Siemens Drilling & Marine • www.siemens.no/marine

Ship01 | 2015

– A Smarter Journey

World’s first battery-powered car ferry set sail 13 A man on a mission 6

Siemens optimizes propulsion for short sea shipping 12

SHIP no 1/2015 3

2 SHIP no 1/2015

The world’s first battery-powered car and passenger ferry entered service in Norway for shipowner Norled earlier this year (see page 13). It made headlines and rightly so, but it isn’t the first battery-powered vessel. As early as 1886, Siemens delivered a battery-powered electric-propulsion system to the Electra, known as the ‘boat without chimney’. At almost 12 meters long, the boat car-ried 20 passengers across an Alpine lake. A further 200 boats were built – but why? The answer is environmental protection. Even then loud engines were banned to preserve the calm beauty of the stunning landscape.

Almost 130 years later, shouldn’t we expect equal protection? Take Norway’s Geirangerfjord for example. Its dramatic beauty places it on the UNESCO World Heritage List and yet large cruise ships are allowed to sail its steep gouge emit-ting thick layers of dark-blue smoke. Now emission-reducing technology is available, shouldn’t Norwegian authorities begin to think about sharpening legislation?

Besides the world’s first battery-powered car and passenger ferry, we are also proud of Edda Ferd, the most environmentally friendly offshore vessel ever delivered, and four ferries for Scandlines with the world’s largest onboard bat-tery packs. These are just five of twelve hybrids fitted with Siemens BlueDrive PlusC, where battery-based energy storage systems optimize combustion to significantly reduce fuel use, engine running time, maintenance costs and emissions.

Cutting production costsIn the space of just a few months between late 2014 and early 2015, the price of oil fell by roughly 50 percent with the knock-on effect felt hard by the shipbuilding industry. Consequently, there has to be stronger focus on reducing costs through new technologies and improved processes. In Siemens, we have a lot to offer, particularly in electrification, automation and digitalization. In all three areas, we focus on increasing efficiency and reducing costs.

Industry’s role worldwide is vital. It is considered a driver for innovation, growth and social stability. However, competition is growing more intense. Customers demand new, high-quality goods and customized products delivered in ever-shorter timeframes. In addition, productivity must continually increase. Only those that make do with less energy and fewer resources will be able to cope with the growing cost pressure.

However, these challenges can be overcome. The solution lies in merging the virtual and real production worlds, in innovative software and in automation and drive technologies with their associated services. These reduce time to market, make production more efficient and flexible, and help industrial companies retain their competitive edge.

- • Two offshore wind farm service vessels with Ulstein SX175 design to be built at Ulstein Verft for Germany-based Bernhard Schulte. Havyard has already delivered two wind farm service vessels to Danish shipping company Esvagt – the Esvagt Froude and Esvagt Faraday – earlier this year. These are under a five-year contract to Siemens Windpower

• One offshore wind farm service vessel with Havyard 832 SOV design being built at Havyard Leirvik for Esvagt. The vessels will be contracted to the Dudgeon offshore wind farm operated by Statoil

• Four 33-meter tug and pilot boats with 80-tonne bollard pull to assist tankers at the Chevron-operated Wheatstone LNG terminal in Western Australia. These are being built at ASL Shipyard Pte Ltd, Singapore

Other new contracts include:

• One 82-meter live fish carrier under construction at Larsnes Mek Verksted AS for the shipowner Rostein AS. The contract is for a complete conventional electric-propulsion system

• One live fish carrier with AAS 3602STDE design and cargo capacity of 3,600m3, equivalent to 540 tons of live salmon. It is being built at Aas Mek. Verksted AS for Bømlo Brønnbåtservice AS. Again, the order is for a full conventional electric-propulsion system

• Four large multifunctional subsea support vessels of design type MT6027 being built by Chinese Cosco (Dalian) Shipyards Co. Ltd. for Maersk Supply Service A/S in Copenhagen. The DP3-rated vessels are 138 meters long and can operate in water depths of up to 3,000 meters. Siemens will deliver complete integrated electric-propulsion and automation solutions for all four ships

• Mining production support vessel being fabricated at Fujian Mawei Shipbuilding for owners Marine Assets Corporation and charterers Nautilus Minerals. The vessel is 227 meters long, 40 meters wide and accommodates up to 180 people. Siemens will deliver all main generators, switchboards, transformers, electrical motors and associated systems for power generation, propulsion, automation and distribution.

New wind farm service vessels for Esvagt

A smarter Journey

Tidewater continues with BlueDrive PlusC With a substantial propulsion and

integrated automation system

contract for a multi-purpose

platform supply vessel (MPSV),

Siemens has gained its eleventh

order from Tidewater for its

BlueDrive PlusC propulsion system.

Odd Moen, Sales Director, Marine Solutions

New contractsIn recent months, Siemens has received seven new contracts for its BlueDrive PlusC electric-propulsion system where variable-speed diesel engines and generators will be installed. These orders are for:

Two new wind farm service vessels for Danish shipowner Esvagt were delivered in April of this year. The Esvagt Froede and Esvagt Faraday are designed and outfitted by Havyard in Norway. They represent a new breed of specially adapted DPII wind farm service vessels with design based on many years’ experience from the offshore sector. As they will operate in the renewable energy sector, energy efficiency with low-emissions is essential.

