Page 51: of Maritime Reporter Magazine (June 2022)

Tech Files

Innovative new Marine Solutions

The ? rst Dual Fuel Hydrogen Work Boat Engines he world’s ? rst dual-fuel hydrogen- and diesel-powered crew transfer vessel (CTV) is

T ready for service, out? tted to run the cleaner fuel that reduces up to 80% of its traditional fuel usage and associated emissions.

The 25-meter vessel, Hydrocat 48 — owned by Windcat Workboats, part of

Compagnie Maritime Belge (CMB) — is based on the Windcat MK 3.5 design but lengthened to integrate adequate hydrogen storage on board. The ves- sel, which has been certi? ed by Lloyd’s

Register and U.K. Maritime and Coast- guard Agency, recently completed bun- kering and sea trials in May 2022.

It is equipped with a pair of 12-cylin-

Image courtesy MAN ES der IMO Tier III-certi? ed MAN D2862

LE448 diesel engines and a selective catalytic reduction (SCR) exhaust gas operating behavior and full load charac-

Only the hydrogen injection sys- tem (shown here in blue) has been aftertreatment system. Both V12 en- teristics remain unchanged. In the event retro? tted. The output, operating gines, which each have an output of of problems in the hydrogen circuit or a behaviour and other characteris- 749 kW (1,019 hp) at 2,100 rpm, have depleted hydrogen supply, a switch back tics of the diesel engine remain been prepared for dual fuel operation by to diesel can be made at any time. This unchanged.

MAN Engines and supplemented with guarantees uninterrupted operation with a hydrogen injection system by CMB’s dual fuel operation. According to CMB. normal reliability.” cleantech arm CMB.TECH, the ? rst to TECH, the operating behavior, fuel con- CMB.TECH said it is working with build a hydrogen-powered passenger sumption and all other characteristics Windcat Workboats to further optimize shuttle, Hydroville, in 2017. correspond exactly to the MAN D2862 engine capacities and increase hydrogen “What’s special about our technol- LE428 with the same performance. “In a usage. The companies’ long-term plan ogy is that we use a conventional die- form of pre-treatment, a precisely mea- is to develop the technology and infra- sel engine, which doesn’t need to be sured quantity of hydrogen is added to structure to be able to eventually use a optimized for hydrogen,” said Werner the charge air. This mixture of hydrogen mono-fuel option via an internal com-

Kübler, MAN Engines’ head of devel- and air is then ignited with the injected bustion engine (ICE).

opment. “A proven V12 marine en- diesel fuel in the combustion chamber To address fuel availability, CMB.

gine is thus used in which hydrogen is of the cylinders. Depending on the en- TECH and Windcat have developed a introduced into the charge air via an gine’s operating point, only a very small hydrogen bunkering solution to use dur- adapter and is added to the combus- amount of diesel fuel is needed. The die- ing the fuel’s early phases. CMB.TECH tion cycle. The combustion process is sel injection parameters are optimized has designed a 40-foot, 500-bar trailer thereby started according to the diesel in dual fuel mode to achieve the low- for remote refueling of all various sys- principle, which requires the injection est emissions and the best consumption tems applying the technology currently of approximately 5% of diesel fuel. The values. Therefore, in dual fuel mode, in use. The one system can serve mul- diesel fuel common rail injection pa- considerably less CO2 is released in the tiple applications, including the Hydro- rameters have been optimized here for exhaust gases in circumstances where cat 48 CTV.

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