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HANSA 06-2017

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Schiffstechnik | Ship Technology The latest hybrid project of Rolls-Royce: The Norwegian Coastal Administration’s new multipurpose vessel »Ryvingen« will be its second to combine traditional diesel power with battery-driven operation Source: Rolls-Royce Hybrid growth not only in the ferry fleet Hybrid is one of today’s buzzwords. Cutting emissions and fuel costs by using battery power becomes increasingly attractive as the technology matures. Projects in the ferry, offshore and cargo segments prove it is feasible, writes Felix Selzer Batteries as a source of emission free propulsion or auxiliary power are not only discussed for use in cars. Cost, size and low power density have long been – and still are – hurdles, but the pace of innovation is picking up. Battery-hybrid vessels are already in service, e.g. in Norway, and ferry operator Scandlines bets on the technology for its large ferries despite the diffculties (HANSA 12/2015). Now the maritime world is eagerly awaiting the start of construction of two new vessels at Kleven shipyard in Norway. »Roald Amundsen« and »Fridtjof Nansen« will not just be another two expedition cruisers. Designed by Rolls-Royce, the arctic exploration cruise ships might get the role of trailblazers for the way, large vessels will be propelled in the future. In their effort to become a leading provider of integrated vessel designs, Rolls-Royce have taken a big step with the Hurtigruten vessels. The ships – 140 m long, 23,6 m wide, 5,3 m draught, 20,889 gt – will use a new and environmentally sustainable hybrid technology that will enable significant savings in fuel consumption and emissions. Another novelty will be fully electric propulsion on ships of that size. The hybrid technology for the Hurtigruten vessels will be delivered in two phases: On »Roald Amundsen«, scheduled for delivery in 2018, auxiliary battery power will be used for »peak shaving«, providing reductions in fuel consumption. The engines can be operated in their optimal performance range while the batteries can jump in to take peak loads. On the second vessel, »Fridtjof Nansen«, Hur- 46 HANSA International Maritime Journal – 154. Jahrgang – 2017 – Nr. 6

Schiffstechnik | Ship Technology tigruten aims to install larger batteries that enable fully electric sailing over longer distances and longer periods of time. This will be used when sailing into fjords, at port and in vulnerable areas allowing silent and emission free sailing. Vessel number two is scheduled for delivery from Kleven in 2019. Hurtigruten also intends to refurbish »Roald Amundsen«. »There is still discussion about the size of the batteries, also about which technology will be finally deployed,« John Roger Nesje Vice President, Power Electric Systems, Rolls-Royce, tells HANSA. Battery technology evolves at a rapid pace, today’s state of the art can easily become old hat over the course of a year. It is also not clear, yet, by how much the battery package of the second vessel will be increased. »That is all part of the engineering process, battery rooms and fire extinguishing systems have to be engineered and permits have to be obtained,« Nesje says. The key to effciency On »Roald Amundsen« the batteries will mainly be charged by the ship’s main engines. »On the first Hurtigruten vessel, during peak shaving, no deep discharging will happen, the batteries will be in stand-by mode to take peak loads and make the main engines more effcient,« Nesje explains. In addition to the hybrid power solution, the vessels will have the latest automation and control systems, including the Rolls-Royce Unified Bridge, the first delivery of two azipull propellers using permanent magnet technology, two large tunnel thrusters, stabilisers, four Bergen B33:45 engines, winches and power electric systems. Hybrid technology, in combination with the construction of the hull and effective use of electricity on board, will reduce the fuel consumption by approximately 20% and CO2 emissions by 20% (>3,000 t/year). A key to the effciency of the design is the high level of integration. Rolls-Royce in this regard is in an advantageous position of being in control all of the »big products«: High speed and medium speed engines, power distribution, electric frequency conversion propulsion, winches, vessel design. »Not many others have that kind of overview, it gives us a chance to be clever,« Nesje says. »Hybrid systems are highly complex, so customers benefit from taking most components from one supplier.« The two 140m Hurtigruten hybrid vessels stand out because of their size – but for how long? Color Line has already awarded Ulstein Verft a contract for the construction of »the largest hybrid vessel of the world«. The 160m ferry with a capacity of 2,000 passengers and 500 cars is planned to enter service in summer 2019. The ferry is a plug-in hybrid, where the batteries are recharged via a power cable with green electricity from their own shore facilities or recharged on board by the ship›s generators. The ship will have full battery power into and out of the fjord. If the battery-hybrid solutions on these ships prove to work, more and more shipowners are likely to become interested in the technology. »Full battery propulsion is limited by physical constraints,« Nesje says. »The power density in batteries is far away from that of fossil fuels, so you naturally have a storage problem on long distances. Of course you can out bigger battery packs on cruise and RoPax vessels.« But for now, Nesje wants to turn the focus away from vessels sailing on batteries alone: »Batteries can do so much more, like peak shaving or for spinning reserve or BUREAU VERITAS S.A. Zweigniederlassung Hamburg Marine Department Veritaskai 1, 21079 Hamburg Tel.: +49 40 23625-0 Fax: +49 40 2 36 25-620 E-Mail: Visit us on: Robotic ABB shore connection Source: ABB smoothing of engine operations.« The company has already equipped several big cruise vessels with energy storage for tasks such as steering backup. The passenger shipping market seems currently to be the main driver for the hybrid »movement«. Besides smaller ferries and sightseeing vessels, there are quite a few bigger projects that recently have been HANSA International Maritime Journal – 154. Jahrgang – 2017 – Nr. 6 47

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