Corvus Energy is to supply Rolls-Royce with a lithium ion based energy storage system (ESS) for the Norwegian Coastal Administration’s new multipurpose vessel Ryvingen. The Orca Energy ESS from Corvus will supply electrical power for all-electric propulsion and for electrical needs while docked.
The Ryvingen is the Norwegian Coastal Administration’s second vessel to combine traditional diesel power with battery-driven operation and the fourth vessel in the Norwegian Coastal Administration’s fleet renewal programme, consisting of six to eight ships in total. She is a multipurpose vessel, which performs operations relating to oil spill protection and the maintenance of shipping lanes.
The Orca ESS that Rolls-Royce will equip the Ryvingen with will have an available capacity of 2938 kilowatt hours (kWh). This will allow the vessel to run on battery power alone for several hours, without using the diesel engine. In addition, the batteries will provide power when the vessel is docked, so the diesel engines will not have to be kept running. The batteries will be recharged from an onshore power supply in ports where this is available.
The complete equipment package will also cut noise and vibration levels on board, making the Norwegian Coastal Administration’s newest vessel a better workplace for the crew. The 46.6m long and 12m wide OV Ryvingen is scheduled for delivery towards the end
“The electrification of vessels will see an increasing utilization of higher battery capacities”, says Halvard Hauso, Senior Vice President of Business Development of Corvus Energy. “As with the Ryvingen, an increasing number of vessels will use the Orca energy storage system to deliver a greater proportion of the vessel’s power.”
Dual-fuel engines for new LNG Carriers
The technology group Wärtsilä, through its joint venture company CSSC Wärtsilä Engine (Shanghai) Co (CWEC), has been contracted to deliver 16 engines for four new LNG carrier vessels being built at the Hudong Zhonghua shipyard in China. The order was booked in
Each of the four 174,000 m3 capacity vessels will be fitted with four Wärtsilä 34DF dual-fuel generating sets running primarily on LNG fuel to provide the ships with auxiliary power. Their total power output will be 56 MW. Among the reasons given for the Wärtsilä 34DF engine
being chosen for these ships were its proven reliability, efficiency,
and economic fuel consumption. Delivery of the engines to the yard will commence in the second half of 2018. The vessels are scheduled to be delivered commencing in 2019.
“This valuable order once again emphasises Wärtsilä’s leading position in gas and dual-fuel engine technology. We are pleased to be working on this project with the Hudong Zhonghua yard, a company with whom we have enjoyed a good relationship for some years. The order also confirms our growing presence in China and our ability to serve the Chinese market,” says Lars Anderson, Vice President, Engine Sales, Wärtsilä Marine Solutions.
GE’s PTO/PTI system for Maersk
GE’s Marine Solutions recently delivered its power take off/power take in (PTO/PTI) solution along with its Power Management System digital software solution onboard four of the world’s largest container vessels owned by Maersk Line, the Madrid Maersk, Munich Maersk, Moscow Maersk and the Milan Maersk.
The Madrid Maersk was delivered from Daewoo Shipbuilding & Marine Engineering in April—and the Munich Maersk and Moscow Maersk have both completed successful sea trials.
The Milan Maersk will soon be in service.
These vessels are among the 11 Maersk EEE Mark II second-generation ultra large container vessels with capacity of 20,568 TEU each. These vessels are among the world’s largest by TEU carrying capacity.
“The future of shipping requires more-efficient vessels with cleaner technologies that meet stringent environment regulations. Maersk’s EEE Mark II series of container vessels are among the world’s largest, and we will use them to move the greatest volume of goods in the most energy-efficient manner with the smallest emissions footprint possible in the industry. The secret lies behind the technology we use to power the vessels and the way we utilize the energy,” said Steffen Hartvig Nielsen, senior project manager, Maersk Line. “GE’s propulsion and software system creates energy savings and is helping us achieve our sustainability strategy, which aims to reduce carbon emissions per container vessel by 10%.”
