24
Ship A smarter journey Rising with the wind 6 New electric fish-farming vessels innovate industry 10 Norwegian ferries to go electric 14 2016 | siemens.no/marine
Ship A smarter journey
Rising with the wind
6
New electric fish-farming vessels innovate industry
10
Norwegian ferries to go electric
14
2016 | siemens.no/marine
It began with Ampere, Norway’s first emissions-free ferry. Run on batteries using clean hydroelectric power from the local grid, it’s the most environmentally friendly ferry of its size in the world. But is it a one-hit wonder, a novelty among conventional alternatives? Its owner, Norled, doesn’t think so. The ferry with capacity for 360 passengers and 120 cars has already sailed twice the distance around the equator, silently and effortlessly cutting fuel bills and giving its passengers and crew a quiet, comfortable journey. As a crewmember said to us, remarking on the lack of vibration: “We no longer need to make do with half cups of coffee, we can safely fill them to the brim”.
Stamp of approval Importantly, the Norwegian Parliament has been watching from the sidelines and seen ‘green’ shipping’s potential for helping reduce the country’s CO
2 emissions. It’s directed
that future ferry tenders incorporate zero- or low-emissions technologies where possible.
The Norwegian Public Roads Administration has followed through with the first tender specifying at least one zero-emissions ferry in its request for two vessels on the Anda to Lote route. The result? A winning proposal from Fjord1 for two zero-emissions, battery-operated ferries both incorpo-rating our integrated power and automation solutions (see page 14).
So what’s the potential? The short answer is ‘a lot’. Bellona and Siemens undertook a feasibility study based on data from Ampere and ferry routes in Norway. Of 180 ferries sailing 111 routes, 84 take short journeys and are profitable using only battery power. A further 43 sail longer routes where a plug-in hybrid solution would bring the vessels’ owners more revenues. Add those figures together and we see that 70% of all Norwegian ferries are more profitable using battery-based propulsion solutions. Such a shift would save Norway 89,000 tons of marine gas oil and 300,000 tonnes of CO2
annually.
And that’s just for ferries. The same technology is catching on elsewhere. Last year, the world’s first battery-powered fishing boat came into service in northern Norway. When fishing on batteries, it’s estimated to cost around one Euro per hour. This year it’s the turn of the sea-farming sector with SalMar’s battery-powered workboat. As it regularly comes into harbor, it can easily recharge its batteries on cheap, clean 50 Hz shore supply. Furthermore, with our new onboard fast-charger, it only takes around one hour to do so (see page 12).
Our digital world Demand for complex, versatile and affordable ships has never been greater as fleet owners and operators seek reasonably priced and reliable designs that satisfy their requirements. Consequently, ship developers will adopt technologies that enable shipyards to build fleets on budget and on time with operational performance and lifecycle
durability and availability to satisfy acceptable total-owner-ship-cost (TOC) goals.
The next generation of Integrated Product Development Environment (IPDE) solutions will enable shipyards to more tightly integrate the complete enterprise with focus on the supply chain and service lifecycle management, both top priorities today. Strategic partners will continue to collaborate and share data through a highly secure private network. To accomplish this, technologies such as data analytics or the Internet, must be linked to existing technologies to merge the virtual and real worlds. A cloud-based solution offers supply-chain members access to the master-data file, so they can operate virtually and efficiently. In a similar manner, service lifecycle management providers will manage the process and coordinate between supply chain members and fleet support staff.
Changing perspectives on maintenance Shifting from time-based to condition-based maintenance will be achievable through statistical process control tech-niques and remote monitoring of equipment. Advanced sensors, cameras, communication and data analytics will make it possible to tell whether equipment will fail before it does.
Based on Siemens’ PLM portfolio, there are at least seven major shipbuilders globally that have undergone significant digital transformation. In every instance, the shipyard is already recognized as a world leader for specific ship types. However, management in each saw the need for continual innovation and invested heavily in digital transformation. We’ll see this trend continue as more yards emulate these leaders with numbers of digitally transformed yards doubling or trebling over the next decade. This is where Siemens’ solutions expertise comes in – the result of combining our in-depth industry and process know-how with extensive experience of automation, industrial software and data analytics.
The future starts here
Odd Moen Sales Director, Marine Solutions [email protected]
2
Ship | 2016
When a ship is named Maximus it has a lot to live up to – it means ‘greatest’ in latin. A befitting moniker as the Normand Maximus, with its price tag of US$390 million, is the most significant single vessel investment ever made by Solstad Offshore and the largest offshore construction vessel (OCV) in Norway.
Built by Vard Tulcea in Romania and outfitted at Vard Brattvåg in Norway, the Normand Maximus has a length of 178 meters, a breadth of 33 meters, deck area of 2,500 m2 and accommodation for 180 people. It will combine SURF (subsea umbilicals, risers and flowlines) installation with ultra-deep water field development activities in West Africa for Italian contractor Saipem after delivery in July 2016. Charter duration is eight years.
The Normand Maximus is the third offshore vessel in a row for Solstad fitted with a Siemens diesel-electric propulsion system incorporating 6.6 kV generators, low and medium voltage BlueDrive thruster drives, 6.6 kV switchboards, transformers and power management system. Power requirement is a giant 31 MW. Jan Viste, Electrical Project
Engineer with Solstad, says: “I’ve worked with Siemens on the offshore support vessels Normand Oceanic and Normand Vision and am pleased to work with Siemens again on the Maximus. It’s a company with highly skilled staff supplying robust and dependable systems. Particularly, the 6.6 kV main switchboards and power management systems are very reliable.”
The Normand Maximus is equipped with dynamic positioning (DP) 3, boasts a 550-tonne top-tension vertical lay system for large diameter flexible pipes, a 900-tonne active heave compensated offshore crane and a 4,000 tonne under-deck carousel for pipe, cable and umbilical storage. Its work-class ROVs operate through two dedicated moonpools. This all makes it not only Solstad’s largest vessel, but also the most technically advanced to date.
Great expectations
“The Normand Maximus is the third offshore vessel in a row for Solstad fitted with a Siemens diesel-electric propulsion system”
3
2016 | Ship
Siemens successfully completed the first live short-circuit test of a closed bus-tie in US waters in DP mode for the platform supply vessel (PSV) MV Southern Tide.
Siemens’ intelligent load controller (ILC), a unique and highly advanced bus-tie breaker for DC circuits, is an integral part of the BlueDrive PlusC diesel-electric propulsion system supplied to the vessel. As part of the thorough testing and approval process, the vessel sailed out of dock at Thoma-Sea Marine Constructors LLC and into the Gulf of Mexico for the full-scale live test on a closed bus circuit with the vessel in dynamic positioning (DP) mode.