In order to meet operational and environmental demands, Esvagt chose

Siemens’ BlueDrive PlusC propulsion system. The vessels have four high-speed diesel generators operating between 900 and 1,800 rpm depending on load with a thruster system consisting of two main 1600 kW azimuths, two 1,000kW tunnel thrusters and a redundant fed 880kW retractable thruster. All thrusters are frequency controlled by BlueDrive PlusC. Energy efficiency is further improved through variable-speed operation of machinery auxiliary pumps and fans. The system is controlled and operated through Siemens’ fully automatic energy management system and its integrated thruster control system, which is custom designed for variable-speed generator sets. During sea trials and early operations, substantial improvements in fuel consumption have been documented. For example, in dynamic positioning operations, figures show a 20 to 30% reduction compared to traditional electric-propulsion systems.Both vessels are now serving offshore wind farms in northwest Germany and southeast

England. Based on the successful design and performance of Esvagt Frouede and Faraday, Esvagt has recently placed a new order with Havyard. The fifth vessel – BN125 – will also be equipped with Siemens’ BlueDrive PlusC.

BlueDrive PlusC provides substantial fuel savings on the Esvagt Froede.

Fuel saving, lower maintenance costs and space savings were key reasons for Tidewater to fits its new MPSV with BlueDrive PlusC.

The MPSV is under construction at Tersan Shipyard in Turkey with delivery to Tidewater’s Norwegian subsidiary, Troms Offshore, scheduled next year. It’s being strengthened and equipped for arctic conditions, with the hull and propulsion system in compliance with DNV ice-class ICE 1A. Siemens’ BlueDrive PlusC propulsion system will operate three Wärtsilä eight-cylinder in-line diesel engines at variable speed. Power and speed will be optimized for different vessel operations, such as transit, slow steaming and dynamic positioning, which means operational time at rated speed is cut to a minimum.

In addition, Siemens will deliver generators, the IAS400 integrated automation system, thruster control system, energy management system (EMS) and electric motors and drive units for all thrusters. The thruster control and energy management systems work together to operate the engines at highest efficiency and satisfy the propellers’ need for power. BlueDrive PlusC was selected for two key reasons – firstly, through operational efficiencies, the system delivers significant fuel savings and lowers maintenance costs. Secondly, its streamlined design reduces space required, which again increases cargo capacity. Arne Gunnar Brandvold, Sales Manager at Siemens says. “We are very pleased to have won this new contract and to continue our long-term relationship with Tidewater. It’s clear that owners with large vessel portfolios are seeing benefits in fleet standardization, which supports effective operation, safety and optimizes vessel

servicing over time. Also crew synergies across multiple vessels decrease training costs and increase safety.”

Tidewater was the first shipowner to enter the offshore support vessel market in the 1950’s and today runs the largest workboat fleet in the world with 350 vessels operating in 60 countries.

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Østensjø Rederi AS

Established in 1973 Based in Haugesund, Norway 600 employees

Operates in three segments: terminal and tug services, offshore services, offshore accommodation

30 vessels: 13 tugs, 6 mooring launches, 4 light construction vessels, 5 PSVs, 2 accommodation vessels. Five further ships under construction

First to introduce high sides for cargo decks and dynamic positioning on PSVs (both now industry standard)

Carl J. Amundsen AS

Established in 1930 Based in Haugesund, Norway Marine consulting engineers and naval architects Four employees

Works with design, technical management responsibility and evaluation, project management, damage surveys and inspections, gas certification of vessels.

https://w3.siemens.no/home/no/no/ sector/industry/marine/Documents/

Orig.BDPC_16pages.pdf

https://vimeo.com/105129769

https://vimeo.com/129120337

The journey continuesCalled the Edda Freya, at 150 meters long, 27 meters wide and approx. 17,060 GT it is larger than its predecessor. Destined to install subsea installations and lay pipe, it is contracted to sail for DeepOcean in the North Sea on a five-year contract from its expected delivery date of March 2016. Edda Freya is the first DP3 vessel with BlueDrive PlusC. Dynamic positioning with equipment class three involves a more complex set-up that increases safety. The vessel needs to withstand fire or flood in any one compartment without complete system failure. As no single failure can lead to loss of position, Edda Freya has two engine rooms independent of one another. Other features include three moon pools, two remote controlled vehicles and cranes with active heave compensation that keep hooks in situ on the sea floor. Cutting NOx The two ‘Eddas’ have much in common, including Carl J. Amundsen AS, a small team of consulting marine engineers and naval architects that holds technical responsibility for both ships. Carl J. Amundsen works closely with Østensjø – in fact they share the same building in Haugesund, Norway – with a relationship going back to the first commission in 1979. Since then the team of four has been involved in design and construction of over 30 vessels for its largest client, including tankers, accommodation vessels and a wide range of offshore ships. Egil Arne Skare is project engineer for both vessels. Earlier employed as chief engineer and superintendent for Østensjø, he was given responsibility for implementing a NOx-tax reporting system when working directly for the shipowner. The NOx tax was imposed by the Norwegian government in 2007 with charges paid into a fund and used as grants for NOx-reducing initiatives. When he “moved across the corridor”, as he puts it, to Carl J. Amundsen in 2010 reducing NOx emissions was high on his agenda. “It was clear that ships’ catalysts used to reduce NOx emissions were generally not performing well, especially under low load seen during typical DP operations. This prompted me to look into the possibility of running generator sets at variable speed for the Edda Ferd. I approached several companies with my ideas and found that out of all of them, Siemens was already working on something similar. We started discussions,

Following the success of its platform

supply vessel, Edda Ferd, launched

in October 2013, Østensjø Rederi

has commissioned a new offshore

construction vessel based on the

same BlueDrive PlusC variable-

speed diesel-propulsion system

from Siemens.

drew up a non-disclosure agreement and began working together,” says Egil.

The right mindset Carl J. Amundsen uses its own analytical tool, MINDSET (Marine INDustry Superior Environmental Thinking), developed for Østensjø to predict fuel consumption and emissions for the vessels it designs. “For the Edda Ferd, we ran a comparison on dual-fuel, LNG, fixed-speed diesel and variable-speed diesel electric engines and saw clear fuel and emission savings for Siemens’ BlueDrive PlusC propulsion concept. Calculations were checked by the Norwegian Marine Technology Research Institute, which said that our findings were correct, if not slightly conservative,” continues Egil.

