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HANSA 06-2017

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Schiffstechnik | Ship

Schiffstechnik | Ship Technology commissioned or that have just started. Earlier this year, Canadian operator Seaspan Ferries Corporation (SFC) welcomed two new, dual-fuelled/hybrid (LNG, diesel and battery) vessels to its fleet. »Seaspan Swift« and »Seaspan Reliant«, the first eco-ferries of their kind in North America, were designed by Vard Marine and constructed at Sedef Shipyard in Istanbul, Turkey. The 148.9m ferries can accommodate up to 59 trailers of 53’. The vessels are powered by two Wärtsilä 34DF dual-fuel engines and a 1050VDC, 546 kWh energy storage system consisting of 84 lithium polymer batteries supplied by Corvus Energy that will serve as spinning reserve and power for responsive harbour manoeuvring. Robotic shore-side connection In the USA, All American Marine (AAM) recently was awarded a contract for the construction of a new hybrid electric passenger vessel. The 600-passenger ship for the Red and White Fleet of San Francisco is scheduled for delivery in 2018. The ship will feature BAE Systems’ HybriDrive propulsion system and two 80 kWh Corvus Energy lithium-ion battery packs. The HH Ferries Group/Scandlines currently modernizes »Tycho Brahe« and »Aurora« for fully electric propulsion. Upon completion the 111m long 12,000 gt ferries will be the world’s largest emission-free electric ferries. ABB supplies the complete 4 MW power and propulsion systems including batteries, energy storage control system and Onboard DC Grid technology. At both ends of the route ABB will supply the first automated shoreside charging stations using an industrial Seaspan operates two hybrid ferries robot, to optimize the connection time. In September last year, the Norwegian Coastal Administration’s (NCA) has named the »Bøkfjord«. This new multifunction vessel combines battery power with diesel propulsion. The vessel is equipped with a 850 kWh battery pack in addition to a traditional propulsion system comprising three diesel-powered electrical generators. The battery allows the operators to shut down one engine during work and have only one running with the battery pack used to cover occasional peak loads. When at shore, the diesel engines can be shut down and power can be drawn from the batteries that can also be recharged from an onshore power supply. Rolls-Royce just announced that the second ship for the NCA, multipurpose vessel »Ryvingen«, will combine diesel power with a 2,000 kWh battery. Another highly anticipated project is the UK’s new polar research vessel, »Sir David Attenborough«. The Rolls-Royce designed ship is being built at Cammell Laird’s shipyard in England and will include electrical systems with 5 MW peak effect battery. The diesel-electric propulsion system will include four Bergen B33:45 engines and Saft liion batteries with 1,450 kWh. Battery power will be used for DP, ice navigation boost and lowering noise levels during research works. The offshore sector is another interesting market. Rolls-Royce has been proving battery technology with a UT 776 CDG Offshore vessel since the summer of 2015. »There are a lot of initiatives coming from the offshore sector such as container-based retrofits to enable DP operation on one engine. That will be a step change in offshore operation,« Nesje says and adds, »This is happening now, despite the downturn in the offshore market. Shipowners are chasing contracts. To be picked they have to offer the best vessels.« From ferries and specialized vessels, the hybrid technology is also making its way to the cargo ship market. In January, Norwegian shipowner Stenersen announced the order of two new 17,500 dwt chemical tankers that will feature a hybrid electric propulsion system. Built by Taizhou Kouan Shipbuilding, China, Corvus Energy will supply its Orca Energy lithium-ion batteries for energy storage. The power to charge the batteries will be generated by WE Tech direct drive permanent magnet shaft generator. There are also options for two more vessels of this type. With the batteries, in maneuvering one auxiliary engine can be shut down. In port the auxiliary and the battery can replace the main engine. More potential for cargo ships Fully electric cargo vessels are not in sight, yet, but there are many areas of application in the cargo sector: safety backup for redundancy, loading cargo, crane operation, pumps, winches etc. Rolls-Royce also works on study concepts for containerized energy storage for container vessels. Installed in conventional cargo boxes, discharged batteries can be exchanged during a port stay. For batteries as pure propulsion power source shortsea trade could be a good development task, Nesje thinks. Vessels could sail on batteries or at least use battery power to go in and out of ports to reduced emissions in certain areas or fulfil certain emissions requirements. »Rules and regulations in harbour and city areas or emissions taxes might give us a positive business case in the future. But the challenge will be the big ones, sailing from Singapore to Hamburg. This will not happen in my lifetime,« Nesje says. M Photo: Seaspan 48 HANSA International Maritime Journal – 154. Jahrgang – 2017 – Nr. 6

Schiffstechnik | Ship Technology UNIVERSAL–GENIAL Nur zum Cruisen? Weit gefehlt. Die Cloudbreak ist viel mehr: Sport- und Flugplatz, Komfort- und Partyzone, Forschungs- und Sportzentrum – aber immer noch eine reinrassige Explorer-Yacht. Gemacht, um die Welt zu erkunden, auf eine höchst spannende und zugleich exklusive Art. HANSA International Maritime Journal – 154. Jahrgang – 2017 – Nr. 6 49

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