Short circuit in DP mode With representatives of the United States Coast Guard (USCG), American Bureau of Shipping (ABS) and Tidewater in front-row seats, a large consumer was short circuited to test the system’s integrity. Three generators – two portside and one on starboard – were running with all thrusters operating under normal DP conditions to simulate oilfield operations. Lars Barstad, Global Product Manager for BlueDrive PlusC, was in charge of the test for Siemens. He says: “The ILC bus-tie breaker has been comprehensively tested and is in operation in several BlueDrive PlusC installations, so we know how well it works, but for others it was the first time they had seen a DC bus with closed bus-tie, so there was a feeling of excitement. During the short-circuit test, the ILC bus-tie breaker split the two switchboards within 20 microseconds. The fuse for the heavy consumer blew after 0.3 milliseconds (250 microseconds) with the standard DC bus reverting to normal voltage within ten milliseconds. The portside section of the bus retained normal voltage all of the time. As the fault was cleared so quickly, the
remaining converters for main propulsion, tunnel thrusters, ShipNet™ supply (distribution transformers) and generators stayed connected and the ship had all power after the fault. Everyone present was very impressed with the system’s robustness and safety, with the USCG representative saying he’d ‘never seen anything like it’.”
20,000 times faster Compared to other solutions, the ILC bus-tie breaker splits the main switchboard 20,000 times faster than a regular bus-tie breaker if a short circuit occurs. It means engines on both port and starboard sides of the split switchboard work optimally and safely together across the closed bus, providing the operator with fuel and emission savings not available with a system containing a circuit working on open bus-ties.
Putting the vessel in blue drive The ILC bus-tie breaker is a vital part of the BlueDrive PlusC diesel-electric solution installed in MV Southern Tide. The vessel is equipped with power and propulsion drives, main propulsion and thruster motors, low-voltage switchboards, an energy management system and Siemens’ IAS 400 redundant automation system and remote diagnostic for alarm, monitoring and control functions. Furthermore, as part of a Sole Source Vendor (SSV) solution, Siemens was also responsible for designing, engineering, commissioning and project management of the diesel-electric, automation and thruster control systems. BlueDrive PlusC was selected for two main reasons – firstly, through operational efficiencies, the system delivers significant fuel savings and lowers maintenance costs. Secondly, its streamlined design reduces space, which again increases cargo capacity.
“Through operationalefficiencies, the system delivers significantfuel savings and lowers maintenance costs”
“Everyone present was very impressed with the system’s robustness and safety”
Testing times as Siemens’ DC bus-tie breaker comes under the spotlight
4
Ship | 2016
With BlueDrive PlusC, individual speed control of each diesel engine over the whole engine-speed spectrum is possible independent of synchronous speed. The control system dynamically sets speed according to the optimal operational point of the engine, which means diesel engines are operating at lowest possible specific fuel consumption. During DP operation, production and even spinning reserve are realized with limited consumption and emissions. To lower fuel consumption even more, the ILC bus-tie breaker makes load shifting between the port and starboard part of the system possible.
In service Certified by ABS and USCG, Tidewater’s MV Southern Tide is 94 meters long, 19.5 meters wide and capable of speeds over 14.5 knots. The PSV is currently operating out of Port Fourchon, Louisiana and can carry a variety of cargoes, including large quantities of fuel, water, drilling fluids and dry bulk in below-deck tanks, while simultaneously transporting casing, drill pipes and containers on open decks. Tidewater Inc. is the world’s largest provider of marine support services for the offshore energy industry.
Testing times as Siemens’ DC bus-tie breaker comes under the spotlight
BlueDrive PlusC demonstrated its capability to make future vessels safer, more environmentally friendly and profitable.
5
2016 | Ship
Ulstein Verft has taken a bold step into the offshore wind sector with two new service operation vessels (SOVs) for Bernhard Schulte Offshore (BS Offshore). Not only do both vessels boast Ulstein’s innovative X-bow, built to reduce effect of heavy seas and lower fuel consumption, but also the first installation of Ulstein’s X-stern, which facilitates safe dynamic positioning operations when the stern is angled towards the weather.
The first vessel, Windea La Cour, was delivered to BS Offshore in June with the second to follow first quarter 2017. Both vessels are equipped with Siemens’ BlueDrive PlusC diesel-electric propulsion solution, including variable-speed diesel engines and generators, drive systems, low-voltage switchgear, distributors, thruster and propeller motors, energy management system and control system. “BS Offshore needed a modern, environ- mentally sound SOV with longevity,” explains Geir Sivertstøl, Head of Electrical Systems in Ulstein Design & Solutions. “We evaluated several propulsion solutions and concluded that BlueDrive PlusC is the best choice for this project. BlueDrive PlusC with its variable-speed for diesel engines means BS Offshore saves large sums on fuel compared to fixed-rpm alternatives, as well as
reducing emissions of CO2 and NOx, which
is equally important given the vessels’ operation in the renewables sector. Results from our calculations, which were supported by successful sea trials, really impressed me. SOVs run on low load when they hold station by wind turbines. When engine load comes down to 27%, fuel savings are really considerable, as well as achieving comparable reductions in noise and vibrations. Additionally, as the pistons are working less, maintenance is reduced, which also means shipowners get more operating time from the vessels we build,” says Geir.
Siemens takes control The entire power and frequency distribution systems are located in the vessels’ central areas with frequency converters built into the main switchboard. Siemens integrates and controls all elements of the power train, including propellers and diesel engines, in its energy management system. “As BlueDrive PlusC is an entire propulsion solution ranging from control levers on the bridge to the propulsion motors, we are released from some of the normal shipbuilder’s responsibilities for electrical installations through Siemens’ extensive testing protocols and warranties,” says Geir.
Rising with the wind
“We evaluated several propulsion solutions and
concluded that BlueDrive PlusC is the best choice for this
project”
The Windea La Cour, shown here in Hamburg, is the first windservice vessel built by Ulstein.
6
Ship | 2016
Rising with the wind
Safe DP operation with closed bus-ties The two SOVs operate in dynamic positioning (DP) 2 mode, facilitated by Siemens’ intelligent load controller (ILC bus-tie breaker) for DC supply. Traditional DP2 vessels run with open bus-ties to separate two power systems. If one system fails, the other takes over safe operation of the vessel. However, this doesn’t optimize the vessel’s full capability, so it cannot operate as effectively as it can if the generators for both systems are connected and work together. With Siemens’ ILC, the SOVs’ dual-propulsion systems safely operate to their full potential in closed bus-tie mode, providing significant fuel savings as engines operate more efficiently together. “In BlueDrive PlusC, we do not need to worry about ride-through failures as the ILC bus-tie breaker is fast enough to open if a short circuit occurs, leaving the second power station unaffected. It’s amazing that we can do this as it’s challenging to have closed bus-tie operation with traditional systems without risking blackout and switchboard damage,” says Geir.