Keeping the faith The decision to use the BlueDrive PlusC concept in Edda Freya was taken before the Edda Ferd entered service. Østensjø was convinced that savings shown in the MINDSET calculations would be realised and the new vessel was commissioned. Following the same approach used in the Edda Ferd, the BlueDrive PlusC variable-speed, diesel-electric propulsion system is supplemented by an electric storage system with four 136 kWh-powered battery banks. “We incorporated batteries in both vessels to increase engine efficiency and reduce emissions at low loads,” says Egil. “The diesel engines run more steadily when batteries compensate at times of high demand. These peak shavings reduce emissions and engine wear. They also increase safety. During tests on Edda Ferd, we shut down one generator and, rather than suffering a black-out before the next one came on line, the batteries kept operations up and running,” Egil states.

Other propulsion system innovations include a space-saving compact switchboard, redundant power feed for propellers and heavy deck consumers, DC bus-tie breaker with intelligent load control that is far quicker than any AC-based equivalent and integrated thruster control that enables generator sets to be run safely at optimum speed.

So was faith in the variable-speed concept well founded? “Despite the many people who said that we could never run diesel engines with variable speed, results prove otherwise.

What is BlueDrive PlusC? BlueDrive PlusC is Siemens’ pioneering solution for ship propulsion. It is currently in operation on seven vessels with installation scheduled for 20 others. BlueDrive PlusC is proven to:

• Lower operational costs due to significantly improved diesel-engine operation and reduced fuel consumption• Provide significant lifetime maintenance and repair cost savings by cutting engine running time, operating engines at variable speed and reducing electrical components required • Reduce greenhouse gas emissions by controlling engines to optimize combustion • Improve safety through the new electric power concept, energy management system and common engine and thruster controls• Increase flexibility as each generator, diesel engine, propeller and thruster is independently controlled • Cut space required for main switchboard and frequency converters • Reduce installation costs due to streamlined system configuration• Improve working environment by minimizing noise and vibration• Fit both high-speed and medium-speed engines operating with all fuel types• Provide the option to utilize batteries, which reduce engine running time and provide further savings in fuel and greenhouse gas emissions

We analysed performance of Edda Ferd during platform supply operations for Shell in the North Sea during the first five months of 2014 and compared our findings to two similar vessels with the same operational pattern. All vessels have the same propeller systems, but different switchboard systems and diesel generators. The Edda Ferd is also slightly larger than the other two vessels. The analysis proves significant fuel savings. We have also demonstrated 100% utilization of the selective catalytic reduction system and specific NOx emissions at 0.5g/kWh, which is considerably better compared to LNG alternatives,” answers Egil.

Visiting the candy store Carl J. Amundsen prides itself on taking a full view of a vessel’s planned operations and finding the best way of building it, supported by the MINDSET analysis software. This includes innovating and utilizing the best technology on the market. According to Egil, Siemens is the right fit. “Siemens has a long history, a lot of experience and good systems. To be honest, Siemens offers a candy store of technology and knowledge. It’s up to us to define the vision and Siemens makes it happen. It finds solutions to our concepts and helps us stay at the forefront of technology,” concludes Egil Arne Skare.

The Edda Ferd is known as the world’s most environmentally friendly PSV with 25 to 30% less emissions than comparable vessels. The hope is that the Edda Freya will take the mantle further and be crowned as the world’s most environmentally friendly offshore construction vessel.

Østensjø’s Edda Freya

Learn more about BlueDrive PlusC by watching our movies or read the brochure

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vessel”, says Erik. It has been a fairly expensive approval process, although the El-Max project has received a grant from Enova, Norway’s climate-friendly energy fund.

What’s next? Selfa is ready to build more of its battery-powered fishing boats, but Erik also sees potential in both larger vessels and refits in particular, where the existing system can be easily utilized. Siemens and the Norwegian research organisation Sintef will monitor the Selfa El-Max over a three-year period to study fuel use, emission reductions and overall efficiency. It’s expected that the results will be used to help transition to a more environmentally friendly fishing fleet and assist Norway in reaching its target of 40% lower greenhouse gas emissions.

Erik would also like to see vessel owners incentivised to buy electric. “In Norway, electric cars are everywhere. There’s been a very successful government campaign to increase ownership (see inset box). Something similar could be put in place to promote battery-powered and hybrid vessels. Now that would really get things moving”, he concludes.

Flexible design The introduction of batteries gives the boat designer much more flexibility and the result, according to Erik Ianssen, is a more efficient vessel. “We are no longer limited by the traditional set-up of gearbox, engine, propeller, and can move things around. This gives space savings and a more stable vessel – a better working environment in other words.”

Battery life For those of us who seem to replace batteries in numerous devices around the home all too often, the question of battery lifetime comes to mind. “The batteries used in Siemens’ propulsion system on the El-Max are high quality and can be recharged around 30,000 times before they need replacing. Depending on the vessel’s operation, this gives a life of between 12 and 18 years. This gives enough time for return on investment and when the time comes to replace the batteries it is expected that they will be relatively cheaper than they are today”, says Erik.

Ready to sail The El-Max is destined for the fishing grounds off northern Norway with delivery planned for August. “The vessel will be completed in July with sea trials right after. We’ve worked closely with the authorities to gain approval. Naturally, as the El-Max is the first of its kind, this process is quote involved, but the Norwegian Maritime Directorate has been helpful and we have full certification for the

The hope is that Selfa’s new electric fishing boat will go a long way in achieving this. Called the Selfa El-Max, the vessel is a hybrid variant of the new Selfa Max 11-meter fishing boat introduced in 2014. The propulsion system has a battery bank and variable-speed generator driven by an efficient diesel common-rail silent-running engine for safety purposes and long-distance transit. Selfa Arctic and Siemens have developed the propulsion and auxiliary system together. “Although we approached several companies with a view to partnering, Siemens had the proven expertise and enthusiasm for the project. We’ve been very pleased with the result and surprised that such a big and well-organised company can be so personal,” he says.

