The new VS 4146 PLV design. Image courtesy Wärtsila

ABB said today that it has been chosen to supply Daewoo Shipbuilding and Marine Engineering with energy efficient propulsion and electrical power systems for two new Wärtsila designed deep sea pipeline installation vessels (PLVs) currently on order with the South Korean shipyard.

The vessels, which were ordered by a joint venture between French oil service company Technip and Brazil’s Odebrecht Oil & Gas, will be used mainly to install umbilical and flexible flow lines and risers that connect sub-sea wells to floating installations in depths of up to 2500 meters along the coast of Brazil for Petrobras.

Developed by Wärtsila Ship Design, the vessels will be built to the newly developed VS 4146 PLV design with a solid tension capacity of 550 metric tons, and designed for optimal fuel consumption and flexible pipe laying operations.

ABB says it has been chosen to supply drives, motors and generators, medium voltage switchgear, transformers and softstarters that will provide energy efficient propulsion and a reliable power distribution system on board.  A diesel electric propulsion system will significantly reduce fuel consumption compared to traditional diesel mechanical systems. At the heart of the propulsion system is ABB’s propulsion drives, which are designed for optimized control of the propulsion motors, contributing to reduced fuel consumption and lower emissions.

The contract is valued at $18 million.

“ABB’s oil and gas industry expertise, proven marine solutions and subsea experience address the needs of the growing subsea installation service market,” said Veli-Matti Reinikkala, head of ABB’s Process Automation division. “Our environmentally friendly, energy efficient solutions and solid power infrastructure systems help both oil companies and their suppliers ensure the reliable and efficient operation of their vessels from their very first day in service.”

The two identical vessels will be delivered in 2014.

The Maersk Triple-E Class Containership

Siemens, through their Siemens Drive Technologies Division, says it has been awarded a contract from Daewoo Shipbuilding and Marine Engineering (DSME) to supply eco-friendly propulsion and power generation systems for Maersk’s line Triple-E class container ships currently on order with the Korean shipbuilder.  The contract is said to be worth “tens of millions of Euros”.

As we already know, DSME entered entered into a contract with A. P. Moller-Maersk Group (Maersk Line) in 2011 to build 20 Triple-E class, 18,000 teu container ships that have put a new definition on economies of scale, energy efficiency and environmentally friendly vessels in shipping.

The largest and greenest generation of these ocean carriers will have a twin propulsion system, with two slow running ultra-long stroke engines that drive separate propellers. Designed to sail with two 3 MW Shaft Generator Motors (SGM) that act as a variable consumer or power generation units, these ships will reach a high safety standard which will keep the mains alive in all conditions.

In addition to administering shaft generator motors and a power generation system, Siemens will also furnish DSME with expertise in power management and Waste Heat Recovery Control (WHR) expected to enhance propulsion and improve the environment friendly heat recovery methodology available on board.  Through the WHR, the exhaust gas from the engine is captured and used to run the combined exhaust gas/steam turbine genset which generates electrical energy. Capitalizing on this energy, the total power generation can be run with lesser fuel consumption while reducing CO2 emissions by approximately 12%.

Siemens says the vessels will feature the EcoMain Decision Support System, which facilitates optimal energy balance and thereby improving maintenance cycles.  The countless number of on-board technical installations and systems contribute in providing informative data such as status, performance and efficiency. Through a wide range of on-board interfaces, EcoMain is able to collect data from as many technical systems as possible and prepares the information in a standardized platform and format.

By doing this, energy consumption, emissions, bunkering with liquids, maintenance schedules, document and knowledge management and a lot more can be evaluated and optimized as needed. Siemens says the he greatest potential for improvement lies in energy consumption, environmental compatibility and maintenance intervals.

Fundamentally, a core element of the service agreement between Siemens and DSME is the development of effective maintenance programs and innovative technology that are required in protecting the equipments against unforeseen faults and failures that might occur in the future.

The project is scheduled to come to an end in early 2015.  The first ten Triple-E class vessels are scheduled to be delivered in 2013 and 2014, with the second set expected to be delivered in 2014 and 2015.

ABB released this video today that gives a new look at their Azipod ship propulsion systems that they are successfully integrating on board a number of different vessels including icebreakers, offshore supply vessels, and in particular, cruise ships.  Azipods differ from conventional shaft or z-drive configurations in that they are exclusively powered by high voltage electricity and the motors that turn the propeller are located outside the hull and integrated directly with the propeller itself.

Image courtesy ABB

Benefits of this configuration include greater hydrodynamic efficiency, maneuverability, and more flexible placement of the on board electrical generation plant.

Japan’s Mitsubishi Heavy Industries announced today that they have placed a $60 million order with ABB for a complete power and propulsion systems for two new cruise ships to be built at their shipyard in Nagasaki, Japan, for German cruise line operator AIDA.  Each of the 125,000 ton cruise ships will have a passenger capacity of 3,250 and are scheduled for delivery in March 2015 and March 2016.