Faster and easier installation Shipowners and yards are finding that BlueDrive PlusC saves space compared to traditional systems. Not only that, according to Geir Sivertstøl, but it saves work hours and materials during construction. “The configuration of the propulsion system is more streamlined, which gives us some advantages. Firstly, the power station and frequency drives are located in two back-to-back switchboards, which are then connected to the electric motor by two connection points and one cable set. If we compare this to a standard 12-pulse, fixed-speed solution where we connect the
switchboard to the transformer and on to the frequency drives, before the final cables are run to the motor, we save four connection points and a lot of cabling and labor costs,“ Geir explains. “And secondly,” he adds, “as drives are located centrally near the system’s switchboards, we save on piping and cooling components.”
In service The Windea La Cour is entering service on long-term charter from BS Offshore to Siemens Windpower through its part-owned wind-sector service company Windea. The vessel is appropriately named after Poul La Cour, who was a renown Danish meteorologist and wind turbine innovator. While Ulstein is working on the second SOV, the Windea La Cour will be working in the 150-turbine Gemini Offshore Wind Park, 85 kilometers north of the Dutch province of Groningen, and a five-hour trip from shore. Still under construction, Gemini will be one of the largest and most productive wind farms in the world with its 600-megawatt capacity.
Specialist built-to-order SOVs for the wind service sector are relatively new. Siemens supplied BlueDrive PlusC variable-speed propulsion, energy management solutions and thruster control systems to the first two SOVs ever built in 2015. The Esvagt Froude and Faraday were delivered in 2015 and are proving their worth in English and German wind farms. Based on the design and performance of these vessels a third is now under construction.
According to Ulstein Design & Solutions, when engine load lowers to 27%, fuel savings for Windea La Cour are considerable.
© Ulstein Group
7
Østensjø’s low-emissions OCV sets new environmental standard
“The variable-speed solution with batteries from Siemens means the engines run optimally at times of both low and high loads”
Østensjø Rederi has taken delivery of the world’s most environmentally friendly offshore construction vessel (OCV). Under a five-year contract with DeepOcean, the 150-meter long by 27-meter wide Edda Freya set sail for the North Sea in June to work for Statoil.
The largest ever investment in a single ship by Østensjø Rederi of NOK 1.4 billion includes the first installation of Siemens BlueDrive PlusC variable-speed electric propulsion system in a dynamic positioning DP3 vessel. The system comprises of a space-saving compact switchboard, integrated thruster controls, transformers, frequency controls, redundant power feed for propellers, energy management system, intelligent load controller (DC bus-tie breaker) and battery storage units.
Fuel use cut by up to 25% in DP mode The extensive sea trials held earlier in the year were a time of great anticipation. Previously, using the MINDSET analysis tool and experience from the platform supply vessel Edda Ferd, Østensjø had predicted ambitious savings for emissions and fuel. Would the Edda Freya with BlueDrive PlusC deliver on expectations?
Project Engineer Egil Arne Skare of marine engineers and naval architects Carl J. Amundsen AS holds technical responsibility for the Edda Freya. He says: “Naturally, trials were extensive. This is a highly complex ship that was thoroughly tested at sea and quayside. The result is a groundbreaking vessel that outperforms its contemporaries. In terms of the propulsion system, we confirmed our earlier prognosis. BlueDrive PlusC provides significant fuel savings. These are as much as 25% in DP mode with equivalent reductions in emissions of CO2
and NOx. Siemens has worked closely with the diesel engine manufacturers to achieve these savings, as well as the producers of selective catalytic converters to optimise operation here as well.”
NOx emissions slashed In Norway, a tax on NOx emissions is a reality with revenues being set aside for initiatives to reduce further emissions of this harmful gas. Consequently, there is financial motivation for vessel owners and their charterers to cut emissions to a minimum. “On vessels using traditional electric propulsion, you lose the effect of the catalytic converters at low load as diesel engines run at higher speeds than necessary. The variable-speed solution with batteries from Siemens means the engines run optimally on both low and high loads, so the selective catalytic converters work during dynamic positioning operations and at quayside. NOx emissions are minimal from the Edda Freya”, explains Egil.
Batteries take demand peaks Inclusion of batteries in the power-supply system is part of a forward-thinking philosophy shared by Østensjø Rederi and Siemens. “The four 136 kWh-powered battery banks act as a buffer at times of heavy load by absorbing the call for additional power to allow the diesel engines to run at steady load and speed,” says Egil. “This maximizes fuel consumption and reduces engine wear, as well as reducing the need to run extra gensets. In addition, we maximize generated energy from consumers, such as heavy-duty cranes. Here, when the cranes lower, kinetic energy is harvested and is either used directly by the propellers or sent via the switchboard to the batteries for storage. It wasn’t easy to adapt the topside consumers, but we did it and it’s paying dividends,” clarifies Egil.
The Edda Freya runs optimally with both high and low loads using Siemens’ BlueDrive PlusC variable-speed propulsion solution.
© Olav Thokle /Østensjø Rederi
8
Ship | 2016
Østensjø’s low-emissions OCV sets new environmental standard
“I can usually tell the success of a propulsion system by thenumber of calls I receive from the chief engineer. So far the phones have been quiet”
Safely does it Batteries also act as a safety backup if a main engine unexpectedly stops. “If for any reason gensets fail, batteries keep the vessel alive, working sub-systems such as pumps, fans and topside consumers. Activities can carry on with minimal interruption,” says Egil.
A key safety feature of the BlueDrive PlusC propulsion system is Siemens’ unique bus-tie breaker, otherwise known as an intelligent load controller (ILC). Egil explains: “On the Edda Freya we have two engine rooms each with their own complete propulsion systems, which are again split into two switchboards controlling diesel engines, thrusters and batteries. All four switchboards are linked through a looped DC bus circuit with intelligent load controllers separating each zone. These bus-tie breakers are about a thousand times faster than any alternative. If failure occurs, the ILC opens in a few microseconds to isolate the faulty subsystem to prevent blackout and enable the remaining zones to operate normally. It increases safety and allows us to get the most out of the Edda Freya’s dynamic positioning system.”