Unlike other diesel-electric hybrid vessels, the El-Max generates all or most of its power from batteries depending on the voyage. Most trips last eight to 12 hours, so an 80%-minimum reduction of total diesel consumption is expected. The batteries are recharged quayside from standard supply during the night. As Norway’s energy is renewable, this makes for environmentally sound sailing at a much lower cost than diesel-fuelled alternatives. Battery-powered electric propulsion is also easier to maintain and maintenance costs reduce accordingly.

This ‘plug and play’ – or ‘plug and sail’ approach if you like – has a further fuel- and emission-saving benefit. “With cold winters, the fishing fleet must tackle below-freezing temperatures, which means vessels need to be kept heated in port. Traditional solutions end up heating the water as well as the boat with up to 70% of heat lost. The El-Max has a very efficient heating system driven by clean electricity direct from batteries or a shore connection. No diesel is required,” says Erik.

Silence is golden The constant throb and hum of a diesel-engine powered fishing smack with its plume of black smoke trailing behind is in sharp contrast to the majestic beauty of Norway’s fjords and rugged coast. But could this become a distant memory, similar to the smog-laden skies that once lay over many European cities? “There aren’t so many other professions that accept the conditions which our fishermen do. For hours on end they suffer noise, vibration and smoke pollution – especially if the wind is blowing in the wrong direction”, says Erik. “On battery power, they can enjoy a quieter and cleaner voyage.”

Erik Ianssen is standing on a platform overlooking the near-complete battery and diesel-electric operated fishing boat beneath him. A genial man in his early 60’s, Erik has decades of boatbuilding experience behind him and if anyone is in a position to make such a prediction, he is. Selfa supplies more fishing boats under 15 meters to Norwegian fishermen than any other company. Although it exports, the majority of the 700 to 800 fishing vessels Selfa has built have sailed or currently sail along Norway’s long coastline and contribute to the 25 to 30% of Norway’s annual catch fished by its small craft. This is a lot of fish and represents a traditional way of life that for many fishermen goes back generations.

Breaking tradition For a man whose own family business started in 1872, he’s perhaps not the first choice of someone you’d expect to break tradition. But that’s until you speak to him: “We burn far too much marine oil in this country. Norway used 8.9 billion liters of petroleum last year, including 1.5 billion liters of marine gas oil. Four hundred million liters of this was for the fishing fleet, which is 4.5% of the total. With new EU demands that require Norway to reduce greenhouse gas emissions by 40% before 2030, this is unsustainable”, says Erik firmly. “Now we not only have the technology in place to make large inroads into those figures, but the time is right. The market has changed in the last five years. We have seen a dramatic surge in demand for electric cars in this country and have just seen the world’s first battery-powered car/passenger ferry launched 500 kilometres down the coast on Sognefjord. If you’d mentioned anything other than traditional propulsion back in 2010 or 2011, you’d have been laughed at. Only around one in ten people were encouraging. Now it’s the other way around with perhaps 90% of those you speak to reacting positively.”

Cutting diesel consumption Erik is clearly passionate about lessening the shipping industry’s environmental impact and has set Selfa the aim of ‘reducing Norway’s diesel use by fishing boats, fast boats and Hurtigruten (Norway’s famous coastal express route along the west coast) by 80 million tonnes in ten years’.

“In five years time, we’ll see battery-driven fishing boats as completely normal,” says Erik Ianssen, part-owner and Managing Director of Selfa Arctic AS in Trondheim, Norway.

A man on a mission“In five years time, we’ll see battery-driven fishing boats as

completely normal,” says Erik Ianssen, owner and Managing

Director of Selfa Arctic AS in Trondheim, Norway.

Driving electric

Forty-three percent of the World’s electric cars were bought in 2014. Norway is a significant contributor to this figure with its fleet more or less doubling to 43,400 or 1.6% of all cars on its roads last year1). The reasons are:

• High awareness of electric cars and their benefits

• Low fuel costs with many free charging points

• Free toll roads, ferries and parking, bus-lane access, low road tax and no car purchase tax

• High taxes on traditional cars and fuels

• Positive attitudes to environmental initiatives held by the population

1) Zentrum für Sonnenenergie- und Wasserstoff-Forschung (ZSW), Baden-Württemberg, Germany

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The Chevron-run Gorgon project encompasses the Gorgon and Jansz-Io gas fields, located between 130 and 220 kilometres off the Western Australia coast. Gas will be delivered from offshore wells through subsea pipelines to a liquefied natural gas (LNG) plant on Barrow Island. From here, a 70 km pipeline runs to the mainland delivering gas for domestic use and a 2.1 km-long jetty serves the fleet of tankers ready to supply global markets with LNG and condensate. Carbon dioxide is captured in rock formations deep under the island.

When Mother Nature gives us such a rich natural habitat and untold wealth in hydrocarbons in the same hand, industry needs to work closely with government and conservation groups. Chevron has successfully drilled oil on the island since 1964 and knows well the need for environmental preservation. All development and operational aspects need to be considered, including the effect tugs used to tow LNG tankers to and from the quay have on the environment.

Svitzer wins contract Svitzer is the world’s largest LNG towage contractor with over 30,000 tanker assists since 1993. Using this experience, Svitzer won the contract from Chevron for four specially designed tugs to meet the strict environmental demands set by the Gorgon project. Called 2nd generation ECOtugs these vessels utilise the latest technology to reduce their impact, including anti-reflection paint, double-wall fuel tanks, solar panel heating and on-board water recycling.

