurations, although Riegger says that MTU will follow up with ‘serial’ hybrids, with one source exclusively providing the power and the second
providing electricity. In fact, MTU already provides PTI solutions (including the system for Heesen’s 2017-launched, 50m hybrid yacht Home). It’s worth noting that parallel hybrids have been established as the most pragmatic solution for the immediate market, which appreciates retaining the mechanical shaſt connection. Certainly, hybridisation is fast becoming a
regular solution for high-power installations which nevertheless regularly need to operate at low loads. “We learned a lot from yacht owners who
really
wanted pure electric running whilst in harbour,” explains Riegger.
Ship & Boat International January/February 2019
Besides greening the vessel, electric power can grant operators much faster response “and a better driving experience, as the main engines aren’t cutting in and out”, he adds.
The new MTU hybrid solutions will combine
batteries, control and automation systems and one or two 10k electric motors to yield 1,000-2,200k per drive line
17
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