Smooth running According to Egil, the BlueDrive PlusC system runs seamlessly. “Cooperation with Siemens has been very good and the results live up to expectations. The switchboards are working well, which is as expected. Over the last ten or twenty years, switchboard technology has advanced so much. Even with complex vessels, they run so smoothly without the risks we saw before,” he says.“The Energy Management System (EMS) interacts across all elements, including BlueDrive thruster controls, which have been working since day one. All systems including pumps, fans and auxiliary systems are controlled and optimised to reduce total power consumption, which again saves us fuel and emissions. With BlueDrive PlusC, Siemens has made a system where all components are fully integrated and work optimally together. I can usually tell the
success of a propulsion system by the number of calls I receive from the chief engineer. So far the phones have been quiet,” concludes Egil.
Five-year contract The Edda Freya is contracted for five years to DeepOcean for service in the North and Norwegian Seas in the subsea, umbilicals, risers and flowlines (SURF) segment, including cable-laying operations, offshore construction and inspection, maintenance and repair.
The Edda Freya is currently under contract to DeepOcean.
© Martin Hauge-Nilsen/Østensjø Rederi
9
2016 | Ship
We’re eating more fish than ever before. Globally, annual fish consumption has grown from around 10 kg per capita in the 1960s1) to over 17 kg today2). With the world’s population predicted to hit 9 billion by 2050 and volumes of wild fish caught plateauing out, we’re reliant on a dynamic and increasingly efficient fish-farming industry to meet demand.
Although Asia and particularly China dominate global aquaculture with 88% of world production, Norway stands clear as the country with the largest fish-farming industry in Europe. In Norway, 99% of farmed fish are salmon and trout, with a sprinkling of shellfish and whitefish thrown in for flavour. Norwegian waters are ideal for raising these popular fish, with a winning combination of sheltered coastline, optimal water current and correct temperature. Pushed by a strict regulatory framework focusing on animal welfare, safety and the environment, the Norwegian fish-farming sector is keen to innovate.
Well impressedShipowner Rostein AS based on Harøy, an island between Alesund and Molde on the Norwegian west coast, received the second of four live fish carriers – also called well boats – of type LFC 2020 in May from local yard Larsnes Mek. Verksted to add to its existing fleet of ten live fish carriers. This isn’t the first well boat built by Larsnes for Rostein. In 2009, it built what was at that time the world’s largest fish carrier. Clearly, Rostein liked what it saw. Two years ago the company bought a controlling stake in the shipbuilder.
Ready to serveCalled the Ro Server the latest delivery is the same size as its sister vessel the Ro Arctic at 75.5 meters long and 15.5 meters wide with two wells and sliding bulkhead. Designed by Skipskompetanse AS, it is the first vessel in the world to be equipped with thermolicers that use warm freshwater rather than chemicals to de-lice fish. Fortunately, lice do not like fast temperature changes. When fish are run through the thermolicer, they are subjected to a sudden rush of warm water. Lice die and fall off, and are safely collected.
Keeping fish healthyVessel reliability is paramount for live fish carriers. These vessels size, sort, clean and transport smolt and fully grown salmon and trout from pen to pen or to and from shore. When carrying live fish, the wells storing the fish must maintain circulation and temperature. If the system fails, it endangers the thousands of fish the vessels carry. This is a key reason why Rostein is installing Siemens’ integrated diesel-electric propulsion systems, including all drive components, switchboards, generators, energy management systems, and thruster motors with control systems in all of its four newbuilds. “We looked at cheaper alternatives, but chose Siemens due to reputation and quality. The goal is to install a reliable system that doesn’t cause our customers problems further down the line,” says Narve Røsok, Technical Manager in Rostein. “We wanted to avoid diesel-mechanical solutions that are reliant on one main engine
New electric fish-farming vessels innovate industry
Rostein’s Ro Arctic is the first of four live fish carriers with electric-propulsion systems from Siemens.
Ship | 2016
with relatively high risk of complete vessel shutdown. Using Siemens diesel-electric propulsion systems, we have good redundancy provided by two electric motors driving one propeller and four Yanmar diesel generator sets. Furthermore, risk is reduced for all four vessels by buying from one renown propulsion supplier and standardizing the solution,” explains Narve.
Cutting costs “Diesel-electric propulsion also means we burn less fuel, which in turn saves emissions,” says Narve. “The energy management system optimizes energy use from the bridge. With multiple engines we have more opportunities to regulate and therefore optimize efficiency and fuel consumption. The same propulsion system in all four vessels also reduces training costs and provides the potential of moving crew between vessels without further instruction. We also see synergies that should reduce future maintenance costs,” Narve adds.
SalMar orders first battery-powered workboat As well as live-fish carriers, fish farm work- boats are regulars on the hundreds of fish farms along the Norwegian coast. These are the workhorses of the industry, constantly transporting feedstuffs, moving equipment, repairing or moving pens, anchor handling and facilitating inspections. The vessels’ work profile with the opportunity to be back in harbor every evening makes them ideal candidates to use clean and cheap 50 Hz shore power to the fullest extent.
Now SalMar, Norway’s third largest salmon producer with around 1,000 employees, has seized the opportunity with the world’s first battery-powered workboat. The innovative
13-meter twin-hulled vessel is being built by Norwegian shipbuilders Ørnli Slipp and contains the same proven Siemens technology used earlier in the battery-powered fishing boat Karoline (see page 12) and several advanced offshore vessels and ferries. The vessel contains a fully integrated propulsion system, from thruster controls and switch-boards to the propulsion motor and energy management system for control and opti-mization of operation and energy use. Power stems from two battery banks with generators, supported by an efficient diesel common-rail silent-running engine for backup. Siemens has also integrated a supercharger, which allows SalMar to fully charge batteries in around one hour from standard 50 Hz supply. Eskil Bekken, Technical Manager in SalMar, says: “We have seen electrification in other sectors and now it is our turn. By choosing Siemens solutions we are capitalising on proven technology used in ferries and offshore vessels, notably the world’s first electric ferry. Battery power gives our crew a quieter and vibration-free working environment and we cut harmful emissions in the process.”
For Siemens, it’s further justification for its investment in vessel electrification and battery power specifically. Odd Moen, Sales Director in Siemens Marine, states: “We are proud that environmentally friendly propulsion solutions developed by Siemens in Norway are used in yet another type of vessel. It’s also an important step in cutting emissions in the fish-farming sector generally.”
The first battery-powered workboat in the world is scheduled to be in service for SalMar by the end of the year.
1) The State of World Fisheries and Aquaculture 2008, United Nations. 2) “Fish to 2020: Prospects for Fisheries and Aquaculture”, World Bank report no. 83177-GLB, December 2013.
“Siemens has integrated a supercharger, which allows SalMar to fully charge batteries in around one hour from standard 50 Hz supply”
SalMar’s new battery-powered workboat saves its crew from noise and vibration.