Silent running As the propulsion system is critical in meeting Chevron’s need for safe, environmentally friendly tugs, Svitzer turned to Siemen’s BlueDrive PlusC with battery-based energy storage systems (ESS) that supplement the vessels’ diesel-electric engines. This solution gives the vessels flexibility to switch power sources depending on the area’s sensitivity. Naturally, batteries mean near-silent and vibration-free running, which minimise impact on wildlife. With diesel-electric engines on stand-by, the ESS provides 525 kW of power, which propels the tugs for approximately 1 hours at speeds of up to six knots before recharging gets necessary. The low-noise, low-wash propellers further reduce impact.

In addition to noise, light pollution needs to be minimised. Turtles may stop laying eggs and hatchlings become disorientated if subjected to artificial light. To reduce light emissions and reflection, the tugs’ hulls are painted with anti-reflective matt paint. In addition, low-spill, yellow sodium deck lights and low-water penetration and automatic shut-off cabin lighting are installed on board

The flatback turtle, indigenous to Australia and Papua New Guinea, is vulnerable to extinction.

According to the World Meteorological Organization, Barrow

Island holds the record for the highest

non-tornado wind gust ever recorded

worldwide at a breathtaking 408 km/h

(253 mph).

Turtle friendly propulsion

Barrow Island is a wildlife paradise and Class A nature reserve. Situated off the Western Australian coast this windswept island is home to an exotic array of flora and fauna, including a rich undersea world populated by dolphins, green and flatback turtles, humpback whales and a myriad of colourful fish. It’s also home to one of the world’s largest natural gas projects.

In quarantine Chevron’s Barrow Island Quarantine Management System is the world’s largest non-government quarantine initiative. The system’s aim is to prevent non-indigenous species invading the island’s delicate ecosystem, which means the 2nd generation ECOtugs need to undergo strict quarantine compliance before they are allowed to operate. All 4 tugs are in Fremantle undergoing Survey and Audits to be ready for contract start at June 1st.

Four more tugs for Wheatstone project Svitzer has signed a 20-year marine services contract with Chevron encompassing one pilot boat and four tugs for the supermajor’s large Wheatstone project in Ashburton North, Western Australia. With work started in December 2011, construction of the large LNG onshore plant is nearly 60% complete. The offshore gas-processing platform – the largest in Australia – is in place with subsea equipment currently being installed. Similarly to Barrow Island, there is a domestic gas facility onshore, but the majority of gas is shipped abroad.

The Svitzer tugs that will guide tankers in and out of their moorings are modified versions of the Barrow Island vessels at 34 meters long with 80 tbp pulling power. At 80 tonnes, they are slightly larger than their predecessors, but the main difference is that the diesel-electric BlueDrive PlusC propulsion system comes without battery power. BlueDrive PlusC operates with variable-speed generator sets that achieve optimal running and lower emissions than fixed-engine alternatives; two good reasons why Switzer chose to fit a further four 2nd generation ECOtugs with Siemens’ solution. Clearly with optimised running, engines do not work so hard and maintenance costs reduce. But perhaps one of the most important upsides of BlueDrive PlusC for tugs is speed of vessel response. Testing shows that both medium- and high-speed engines provide impressive dynamic response times with BlueDrive PlusC.

The tugs are also being built at ASL Shipyard with delivery due between June and September 2016. They should all see operation by the end of the same year.

ECOtug. Quite and vibration-free when running on batteries, Svitzer ECOtugs with BlueDrive PlusC comply with Chevron’s conservation requirements.

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Hybrid propulsion systems gain popularity

Two of Norway’s leading ferry operators, Norled and Fjord 1, are using

hybrid electric propulsion championed by Scandlines in its large ferries to

refit smaller car-passenger ferries operating on Norway’s west coast.

https://vimeo.com/116056336

This is the first time hybrid electric-propulsion solutions have been used on smaller ferries. The main difference between the two vessels is that one runs on diesel and the other on LNG, but both are supported by a battery-based electric storage system (ESS)

Environmental focus The 220-car, 600-passenger carrying Fannefjord operated by Fjord 1 was delivered in 2008 and is one of five sister vessels. LNG was favoured to eliminate NOx, SOx, and reduce CO2 output compared to fixed-speed diesel engine alternatives. Now, in 2015, Fjord 1 is going one step further and installing a BlueDrive PlusC battery-based Energy Storage System (ESS), which enables LNG engines to run at optimal load duringthe ferries’ various operating cycles. The ESS-controlled energy reserve makes it possible to operate the vessel on one LNG engine compared to two engines previously. This solution significantly reduces build-up of large carbon deposits caused by running LNG engines at low load, which both increases maintenance and reduces engine life. During docking, engines run at higher capacity than needed. Excess energy is stored in the battery pack and used when the ferry crosses the fjord again. Engines need not be powered up and down or energy wasted. This saves on fuel costs, maintenance and increases engine life.

Island adventure Finnøy is not one island – øy means island in Norwegian – but 16 that are situated between Molde and Alesund on the Norwegian west coast. A network of bridges, tunnels and ferries connect them and allow the residents and numerous tourists to enjoy the relatively mild climate and beautiful landscape.

The Finnøy ferry run by Norled operates between Hanasand on the mainland and Finnøy, and carries 101 cars and 350 passengers across the water. It is currently being refitted with a new BlueDrive PlusC Energy Storage System based on a 250 kWh lithium battery pack. Norled is no stranger to the benefit of battery power with the world’s first battery-operated ferry as part of its fleet (see page 13). Neither is it a stranger to working with Siemens with several joint projects together during the last decade. This proven track record, impression results from the Scandlines project and a favourable cost/benefit analysis showing savings in fuel, maintenance and emissions led it to convert Finnøy to a more efficient hybrid ferry.