The innovative PTO/PTI solution can result in significant fuel savings and operational flexibility. The solution consists of two GE motor-generator sets that sit on the two propeller shafts while connecting to the GE MV7000 drives. During the PTI mode, the motor-generator sets play the role of an electric propulsion system that provides additional motor power—beyond that of the main diesel engines—to propel the vessel. When the need for propulsion power is reduced, the motor-generator sets switch to the PTO mode, harnessing the mechanical energy from the shaft and converting the otherwise wasted energy into electricity to generate power for electrical equipment onboard
“Typically, one diesel engine can consume as much as eight tonnes of fuel per hour. Saving even just 1%t of fuel will generate significant savings for the customer,” said Bruno Daubas, project director, GE’s Marine Solutions. The two modes are completely reversed processes and, therefore, require robust drives and software to ensure a smooth switch between two modes and to react in a highly responsive manner. “During the sea trial of Madrid Maersk, when the modes switched, all equipment kept running without the slightest interruption—without even a flicker of a lightbulb,” Daubas said.
“In container shipping, falling rates have been offset to a degree by low fuel prices. Unbalanced supply and demand, however, have put increasing pressure on vessel operators to continue to cut costs. Environmental regulations have also raised clear challenges,” said Azeez Mohammed, president and CEO, GE’s Power Conversion business. “GE’s solutions will help Maersk’s container vessels achieve improved fuel efficiency and performance, enabling them to move more goods worldwide with a reduced environmental impact on
Damian McCann, product manager for Enginei fuel management systems, explains: “With vessel performance measurement, reporting and verification issues very much at the top of the marine agenda, our advanced Enginei fuel management system is attracting considerable global interest. The expansion of our team will ensure that we can both respond effectively to current demand and also continue to develop and enhance the Enginei system capability to meet the constantly evolving needs of the international marine sector.”
Royston’s expanding Enginei team
In response to growing global demand for advanced technology marine fuel monitoring systems from Royston, the company has expanded its dedicated Enginei support team. The Enginei system provides comprehensive fuel data analysis and reporting options to provide vessel owners and operators with detailed engine performance, fuel consumption and emissions information.
The move comes after the recent installation of over 30 new Enginei fuel optimisation systems in Nigeria, primarily in offshore support vessels (OSVs) and pilot boats, in response to the growing requirement by the international oil majors that contracted vessels have accurate on-board fuel monitoring data systems installed. This takes the total number of Enginei installations completed in Nigeria to over 80 in the last couple of years.
As well as encouraging better emissions control and vessel operational efficiencies, the system also incorporates the automatic monitoring of bunkering activity, fuel inventory and consumption data to protect against fuel security issues.
Reflecting this growth in demand, and an increasing focus on the development of effective engine data collection and interpretation systems, Royston has now expanded its dedicated Enginei support team. The specialist team now brings together marine, mechanical
engineering, data analysis and software development experts.
A local sales unit has also been established in Nigeria and the company has also expanded its system build, test, installation and commissioning capabilities, as well as the technical support available to customers.
In particular, Royston’s expanding Enginei team also incorporates
a specialist software development unit that is focusing on the introduction of new digital systems to monitor and manage complete vessel performance, energy use and emissions. As part of the Enginei capability, the team has already developed a new software-based system that automatically detects a vessel’s operational mode and similar work is underway on new digital systems for emissions monitoring and compliance with environmental performance.
Fuel-efficient water generation
The new Alfa Laval AQUA Blue S-type freshwater generator is said to be almost 70% more energy-efficient than previous models. When introduced in 2008, its AQUA freshwater generation technology was claimed to cut seawater needs and pump-related power consumption in half. Now the company says: “With today’s AQUA Blue S-type, the need for electrical power is further reduced – to just one-third that of conventional freshwater generators. The new AQUA Blue S-type uses the same 3-in-1 AQUA plate technology as the original
But it maximizes energy efficiency and capacity-to-footprint ratio by making use of the vessel’s existing seawater cooling system pumps. This cuts electrical power needs by 70% compared to conventional freshwater generators, and it shrinks the already small AQUA Blue footprint by up to 15%.”
“AQUA freshwater generation technology revolutionized energy use in a very well-established application,” says Alex Jönsson, Global Business Manager for Alfa Laval freshwater generators. “With the AQUA Blue S-type, we further reduce the energy-related costs for ship owners – as well as the installation costs for shipyards.”
As well as its smaller footprint, the AQUA Blue S-type offers shipyards a considerable amount of new flexibility, including a range of connection alternatives. Because it makes use of the vessel’s seawater cooling system pumps, it employs a smaller ejector and a smaller, separately installed ejector pump. Likewise, the pipework can be both shorter and smaller in diameter.
Contact one of the World Bunkering team.