11
Norway boasts a coastline that, according to National Geographic, can circle the world two and a half times over. Norwegians are skilled at looking after the resources they have and the country holds a leading global position in fisheries management and environmental protection. Fitting therefore that the world’s first battery-powered fishing boat is Norwegian.
Teamwork The Karoline belongs to Bent Gabrielsen and is his daughter’s namesake. It’s the result of a seven-year project between boat builder Selfa, the Foundation for Scientific and Industrial Research (SINTEF) and Siemens, all three based in Trondheim, Norway. The boat is an 11-meter hybrid with a propulsion system consisting of a lithium-polymer battery bank and a variable-speed generator driven by a diesel engine for back-up and long-distance sailing.
A year on A year after it was first registered is a good time to take stock. Many said that it was a brave decision to be the first fisherman in the world sailing a battery-powered boat. Bent saw the risks, but due to his love of innovation, he thought the potential benefits outweighed the risks. “Certainly some people were sceptical and said it would never function, but they’ve been proven wrong. These same naysayers see that it works and are now keen to join me onboard to experience battery-powered fishing first hand. Personally, I’m very pleased with the boat. To fish without the noise and
vibration of a diesel engine is wonderful. It’s really improved my working day.”
Ten Euros per charge Another key reason why Bent chose to go electric is the potential fuel cost savings. Bent says: “I tend to use the diesel engine to reach the fishing grounds and then run entirely on batteries for the seven to eight hours I’m fishing and for a proportion of the return journey. When I get back to port I charge it overnight on standard 50 Hz supply. This overnight charge gives me around ten hours running time and costs just ten Euros at current electricity rates. And here in Norway the power grid is fed by renewable energy, so it’s particularly beneficial for the environment.”
Fishing halibut The vessel is a regular in the waters off its home base on the island of Vanna in Troms County. At the time of interview, Bent was hours away from setting off on a three-day trip to fish Atlantic halibut from the deep waters of the Norwegian Sea. It’s a little unusual as Bent normally fishes for cod, coalfish and lumpfish in local waters. “We’re joining another boat, so we’ll have company and with any luck we’ll bring home around 17,000 kilos, which is a nice catch in today’s buoyant market,” explains Bent. The hope is that the second vessel’s diesel engines do not disturb Bent too much.
Battery-powered fishingThe fishing grounds off northern Norway are a nirvana for professional and sports fishermen alike.
“To fish without the noise and vibration of a diesel engine is
wonderful,” says Karoline’s owner Bent Gabrielsen.
The Karoline is the world’s first battery-powered fishing vessel.
12
Ship | 2016
On the Leinebris scenes like these are confined to the 60-inch TV in the sky lounge. Ease and efficiency are the order of the day. Its crew enjoy many comforts including a gym, sauna, solarium and the modern sky lounge with its 360-degree view. There’s even a fireplace – albeit artificial – to give it that homely feel.
Pooling resources Leinebris is a partnership between Åge Uran and Paul Harald Leinebø, both from the west coast of Norway. In 2013, the pair decided to merge their companies to form Leinebris AS and invest in a deep-sea, highly advanced fishing vessel. At the time of writing, the vessel has been fishing for ten months in the Barents, Norwegian and North Seas mainly for cod, haddock and halibut, although ling and tusk are caught closer to shore. “So far, so good” according to part-owner and first mate Åge Uran. “We’ve caught around NOK 80 million of fish, which has been sold through our own export company as far afield as the US and Brazil, although most fish go to Britain and Norway. Our focus is on quality line-caught fish, but for two months a year we also lay gill nets to help us reach our quota. Using onboard production facilities, headed and gutted and filleted fish go from live to frozen in two to four hours, something our customers appreciate,” he explains.
Performance review The 58-meter long vessel was built by Tersan Shipyard in Turkey and is fitted with an integrated Siemens
Catch of a lifetimeWind and rain batter the crew as they pull in nets, struggling to keep upright on the plunging deck, while the grim-faced skipper stands stoically and alone in the wheelhouse guiding the boat home.
diesel-electric propulsion system, including generators, drives, propeller motors, main switchboard, integrated power management system and a thruster control system. “So far, we are very happy with the vessel,” says Åge. “It’s better than expected, is easy to operate and service, and helps us work more efficiently. Fuel economy is one area we see savings. Our original projections for cost reductions are too low. Diesel savings are greater,” says Åge. “We also like the quietness of the diesel-electric system. When we are off-shift and relaxing we do not hear any difference from when we’re sailing normally and bringing in lines,” he continues.
Fishing undercover The Leinebris is one of a small number of modern fishing vessels with a moonpool for running lines and nets. “The moonpool improves the safety and working conditions for our crew,” says Åge. “It also means we can fish continuously in bad weather. Lines as long as 46 nautical miles are baited with squid or Pacific saury at a rate of 3.3 hooks a second by the automatic baiter. In all, 60,000 hooks are set a day,” concludes Åge. The vessel operates around the clock when a typical day might involve five hours putting out lines and 19 hours retrieving them and handling the catch. It might seem like all work and no play, but the shift rota allows the crew of 20 to 24 to take advantage of the facilities. After all, with its interior and accommodation designated as ‘cruise standard’ it’s a shame not to enjoy the trip.
“The vessel is better than expected, is easy to operate and service, and helps us work more efficiently. Fuel economy is one area we see savings. Our original projections for cost reductions are too low. Diesel savings are greater.”
The Leinebris is one of a small number of fishing vessels with a moonpool, which enables the crew to fish safely in all weathers.
13
2016 | Ship
As evidence mounts of the effectiveness of battery-operated and hybrid ferries, the Norwegian Public Roads Administration (NPRA) awards its latest ferry contract to Fjord1 and its proposal for two battery-operated ferries to run on the short fjord crossing between Anda and Lote on Norway’s west coast. Siemens is selected as the integrated power and automation solutions supplier for both vessels.
Significantly, the NPRA specified in its original tender that one of the two ferries should have zero emissions and the other low emissions, in response to the Norwegian Parliament’s directive that future ferries must have higher environmental standards. Norway’s public organization responsible for all national and county roads – including the relevant ferry links – was encouraged by the success of Norway’s first battery-operated ferry, Norled’s Ampere (see earlier editions of Ship) and felt confident of issuing its first public tender for a zero-emissions ferry.
70% of Norwegian ferries more profitable with batteries New research published in August 2015 supports the decision to go electric. Not only is it good for the environment, but it also makes economic sense. The comprehensive study of all existing Norwegian ferry routes by the Bellona Foundation – an independent, non-profit organization fighting climate change – and Siemens concluded that 70% of Norwegian ferry routes are more profitable with ferries run purely on batteries or with hybrid propulsion.
Experience from Ampere is used as the basis to calculate investment and savings for all 111 ferry routes in Norway.