Proven returns The pioneering Scandlines project started with four ferries in 2012 with two more orders added this year. Strict environmental regulations for emissions motivated the European ferry operator to employ BlueDrive PlusC energy storage systems with 2.6 MWh lithium-ion battery banks – the largest ever

installed for hybrid vessels – on its ferries between Puttgarden in Germany and Rødby in Denmark. It’s a busy route with over 6 million vehicles and 1.6 million passengers transported annually.

Prinsesse Benedikte was the first revamped ferry and started its energy efficient operation era in 2013, and the results of its refit were easily seen. “We have gained approximately 13% reduction in our CO2 emissions and about 45% reduction in maintenance costs of our diesel generators. Now we also experience a lot more advantages in our engine room. We can prolong our maintenance intervals. We have no visible smoke in our funnels and what we also see is that we reduce our diesel generators’ running hours”, says Carsten Johansen, Senior Chief Engineer in Scandlines.

Significant fuel savings are integral in this hybrid solution. The ferry normally operates on one diesel engine, with supplementary energy coming from the energy storage system. When in port the single diesel engine continues to operate at optimum combustion and feeds excess energy into the BlueDrive PlusC energy storage system for use during transit. Calculation shows that fuel savings of between 15 and 20%. Also, as batteries have no moving parts, they are safer than alternative energy sources.

Odd Moen, Sales Director at Siemens Ship and Marine, says: “Energy storage systems help

get the best out of diesel-powered engines operating with different loads. With engines running optimally, less fuel is used, soot build-up is greatly reduced, less maintenance is required, engine life improves and, of course, emissions reduce. Most notable perhaps is reduction in NOx, where catalytic converters operate at highest efficiency when the engines no longer run on low loads. As this hybrid approach works equally well for all engine types, I believe this new electric storage system-based technology will become standard for several different kinds of vessel.”

Learn more about Scandlines Prinsesse Benedikte and Siemens Energy Storage system:

Fannefjord operated by Fjord1 where a BlueDrive PlusC battery-based Energy Storage System (ESS) is installed

Scandlines Prinsesse Benedikte where fuel savings of between 15 and 20% is calculated.

Finnoy ferry run by Norled is currently being refitted.

12 SHIP no 1/2015 SHIP no 1/2015 13

Smart solutions The 80-meter long, 20-meter wide ferry is driven by two electric motors, each with an output of 450 kilowatts. It is made exclusively of light long-lasting aluminum. The hull, for instance, has twice the life of its steel equivalent. This makes the ferry only half as heavy as conventional alternatives, despite its large batteries.

The ferry runs Siemens’ BlueDrive PlusC electric-propulsion system, which includes battery-based energy storage systems, steering system, thruster control for the propellers, energy management system and integrated alarm. The integrated automation systems control and monitor machinery and auxiliaries on the ferry and connect via Siemens’ Profibus to all other subsystems. The elimination of moving engines combined with the long-life aluminum hull leads to significantly lower maintenance costs over the vessel’s lifetime.

The world’s first zero-emission car ferry came into service earlier this year in western Norway between Lavik and Oppedal on Sognefjord. Run by Norwegian ferry operator Norled, it has capacity to transport 120 cars and 360 passengers across the longest and deepest – and some say most beautiful – fjord in the country. It operates its 6-km, 20-minute crossing on batteries using hydropower from the local electricity grid.

“Like a conventional ferry” “Except from the charging of MF Ampere it’s like a conventional ferry. It’s easy to handle and is very calm. At first I was a little sceptical as it was new, but after I have learnt and seen with my own eyes how great this technology is I’m convinced this is the future,” says Låstad.

The ferry operates safely on two battery packs each with the effect of 1,600 standard car batteries. It uses only 150 kilowatt-hours (kWh) per crossing, which corresponds to three days electricity use in a standard Norwegian household and saves Norled 60% on fuel costs. As the regional power grid is relatively weak, Siemens and Norled installed three battery packs - one lithium-ion battery on board and one at each pier to serve as a buffer. The 260-kWh units supply electricity while the ferry waits. The battery then slowly recoups all energy from the grid until the ship returns to drop off passengers and recharge. At night, the on-board batteries receive power directly from the grid.

Clean power The MF Ampere consumes around two million kWh per year compared to traditional diesel ferries that use at least one million liters of diesel a year with 2.640-ton carbon dioxide and 15-metric-ton nitrogen oxide emissions.

“We in Norled are of course very proud to be the first in the world to put a big car ferry in operation on clean energy from hydropower,” says Sigvald Breivik CTO at Norled. Siemens helped pioneer this innovative solution with Norled. “We have worked with Siemens over many years with different battery-hybrid systems on our ferries, so it was natural to contact Siemens for this battery-ferry project,” says Breivik. Norled’s CTO believes this is just the start. “We completed an analysis and found that 40 lines in Norway can be operated by electric power. Sognefjord is ranged at number 21 on this list, so of course you’ll see more electric ferries in the future.”

“Although lorries are only 3% of the vehicle fleet they cause a fifth of all road congestion in Europe. This is a problem that obviously needs to be addressed because it’s costing us 1 to 2% of European GDP every year,” says Nina Renshaw of the European Federation for Transport and Environment. Short sea shipping is not only more environmentally friendly than road transport, but it is cheaper and tends to be more reliable with regular schedules and little fear of congestion.

Short sea routes call for smarter solutions Short sea shipping by definition means more time in port than inter-continental transport with manoeuvring and loading operations forcing the vessel to run at low load. With this operational profile, fixed-speed engines are particularly uneconomical. Fuel is burnt unnecessarily, emissions increase and hours rapidly tick by until the next maintenance is due.

Short sea shipping is actively

promoted by the EU to solve road

congestion and reduce emissions.

Roughly speaking, short sea routes

and inland waterways carry an

impressive 40% of EU freight, but it is

still low compared to what it could be.