“ABB’s comprehensive solutions for our ship operating customers include the most technologically advanced and energy efficient propulsion systems to help ships improve their maneuverability while using less fuel,” said Veli-Matti Reinikkala, head of ABB’s Process Automation division. “We also provide reliable and efficient power systems needed to keep all onboard systems running at all times for optimum safety and passenger comfort.”

ABB will supply complete electrical systems for both ships; including generators, and transformers for propulsion, engine room and distribution, frequency converters, bow thruster motors, and other related power system equipment, as well as its latest generation Azipod XO propulsion systems.

Installing wing thrusters on twin screw vessels can achieve significant power savings, obtained mainly due to lower resistance from the hull appendages.

The propulsion concept compares a centre line propeller and two wing thrusters with a twin shaft line arrangement.

Result: Better ship performance in the range of 8% to 10%.  More flexibility in the engine arrangement and more competitive ship performance.

Counter rotating propellers consist of a pair of propellers behind each other that rotate in opposite directions. The aft propeller recovers some of the rotational energy in the slipstream from the forward propeller. The propeller couple also gives lower propeller loading than for a single propeller resulting in better efficiency.

CRP propellers can either be mounted on twin coaxial counter rotating shafts or the aft propeller can be located on a steerable propulsor aft of a conventional shaft line.

CRP has been documented as the propulsor with one of the highest efficiencies. The power reduction for a single screw vessel is 10% to 15%.

The propeller and the ship interact. The acceleration of water due to propeller action can have a negative effect on the resistance of the ship or appendages. This effect can today be predicted and analyzed more accurately using computational techniques.

Redesigning the hull, appendages and propeller together will at low cost improve performance by up to 4%.

The rudder has drag in the order of 5% of ship resistance. This can be reduced by 50% by changing the rudder profile and the propeller. Designing these together with a rudder bulb will give additional benefits.

Improved fuel efficiency of 2% to 6%.

Advanced blade sections will improve the cavitation performance and frictional resistance of a propeller blade.   As a result the propeller is more efficient.

Improved propeller efficiency of up to 2%.

Winglets are known from the aircraft industry. The design of special tip shapes can now be based on computational fluid dynamic calculations which will improve propeller efficiency.

Improved propeller efficiency of up to 4%.

Installing nozzles shaped like a wing section around a propeller will save fuel for ship speeds of up to 20 knots.

Up to 5% power savings compared to a vessel with an open propeller.

For controllable pitch propellers, operation at a constant number of revolutions over a wide ship speed reduces efficiency. Reduction of the number of revolutions at reduced ship speed will give fuel savings.

Saves 5% fuel, depending on actual operating conditions.

Wing-shaped sails installed on the deck or a kite attached to the bow of the ship use wind energy for added forward thrust. Static sails made of composite material and fabric sails are possible.

Fuel consumption savings:

• Tanker ~ 21%
• PCTC ~20%
• Ferry ~8.5%

Spinning vertical (Flettner) rotors installed on the ship convert wind power into thrust in the perpendicular direction of the wind, utilising the Magnus effect. This means that in side wind conditions the ship will benefit from the added thrust.

Less propulsion power is required, resulting in lower fuel consumption.

The new high performance Wärtsilä waterjets feature a number of significant competitive advantages and are designed for long-term, reliable performance. This is achieved through the use of high quality materials for structural parts, and the wide use of stainless steel in the jet construction. Although aluminium is a widely used and accepted material for jet fabrication, the Wärtsilä solution utilizes abrasion resistant stainless steel to conserve the carefully designed shape of the stator blades in order to retain high levels of fuel efficiency. The impeller and shaft are also constructed from stainless steel. These features not only deliver continuous high performance, but also notably reduce short-term maintenance requirements.

“This enhanced midsize waterjet series makes Wärtsilä extremely competitive for a vast array of high speed vessel applications. The ease of installation, the reliability, and the overall attention to detail that these waterjets incorporate, puts them at the forefront of developments in this field,” says Aaron Bresnahan, Vice President, Special Vessels Segment, Wärtsilä Ship Power.

Strong focus on development

The new series of Wärtsilä waterjet comes in a fast and easy ‘plug & play’ installation module that offers owners and shipyards lower installation costs and simplified build schedules. The packaged delivery has inlet duct shapes optimized for different hull forms, thus freeing the yard from the responsibilities of inlet duct construction. The integral inlet duct designs were thoroughly researched by Wärtsilä’s Computational Fluid Dynamics Department to achieve the optimal hydrodynamic properties.

Another key element of the Wärtsilä solution is that the hydraulic system has no oil retaining elements protruding outside of the vessel’s transom. This not only eases maintenance, but is important from an environmental point of view. Wärtsilä is committed to the development of environmentally sound solutions in all its activities. As with all Wärtsilä products, this waterjet design series is fully supported by Wärtsilä’s global service network that assures rapid response regardless of where in the world the vessel is located.