The research shows:
• Ferries operating on relatively short routes have operational profiles where battery power or hybrid solutions can be profitable. Of 180 ferries in Norway, 84 have crossing times of less than 35 minutes and operate at least 20 trips on each of their 61 different routes during a 24-hour period. This operational profile makes battery-powered solutions profitable.
• For longer routes, batteries with greater capacity are necessary, which incur higher costs of fast charging and make battery-powered solutions less competitive. Therefore it is economically and environmentally preferable to choose hybrid solutions for 43 Norwegian ferries operating on 32 longer routes. These hybrid solutions are a combination of battery power and either diesel- or gas-operated propulsion systems.
Given today’s technology, the report estimates that it is profitable to substitute 127 of Norway’s 180 ferries with either battery-powered or hybrid alternatives, which equates to over 70 percent of Norway’s ferry fleet. If Norway succeeds in this ambitious goal, the environmental benefits are considerable. Findings from the Ampere study reveal CO2
reductions of 300,000 tonnes, which is 9% of annual emissions from domestic shipping and commercial fishing in the country, and a yearly cut in NOx emissions of 8,000 tonnes.
Norwegian ferries to go electric
Fuel and emissions savings from the world’s first battery-powered ferry have been used to estimate potential for reducing emissions across Norway’s ferry fleet in a recent research study.
“70% of Norwegian ferry routes are more profitable with ferries run
purely on batteries or with hybrid propulsion”
Ship | 2016
14
wide, with capacity for 90 cars and 372 passengers. Three crewmembers are needed to operate the vessel.
Siemens has responsibility for the full propulsion and energy management system from controls on the bridge to the charging system on land, which simplifies the chain of responsibility for the shipowner and shipyard. The BlueDrive PlusC propulsion system includes an energy storage system, variable-speed drive technology for the propellers and an integrated alarm and monitoring system. Improved control and safety, coupled with lower operational and maintenance costs, are provided through Siemens energy management and thruster control systems, and the remote-access monitoring system EcoMain. The energy management system also facilitates secure automated fast charging through a WI-FI connection to Siemens’ shore-based charging stations at both ends of the ferry’s route.
In addition, two diesel engines are installed to give the ferry the possibility of operating as a plug-in hybrid to provide additional power for breaking and travelling through ice during Finland’s harsh winters.
Finland’s first battery-powered ferry will operate from summer 2017 and is expected to follow Ampere’s example of cutting fuel costs by 60% with comparable reductions in emissions.
Running on BlueDrive PlusC Despite the NPRA allowing for hybrid operation using biodiesel or biogas on one of the two ferries put out to tender, both Fjord1 vessels are battery-operated, zero-emissions ferries. Siemens is supplying its BlueDrive PlusC integrated propulsion system to both and all charging technology on board and on land, which includes battery-based energy storage systems, thruster controls for propellers, energy management systems and integrated alarms. Batteries will be charged from the local grid through a Siemens charging station situated at both ends of the crossing. The ferries have capacity for 120 cars, 12 trailers and 349 passengers.
New hybrid ferries The battery-powered ferries come in addition to two new contracts gained by Siemens in July to convert three existing ferries into battery hybrids. The first is for a refit of two existing ferries for Torghatten ASA. The company is upgrading its diesel-electric ferries Melshorn and Vardehorn with battery-based energy storage, energy management, power management, integrated alarm and monitoring and remote diagnostics systems from Siemens. Its daughter company, FosenNamsos Sjø, provides the second contract by choosing Siemens to help refit the Selbjørnsfjord as a hybrid ferry with battery-based energy storage systems to supplement its conventional electric-propulsion solution.
Finland follows suit Finferries is following Norled’s Ampere by ordering Siemens’ complete BlueDrive PlusC propulsion system for its new ferry operating on the mile-long, seven-minute stretch between Parainen and Nauvo in western Finland. This is the first contract outside of Norway for an emissions-free ferry.Finferries CEO Mats Rosin says: “I am extremely satisfied that the long and thorough selection process is now finished….Siemens will provide the new technology for the ship. It is a company that has plenty of experience and an excellent reputation with a similar application on the Norwegian ferry.” The vessel is being built by Polish shipyard CRIST S.A. and is 90-meters long by 16-meters
“Finland’s first battery-powered ferry will
operate on the seven-minute route from
Parainen to Nauvo.”
“The new Finnish ferry follows the example set by the emissions-free
Ampere.”
15
2016 | Ship
With development of hard-to-reach oil and gas fields in deep waters and remote locations comes the need to process, store and transport the produced hydrocarbons. As pipelines are often uneconomic in these scenarios, numbers of floating production storage and offloading (FPSO) vessels are increasing with a rise of 114% from 2002 to 2014 and, along with them, shuttle tankers for carrying the hydrocarbons to shore.
Add increased emphasis on vessel safety, which led to introduction of dynamic positioning operation for shuttle tankers, with the drive to cut emissions and fuel costs, and you have a situation where traditional propulsion solutions no longer provide the optimum solution for today’s vessels.
A shuttle tanker with BlueDrive PlusC has significant advantages: • Two split main switchboards where each of the four sub-systems is linked to each other with Siemens’ ultra-fast DC bus-tie breakers (intelligent load controllers) through a ring-bus connection. This means greater reliability, safety and optimum power utilization with the highest ERN score
• Due to safe closed bus-tie operation combined with the energy storage system, whole sections can be operated without running generators. Together with variable-speed operation, this feature optimizes fuel consumption and reduces engine-running hours in any load condition
• Integration of WOC/steam generators is made easy by DC/AC inverters that enable safe and optimal operation at any turbine speed
• Directly implemented DC/AC converters simplify energy-efficient operation of cargo- handling gear, fans and pumps
• Energy storage systems in each of the four power plants can be used for both spinning reserves and peak shavings
• Medium voltage link to forward thrusters
• Losses in electrical system are lower than in any conventional solution
Next-generation shuttle tankersGrowth in variable-speed solutions Siemens’ BlueDrive PlusC propulsion and energy management solution is installed or is in the process of being installed on around 30 vessels globally, with a large number of these in the offshore industry. Dynamic positioning (DP) vessels, such as the Windea La Cour service operation vessel (DP2) and the Edda Freya offshore construction vessel (DP3) both employ BlueDrive PlusC to optimize operations. Their owners and designers have compared traditional propulsion solutions to variable-speed diesel-electric alternatives and concluded that the latter pays in terms of reduced fuel use, lower emissions of CO
2,
NOx and SOx, improved control and safety, longer operation between maintenance intervals with equivalent cost savings, lower noise and vibration levels, and space savings.