Siemens optimises propulsion for short sea shipping

World́ s first battery-powered car ferry sets sail“We have received lots of good feedback from passengers. They are very

impressed because it runs so calmly and it’s a zero emission ferry. They

think it’s great,” says Charlotte Låstad, Chief Officer on the MF Ampere.

Charlotte Låstad is Chief Officer at MF Ampere. The MV Ampere uses only 150 kWh of renewable energy per crossing, which eliminates emissions and saves Norled 60% on fuel costs.

https://www.youtube.com/ watch?v=a6Lp-qV9ZJU

Siemens’ BlueDrive PlusC with variable speed generator sets controls engines – whether they are diesel, gas or hybrid – to achieve optimum speed based on torque capability, and most-efficient fuel consumption. Effective engine use always maintains high exhaust temperature, which contributes to reduced pollution and engine wear. The result is a flexible system that runs optimally through all operations.

Battery power surges forward In the last three years, Siemens has received close to 30 orders for BlueDrive PlusC, including 15 hybrid solutions incorporating energy storage systems with batteries and one vessel that runs only on battery power (see page 13). With emphasis on more efficient running and reduced emissions, energy storage systems utilizing batteries are becoming more sort after. With advances in battery design and a downward cost spiral, hybrid solutions using batteries are becoming more profitable.

As Arne Gunnar Brandvold in Siemens explains, this approach gives significant gains for short sea shipping and coastal freighters in particular. “Batteries optimise gas- or diesel-electric engines by providing sufficient power at times of low load. As batteries act as a second power source, the ship need not use more engines than necessary. Consequently, those still running operate at optimum speed without peaks and troughs in demand increasing fuel consumption and engine wear. Furthermore, batteries are extremely responsive. If an engine trips out, the battery takes over immediately rather than waiting for an engine to kick in.”

Batteries = cheap energy When in port, vessels charge batteries from shore at roughly half the cost of marine fuel. Furthermore, the energy management system in BlueDrive PlusC directs unused energy from the engines to the batteries in a controlled manner to maintain safe battery life.

“We also see battery-powered ships’ cranes with regenerative brake power being part of the total solution. The kinetic energy expelled as the crane lowers is fed back into the system and used to power other on-deck consumers. Converting from hydraulic to electric deck equipment increases efficiency and also saves deck space otherwise taken up by oil tanks,” says Arne Gunnar.

The future With national and international organizations promoting short sea shipping and green alternatives, intelligent energy-saving hybrid propulsion solutions using batteries will be integral in coastal freighters of the near future. With BlueDrive PlusC’s proven track record, Siemens is hoping to make a significant contribution to this development.

14 SHIP no 1/2015 SHIP no 1/2015 15

Maximise efficiency and cut emissions The EcoMain decision support system allows you to fully exploit the commercial operation of your fleet, while reducing its environmental impact. The EcoMain on-board system collects data from the vessel and then collates, formats and saves it in report form to your specifications. Up to 60,000 data points are accessed, which deliver information on temperature, speed, pressure, navigation and a range of other important indicators. Data can be gathered in time intervals chosen by the owner – even down to one second if necessary – and accessed through EcoMain apps.

These applications enable energy consumption, emissions, maintenance schedules, document and information management and more to be evaluated and then optimized. For example, maintenance interval information passed on when a new crew comes on board can lead to direct cost savings. EcoMain apps even provide information on bunker attributes, enabling the master to control fuel quality. Reports are naturally compatible with SEEMP, which saves unnecessary reformatting.

Setting key performance indicators Many aspects affect ship efficiency. For example, different load profiles, trims, currents and weather conditions all impact

energy consumption. In EcoMain, all relevant energy consumers are identified and their mutual interactions and dependencies made transparent. Important factors such as energy consumption, emissions, fluid use, equipment wear and resulting service are then assessed and key performance indicators developed to easily compare all collected data between comparable vessels or across the entire fleet.

Remote control Vessel information is sent to the EcoMain fleet system on shore via a secure satellite connection. This ensures that onshore personnel have accurate and comprehensive

information to help optimise effectiveness. Data and system diagnostics from EcoMain can be used for trouble-shooting and remote maintenance. Maintenance personnel on the vessel and on shore can work hand-in-hand to react to any fault in real time to minimise its impact. Naturally this increases ship safety and voyage efficiency.

Fleet-wide gains EcoMain helps fleet operators visualise a ship’s performance, identify points of improvement and evaluate the success of initiatives put in place to improve performance. Improved documentation, common reporting structures and knowledge sharing between vessels, particularly with the same operational profile, maximize fleet effectiveness. Vessels have the potential to sail safer, with less fuel, lower emissions and optimized maintenance.

To paraphrase ex-General Secretary of the UN, Kofi Annan: “Information is liberating, knowledge is power”. EcoMain gives owners and operators the power to sail safer and greener with less costs and a greater return on investment.

Ecomain optimizes fleet operation

Since the Ship Energy Efficiency

Management Plan (SEEMP) became

compulsory in January 2013,

focus on raising environmental

performance and improving

operational efficiency has

increased. The new regulations

require ship-specific SEEMPs.

The most successful plans however,

stem from a fleet-wide approach

where successful initiatives on

one vessel are used to improve

performance on others.

It doesn’t matter how high-tech a system is, if it isn’t easily accessible then

it won’t work well. Siemens has taken this sentiment to heart with the new

interface for its IAS400 integrated control, alarm and monitoring system,

which manages all connected systems on board. The IAS400 enables

operators to maintain safe and efficient operation of vessel machinery

and connected equipment at any time, and make the right decisions in

emergencies.

