Page 63: of Maritime Reporter Magazine (August 2019)

The Shipyard Edition

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Many long-haul vessels are still operating with direct diesel propulsion and no electric propulsion system. These vessels can improve ef? ciency and optimize main engine load power and emissions by adding a shaft generator/motor between the propeller and the main engine. variations, or a 100 percent battery-pow- a primary consideration for European verters. One converter was used as the to yield 20 percent fuel savings. The ered electric drive that requires exten- ports. active front end (AFE) to charge the bat- drive also minimizes noise levels for the sive dock time to charge batteries from a tery directly from the city’s utility grid. passengers. Given these and other ben-

Concerns of Hybrid/Electric shore power connection, a hybrid system This custom electri? cation solution ap- e? ts, the cruise line has made this elec- has several advantages: As with the application of any ad- plied by Danfoss EDITRON (formerly trical propulsion system standard on 50 vanced technology, there are several Visedo) delivered 33-50 percent fuel vessels since 2009. 1. Reduced engine size and complex- potential drawbacks or risks to be con- savings. ity: Because diesel engines are used to sidered. Conclusion drive generators instead of propellers, First costs of hybrid/electric solutions • Tugboats: To meet IMO 2020 international ma- the size of engines and SCR components are higher than traditional systems due to For a tug operating out of IJmuiden, rine emission standards, commercial can all be reduced. This reduces com- the addition of energy storage systems. Netherlands, a powertrain consisting of vessel operators can take one of three plexity and maintenance costs as well However, battery costs are coming down electric, diesel or direct diesel-electric different options: 1) purchase higher cost as engine noise and emissions. It also as electric vehicles gain market adop- drive was chosen because its low power low sulphur fuel oil (LSFO) or marine improves the ship design, because the tion, helping to improve ROI. In many pro? le was well-suited to the tugboat’s gas oil (MGO); 2) retro? t their engine diesel generators can be placed freely as cases, the bene? ts of hybridization result operating requirements. The permanent systems with a selective catalytic reduc- the engine no longer has to be physically in a payback of less than four years. magnet electric motor/generators are tion (SCR) scrubbers that entail a high connected to the propulsion system. The Fire safety is a consideration anywhere fully integrated with the azimuth thrust- initial capital cost; or, 3) convert to al- drive technology creates a smooth drive a lithium-ion battery is deployed. To ers, each of which is controlled by a ternative propulsion systems like lique- train with less current spikes, and if peak address ? re-safety concerns, solution Danfoss VACON® NXP drive. The hy- ? ed natural gas (LNG) or electric solu- loads are present, the energy will be han- providers can employ water mist, CO2, brid powertrain delivers 20 percent op- tions. For each of these options, hybrid/ dled from the energy storage. foam, or dry chemical powder systems— erational cost savings on fuel and main- electric drive technologies make it pos- such as those offered by Danfoss Semco tenance, plus 10 percent direct savings sible to optimize power generation and 2. Improved engine ef? ciency: The marine ? re protection systems—that can on diesel fuel. In Seattle, Washington, propulsion on board. To make the most engines can operate at their most ef? - be customized to ? t particular needs. a shipyard retro? tted a tug with a hybrid advantageous decision, vessel owners cient point. The gensets charge the bat- diesel-electric powertrain to help reduce and operators can compare these solu- teries when the vessels are at a standstill pollution at California’s Port of Long tions in their speci? c applications, and

Case Histories or running at low speed. When the ves- Evidence of the bene? ts of hybrid/ Beach. Danfoss VACON NXP technolo- plan ahead to avoid fuel cost and supply sel accelerates, the peak power is drawn electric systems is seen in marine ap- gies enable two 900-kW electric motors/ uncertainties looming on the horizon. from the batteries. In other words, the plications around the world employing generators to either assist the main diesel electric motors are used to do what they a range of advanced technologies avail- engines or act as a generator to recharge do best—provide high torque—and the able now. the 126 gel-cell lead acid batteries. At batteries are used to shave peak power idle, no fossil-fueled motors are running. 1 “Second Hybrid IJveer Ferry Powers Its Way and of? oad the horsepower demands to • Ferries: Stopped and tied at the dock, shore pow- across the Amsterdam ‘IJ’.” EST-Floattech. June 26, 2017. Accessed October 31, 2018. https://www.est- improve engine ef? ciency and downsiz- In Amsterdam, IJveer Ferry 61 uses er provides for the tug’s “hotel” needs ?

ing. two 250-kW electric motors for propul- and recharges the batteries. This solution

See also: “Hybrid ferries connect the city of Am- sterdam nonstop.” Danfoss. Accessed October 31, sion, each fed by two 133-kW diesel produces 73 percent less PM, 51 percent 2018. 3. Retro? t to augment or replace en- engines and a 26 li-ion polymer battery less NOx and 27 percent less CO2 than ly/hybrid-ferries/.

gines: When a higher tier engine is ret- pack producing 136 kWh. AC power is an earlier hybrid solution using a com- 2 “Danfoss Powers Asia’s First E-ferry in Taiwan.” ro? tted into a ship (e.g., a Tier 4 engine converted to DC using VACON NXP petitor’s drive technology.

Danfoss. Accessed October 31, 2018. https:// retro? tted into a tug), horsepower may AFE drives. The 50 Hz electrical ship studies/dps/danfoss-powers-asia-s-? rst-e-ferry-in- suffer. In this case, batteries can be used grid is generated by a VACON NXP Liq- • Cruise ships: taiwan/.

to provide supplemental horsepower to uid Cooled drive with MicroGrid func- A major river cruise line based its ? rst the original rating to secure the vessel’s tionality. VACON NXP Liquid Cooled river cruisers on an electrical energy and 3 “Hybrid powertrain improves tugboat economy and maneuverability.” Danfoss. Accessed October earning power and pro? tability. In other Drives are also used to power the electric drive system using the VACON NXP 31, 2018. http://? retro? t situations, it may be possible to azimuth thrusters. This hybrid solution Liquid Cooled Drive that enables an ef-

Drives/DKDDPC940A102_Telstar.pdf replace one engine with a battery and delivers 30 percent energy cost savings ? cient DC bus. Each ship is ? tted with 4 Flannery, Jim. “Harbor Tugs Move to Diesel/ electric drive. This option is feasible and 40 percent CO2 and particle emis- four asynchronous generators controlled electric Power.” Soundings Online. February 01, when vessels are replacing their backup sions reduction. by VACON NXP drives that power the 2011. Accessed October 31, 2018. https://www. generator and auxiliary engine. In Taiwan, a ferry’s diesel engines electric propulsion system and the on- dieselelectric-power.

were replaced with two Danfoss EM- board grid. Asynchronous generators 5 “VACON® NXP Liquid Cooled Drive Provides 4. Meet port operation require- PMI electric motors with permanent are signi? cantly more cost-effective than

Quiet and Clean River Cruising.” Danfoss. March 31, ments: Using batteries and electric- magnet technology—a smaller and more conventional gensets (standardized sets 2017. Accessed October 31, 2018. https://www.

motor drives enable emission-free idling manageable solution than a diesel en- comprising a diesel engine and genera- ies/dds/vacon-nxp-liquid-cooled-drive-provides-qui- in port or at an offshore rig. This option gine. A propulsion motor was delivered tor). The solution allows variable speed et-and-clean-river-cruising meets demanding port standards, already that employs Danfoss EC-C1200 con- operation that optimizes fuel ef? ciency 63

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