16
Ship | 2016
Variable-speed shuttle tankers with energy storage systems The BlueDrive PlusC concept revolves around the principle of operating diesel or gas engines on variable speed, often with battery-based energy storage systems, to provide steadier engine operation and greater redundancy. Based on this principle and the proven solution for Edda Freya (see page 8), the illustration shows an innovative shuttle tanker concept using BlueDrive PlusC. With this solution, each engine’s speed is set individually and optimized, with batteries used for tackling peaks in demand. In this way, diesel engines always operate at the lowest possible specific fuel consumption. During DP operation with low load the
advantages are substantial with significant savings in fuel and emissions.
An added benefit of the energy storage system is blackout prevention. Even if generators trip on one or several sections, power is retained as the energy storage system is always available.
Due to flexibility and lack of synchronism in the variable-speed system, stand-by start is significantly faster than in traditional systems. A complete stand-by start only lasts for seconds with the engine beginning to produce power even during the start-up acceleration sequence.
Each of the four power plants consists of a diesel engine, battery-run energy storage system and propeller.
17
2016 | Ship
‘Short sea shipping’ is the movement of cargo and passengers by sea over short distances. Within the EU, it is viewed as having significant potential to alleviate the strain on Europe’s road network and reduce emissions.
As vessels on short sea routes typically spend more time in port maneuvering and loading than inter-continental traffic, fixed-speed diesel or gas engines are particularly uneconomic. Variable-speed solutions are more effective. They reduce operating costs, save energy and increase safety. The following image sequence shows how Siemens’ BlueDrive PlusC variable-speed propulsion system optimizes operation on short coastal routes.
Cut fuel costs and emissions on short sea routes
1. A diesel-electric hybrid solution is used here, although it could easily
have been LNG-electric propulsion, as BlueDrive PlusC works equally
well for both. The vessel operates a main engine in line with a
reduction gearbox fitted with a combined generator and electric
machine fed by auxiliary generators and a battery-based energy
storage system.
3. While maneuvering with thrusters the vessel uses the main engine
and the electric machine as a generator for auxiliary power. The main
engine can be operated at reduced speed.
4. In harbor, during loading and unloading, BlueDrive PlusC operates on
a combination of the auxiliary generators and the energy storage
system. The energy storage system is connected to shore power for
support and charging. All modes ensure peak efficiency with optimal
fuel consumption.
5. BlueDrive PlusC operates in the following modes during harbor
operations depending on the number and ratings of power sources
and consumers’ requirements:
2. This hybrid propulsion system maximizes operational performance by
running in different modes. When steaming the ship runs on the
main engine using the electric machine and batteries for peak
shaving and to secure optimized engine operation.
18
b) Auxiliary engines operate on variable speed supplemented by the
energy storage system and shore power.
8. A versatile shore connection operated at either 50 or 60 Hz means
the vessel can take advantage of cheap energy when in port. The
energy storage system ensures steady power flow, preventing energy
surges from the grid.
9. On leaving port, the main propulsion engine is normally used on its
own. The remaining electric energy needed for the vessel is generated
from the electric machine connected to the reduction gearbox. The
battery-based energy storage system is used for back-up. If more
propulsion power is required, boost mode is activated through
batteries or auxiliary generators. Energy is fed into the electric
machine connected to the reduction gearbox. The electric machine
connected to the gearbox also serves as a ‘take me home’ device.
10. When the main engine varies propeller speed, BlueDrive PlusC still
operates the ship’s network at a fixed frequency of 50 to 60 Hz.
This means the main engine always operates with optimized
combustion and highest efficiency to reduce fuel consumption
and emissions of greenhouse gases.
11. The vessel safely makes its next port call on time having saved
considerable operational costs and reduced emissions.
c) Shore connection combined with the energy storage system.
6. BlueDrive PlusC significantly reduces energy during loading and
unloading by using regenerated power. As the crane lowers,
regenerated brake energy is fed back into other consumers and
batteries, allowing the main power station or power grid to operate
at constant and stable power outtake.
7. To secure a stable power outtake from the engine or the power grid,
the battery-based energy storage system deals with all power
fluctuations, as well as storing or redistributing regenerated energy.
a) Auxiliary engines run on variable speed supplemented by the energy
storage system.
19
2016 | Ship
Ulstein Design & Solutions is changing the way it designs and engineers vessels using Siemens’ NX 3D integrated product design, engineering and manufacturing software, and Teamcenter product lifecycle management (PLM) software.
Until now, ULSTEIN has only used 3D in the engineering phase of a project, with the obvious disadvantage of repeating earlier 2D design work. All that changes with its new contract with Digitread, Siemens’ Norwegian distributor for its PLM software. ULSTEIN expects significant improvements in effectiveness as it saves work hours by seamlessly connecting workflow from its design and engineering departments accurately and efficiently.
3D gives Ulstein a competitive edge ULSTEIN was among the first shipbuilding companies in Norway to use 3D in the engineering phase of a new vessel. However, at the design stage when a project still needs approval, everything is presented in 2D. Clearly, to help clients better visualize a vessel and to sell the project, 3D can play a critical role, as well as emphasizing the company’s grip of the latest technology. “Earlier it was only after a contract was landed that we started to use 3D. Now we can use 3D right from the start and utilize the same ship model through the entire design and engineering process. This means we do not need to do the same job several times, which frees up significant resources,” explains Bernt-Aage Ulstein, Director – Design & Engineering in Ulstein Design & Solutions.
Widening the client base Although Ulstein Design & Solutions was first established for designing ships built by the shipbuilding division of Ulstein Group, the business model was later developed to embrace sales of finished ship designs, together with key equipment packages, to other shipbuilders around the world. “Our vessels have been built in both China and Brazil. The new business model has been highly successful”, says Bernt-Aage.
To service its clients, Ulstein Design & Solutions has expanded beyond its headquarters in Norway to open two offices in the Netherlands, an engineering department in Poland and an office in China, which largely deals with onsite follow up of Asian shipbuilders.
Hard competition Within offshore vessel design, ULSTEIN is recognized as one of the leading companies in the world. It has many innovations under its belt, including its X-bow and X-stern solutions that improve vessel handling and save fuel. However, the market is tough: “We notice the hardest competition comes from within Norway, although there has been a lot of activity for offshore service vessels from other countries, including Asian competitors,” says Bernt-Aage.
ULSTEIN has ambitions to take its business model one step further by establishing a ship portfolio without specific customers in mind. “To save time and costs, we hope it will be possible to order a vessel with an accompanying equipment package using a type of ‘catalogue approach’. To show these designs in 3D is very beneficial and was an important driver for us when upgrading our existing system,” adds Bernt-Aage.