Improving vessel safety

IAS 400 Fuel consumption logger

Trim optimisation 3% of a.m. fuel cost could be estimated: 636.000 EUR

Power plant optimisation 2% improvement of E-load estimated: 28.000 EUR

Service assistance and remote services Saving 2 trips per vessel: 25.000 EUR

WHR operation decision support Saving 2% of the recovery rate: 40.000 EUR

Administration saving Daily reporting: 10.000 EUR

Total fuel cost per year for propulsion 2 x 29.680 kW x 0,75 x 24h x 250d x 170g/kWh x 467EUR/ tx0,000001 = 21.207.000 EUR

With the actual application package approximately 739.000 EUR/year and vessel could be saved.

EcoMAIN contributes to increase -clearly showcase potential savings

Waste Heat Recovery

Mainte- nance

EcoMAIN Fleet Managament

Platform

Fluid Monitoring

ReportingElectonric Logbook

SEEMP

Data Explorer

IGSS V6

Service

WIN CC

Energy Efficiency

SIMATIC OPC

Documen- tation

OPC DA

EcoMAIN Onboard Platform

Knowledge

NMEA

Emissions

Lyngsoe

Logical Overview

Ap

plic

atio

ns

Dri

ver

“The operator is only interested in getting correct real-time data from the processes he holds responsibility for and must be able to immediately understand what’s going on. With the latest version of IAS400, graphics are completely revitalized to give the interface more of a Windows 7 look in terms of general appearance, buttons and text. It’s more intuitive and easier to use. For example, the interface is based on a two-click philosophy, which means that the operator only need click the screen twice to access the relevant picture,” says Torgrim Rabben, Group Manager Automation at Siemens Marine.The IAS400 is a redundant system based on Siemens’ Simatic PCS7 process control system with fail-safes for all key operations. This redundancy philosophy stretches from the remote input/output cabinets all the way to the operator stations. Even if redundancy failure occurs, the user does not experience any loss in operability, as transfer of monitoring and control is virtually seamless. Naturally, IAS400 has extensive self- diagnostics and alerts the operator of failure, so appropriate measures can be taken to achieve full redundancy again.

On board the Edda FerdIAS400 is installed in the innovative PSV Edda Ferd owned by Østensjø Rederi (see article on page 4). Egil Arne Skare of Carl J. Amundsen

AS is project engineer for the vessel. “The IAS400 is a well-defined control, alarm and monitoring system with a good interface, robust hardware and all of the features you need”. The Edda Ferd has operated in the North Sea for a year and a half and we are very pleased with the system. There have been no problems at all,” says Egil.With the required implementation of EEDI (Energy Efficiency Design Index) for new ships and SEEMP (Ship Energy Efficiency Management Plan) for all vessels, fuel consumption monitoring is essential. In response, Siemens has introduced a new ‘Fuel Consumption Logger’ that monitors fuel use for four operational scenarios – alongside/harbour, transit, waiting at location and dynamic positioning. “The IAS400 allows trend monitoring of all parameters needed for daily vessel operation, including fuel consumption. This gives the captain and chief engineer valuable feedback that tells them whether or not the vessel is running on fuel-efficient loads, which is not always the case with alternative alarm and monitoring systems. In addition, we are able to export data directly into our shore-side system,” continues Egil.

A flexible approachAfter a year and a half of operation, Østensjø wanted to make some minor adjustments to the Edda Ferd’s IAS400 set-up. “Based on

operational experience, we decided to add a small number of additional alarms to the system and make some minor adjustments in the reporting structure. We found the system to be flexible enough to handle these new requirements. Siemens’ engineer came on board and just completed our job list quickly without any issues,” states Egil.The system also allows for remote diagnostics, which facilities resolution of any small issues or helps engineers prepare efficiently for onboard service. This is just one feature of many that shipowners appreciate in the IAS400.

Monitoring onboard emissionsThe shipping industry generates a substantial and growing level of air pollutants, including greenhouse gases. Following stricter governmental regulations, shipowners see the importance of measuring and reducing their fleets’ greenhouse gas emissions. One part of Siemens’ instrument portfolio is ULTRAMAT gas analyzers, which perform continuous and accurate measurement of CO2, NOx and SOx in exhaust gas. This monitoring solution fits seamlessly with Siemens’ Total Integrated Automation System and is an ideal solution for onboard Continuous Emission Monitoring Systems.

Most-popular EcoMain applications

• Energy • Emissions • Fluid use • Maintenance • Knowledge sharing • Documentation

Ship-owners and operators with advanced vessels need them to be highly reliable. Disruptions and operational shutdowns must be avoided.

Our offerSiemens Drilling & Marine LCM is part of our standby and maintenance program. Our aim is to make your vessel more reliable, environmental and profitable during the operation time through our global infrastructure which is accessible by all customers worldwide.

We offer spare parts, service, telephone support, upgrades & modifications and training as listed below: Systems and equipment• Electric-propulsion systems• Automation system with PLS and operating panels• Motors and generators• Starters, frequency converts and soft starters• Rectifiers and controls for variable speed DC motors• Generators with main switchboards and power management systems• Power supplies, UPS uninterruptable power supplies AC and DC supply• Steering and propulsion gears• Main switchboard, instruments and measuring systems• Automation, alarm, monitoring and report systems• Spare parts

www.siemens.no/marine

Life Cycle Management

Reliable maintenance and service

Siemens ASIndustry Sector

Editor:Odd Moen

Graphic design: www.designstories.noKarine B. Bergseth

Visiting address:Bratsbergveien 5NO-7037 Trondheim

Postal address:P.O. Box 9400NO-7493 Trondheim

Fax: +47 73 95 95 11

Services• Service and maintenance agreement• 24-hours standby and technical support• On-site service• Remote diagnostics and monitoring• Thermo graphic survey and vibration measurement• Spare parts• Upgrades and modifications• Training

Siemens Drilling & Marine Life Cycle Management is part of Siemens global network which enables us to provide reliable maintenance and service worldwide.

+47 815 365 24marineservice.no@siemens.comwww.siemens.no/marine

Siemens Marine & ShipbuildingLife Cycle Management