System synergies Today, a wide range of specialist software applications is employed across the Ulstein Group. With the introduction of NX and Teamcenter this will change. “When ULSTEIN has Teamcenter PLM software as the backbone of its operations, it no longer needs to use so many different systems and can work smoothly across disciplines and locations, which means employees can work on the same project simultaneously whether they are in Norway, the Netherlands or anywhere else in the world,” says Helge Kjeilen, Chairman and Partner in Digitread.
“Virtual reality and many other new technologies are gaining ground now. If we are to keep up with these developments, we must have strong foundations based on 3D,” adds Bernt-Aage in Ulstein Design & Solutions.
Ready for the New Year Implementation of NX and Teamcenter software starts right after the summer with the aim of having the first 3D ship design model ready before Christmas. This will enable ULSTEIN to start 2017 with its new innovative software solution tested and ready for further use.
Ulstein’s 3D design advantage
What is PLM software?
Product lifecycle management (PLM) is an information management system that integrates data, processes, business systems and, ultimately, people in an extended enterprise. PLM software allows this information to be managed throughout the entire lifecycle of a product efficiently and cost-effectively, from the idea, design and manufacturing stages through to service and disposal.
20
Ship | 2016
Ulstein Group ASA
Digitread AS
• Ulstein Design & Solutions is part of Ulstein Group ASA
• Headquartered in Ulsteinvik, Norway
• The Group was formed in 1999 and originates from Ulstein Mek. Verksted, itself established in 1917
• Four divisions: 1) ship design 2) shipbuilding 3) power and control 4) shipping
• Around 170 employees with 130 working for Ulstein Design & Solutions
• Specializes in design and build of offshore vessels for the oil and gas and renewable sectors, and special- purpose cruise and passenger vessels
• Founded in 2015 after a demerger from Summit Systems
• Team with 20+ years’ experience
• Specialists in 3D and PLM software supply and implementation, including consultancy and training
• Siemens PLM partner
• Based in Sandvika, near Oslo
21
2016 | Ship
Bunkering is an expensive operation, which requires careful monitoring and inspection. Incorrect bunkers can lose the shipowner thousands of dollars in fuel overcharges or much more if low-quality product damages engines and places vessel and crew at risk.
Now, with the advent of tougher emissions regulations, including the EU directive to monitor, report and verify CO
2
emissions for all vessels over 5,000 gross tonnes calling at EU ports after 1 January 2018, vessel owners have even greater motivation to accurately control bunker volume and quality.
NSB in command NSB sees the need for careful bunker management and turned to Siemens for a unique and innovative system to control and supervise heavy fuel oil (HFO) bunkering. For one of its latest fleet editions, the CMA CGM VELA 11,000 TEU container ship, NSB installed Siemens SITRANS Coriolis mass flowmeters supported by Siemens valve positioners, pressure and flow transmitters and a SIMATIC CPU with comfort control panel displaying clear information graphics for ease of understanding. The result is fast and effective real-time monitoring of all key parameters to ensure accurate bunkering.
Complete control As bunkering is often completed when crew are under time pressure, the more automated the quality management process the better. Siemens’ bespoke bunkering management system for NSB measures fuel oil pumped from the bunker barge or onshore facility directly into the vessel’s fuel tanks with the SITRANS Coriolis flowmeters instantly controlling density, mass flow, temperature and fuel oil quality – all essential parameters for managing bunkers. The measured volume is outputted simultaneously.
Siemens’ SITRANS Coriolis digital flowmeters have no moving parts or impediments to fuel flow, and require minimum maintenance or flow conditioning. The whole process is monitored easily and accurately online.
Cappuccino? No thanks Unlike volume measurement, mass measurement is independent of operating pressure and temperature, which negates the necessity of density calculations and the accompanying risk of error. Equally, this method is superior for calculating true volume of fuels with trapped gases. Unscrupulous fuel suppliers may introduce air into the fuel during bunkering – also called the cappuccino effect. Standard flowmeters do not distinguish between trapped air and fuel, and post-fueling sounding may not highlight lost volume as the air is still in suspension. SITRANS Coriolis flowmeters are not cheated so easily as mass and density are measured and used as critical parameters. If there are any deviations an alarm is sounded.
Highly accurate A cascade control ensures that under optimal operating conditions mass and volume measurements reach the accuracy level detailed on the factory-calibration certificate from Siemens. During an independent test in Rotterdam, the system achieved accuracy of 0.16 percent. Typical accuracy under process conditions is expected to be over 0.3 percent.
The entire bunkering process is captured and the data is delivered as a non-manipulative bunker delivery note (BDN). Although the bunkering management system on NSB’s CMA CGM VELA is geared to heavy fuel oil, Siemens systems are MID-compliant for all marine fuels to improve control, reduce risk and prevent potential losses.
Put Siemens in your tank
NSB
• Incorporated in Hamburg, Germany during 1986. Started with four vessels and seven staff
• Manages 66 vessels, including 57 container ships, six product tankers, two oil tankers and one off- shore jack-up vessel
• TEU range: 1,000 to 11,000
• Tonnage: 4,340,538 TDW
• Approx. 1,830 staff, including 1,700 crew
• Provides ship management, newbuilding supervision and crewing services
Source: www.reederei-nsb.de
22
Ship | 2016
Siemens TIA PortalYour gateway to efficient automation for vessels of the futureThe TIA Portal (totally integrated automation portal) is advanced software technology – including flow monitoring – packaged in an intuitive user interface.
• One engineering framework for all products
• Maximum user friendliness and low engineering effort
• Shared database and smart library concept enable usage of overlapping functions
- Alarm monitoring and control system
- Bridge maneuvering system
- Load control unit
- Condition monitoring
- Cargo monitoring and control
- Flow management and anti-heeling control
- Machinery monitoring and control system
- Power management and generator control
- Winch control
siemens.com/tia
23
2016 | Ship
Siemens AS Division Process Industries and Drives Marine Solutions
Editor: Odd Moen Print: Skipnes AS Layout: Happening OÜ
+47 815 365 24 [email protected]
siemens.no/marine
No company knows Siemens’ systems and equipment like Siemens, which is why shipowners and charterers depend on us to care for their vessels’ systems. With our lifecycle management program, we’re involved from cradle to grave to ensure vessels sail smoother, safer and longer to increase profits and save costs over their lifetimes.
On call 24/7, we are trusted for our experience, expertise and global infrastructure. Contact us today and put our resources to work for you.
Talk to us about:• Lifecycle management• Spare parts, upgrades and modifications • Remote support and digital services • Preventive maintenance and docking services• Optimizing energy use and operation • Obsolescence management• Standard and customized crew training • Service agreements
Lifecycle managementSafe, environmentally friendly and profitable operations
© Ulstein Group