In 2006, Wärtsilä introduced its line of axial flow waterjets that is today in operation in many 100 plus metre monohull, catamaran and trimaran designs. The largest 26,000 kW jets are driven by the latest generation of gas turbines. While maintaining the excellent hydrodynamic properties and extended cavitation margins of the large axial waterjet designs, Wärtsilä’s new midsize series represents a cost competitive, easy-to-install package for a shaft power of up to 4500 kW.

Photo: The picture illustrates the cost competitive, easy-to-install package for a shaft power of up to 4500 kW courtesy Wärtsilä

Caterpillar Marine Power Systems was recently selected to provide combined propulsion systems for two Scandlines ferry newbuilds. The two ferries will each be equipped with 5x MaK 9 M 32 C engines with Cat Common Rail. Each M 32 C engine produces 4,500 kW at 600 rpm for 22,500 kW of total power per vessel. The engines are optimized for smokeless operation and reduced nitrogen emission levels, which fulfill IMO II requirements.

“Based on the success of the retrofitted M 32 C engines on container vessels, Scandlines asked Caterpillar to deliver the engines for a unique combined propulsion system for two new single-end car ferries,” said Andreas Banck, Caterpillar Motoren GmbH & Co.KG Senior Test Engineer. “The MaK engines will power both the main propulsion engines and the alternators enabling Scandlines to reduce maintenance costs and operate the ferries in a safe, environmentally-friendly manner.”

Caterpillar initially developed the Cat Common Rail system for the M 32 C engine series in 2006. The Edith Maersk, owned by A.P. Moeller – Maersk A/S, utilized the first M 32 C auxiliary engine retrofitted with Cat Common Rail. Cat Common Rail features electronically controlled, fully flexible injectors capable of injecting all fuels standardized according to ISO 8217 requirements, enabling optimal combustion and low emissions at all levels. Cat Common Rail can be retrofitted on the M 32 C.

“Another remarkable aspect of the M 32 C engine is the option to retrofit the engines to Dual Fuel operation at a later stage if necessary,” said Frank Kircher, Division Manager, Caterpillar Marine Systems Integration. “This gives Scandlines the freedom to decide how they would like to operate the vessels in 2015 when more stringent rules for the Sulfur Emission Controlled Area (SECA) become effective.”

Keel laying began in June 2010 at the P & S Werften (formerly known as Volkswerft) Stralsund yard in Germany. Both vessels will be delivered to Scandlines in 2012. The two ferries will operate between Rostock, Germany and Gedser, Denmark. While the engines will be manufactured at the Caterpillar factory in Kiel, Germany, a collaboration between European Cat Dealers Zeppelin Power Systems and Pon Power Scandinavia will provide Scandlines with sales and installation support, as well as product support and service.

“We’re pleased to be able to provide Scandlines with a tailor-made solution that covers the power requirement throughout all operating conditions,” noted Territory Sales Manager Ulf Hannemann. “Our customers have been pleased with the reliability of our engines, the reduced soot emission levels provided by Flexible Camshaft Technology (FCT) and the operational flexibility Cat Common Rail offers.”

Source: Caterpillar

gCaptain.com had a chance to speak with Todd Preston of Hydraulic Marine Systems. Hydraulic Marine Systems was one of the biggest hits of the 2008 International WorkBoat Show. They rolled into the show with a fully operational, self contained, system that was sold on the spot. Not a big surprise when you take into account the effectiveness, diversity and durability of their unique product. Here is what they had to tell gCaptain.

What are some of the more challenging or interesting projects your thrusters have been utilized on?

Our Thrusters are used on a variety of platforms including carpenter barges used for bridge work, Crane Barges, Dredging, Fuel barges and shuttle barges. We have several lease units on location in San Juan, Costa Rica which are being utilized on a Marina project.
Probably the most interesting project would be the most recent one also. The 275HP Twin unit Displayed at the WorkBoat Show in New Orleans sold right off the floor and was delivered to a nearby location on Saturday after the show closed. The unit was installed on a 90×250′ Salvage Barge called the “Dixie Diver”. The barge and its crew, along with Divers, set way for a project in the Gulf of Mexico on Wednesday to perform salvage recovery operations from an oil platform that was damaged during Tropical Storm Fay.

How do your thrusters differ from your competitors or are you truly one of a kind?

We have several different aspects which make us stand out from the competition. First and foremost, our cost is approximately one half the industry average based on horsepower. We manufacture these machines to be as strong and durable as possible and keep them at a cost of around $525/hp or less. Second, our production time to delivery is relatively quick in comparison to the larger manufacturers (ours is 60 to 90 days). Third, while other manufacturers say their parts are readily available, they’re still talking about “their” parts; Parts that still have to come from them. Our machines really are built with industry standard parts which are available through out the world. If a customer damages a hydraulic line, cylinder or even a pump, they can get a replacement from the local hydraulic shop and bolt it right up.

Fourth, these machines are very portable. They can easily be transported by truck or trailer and the set up time is very minimal. Typically they can be set up and in operation the first time within 30 to 45 minutes. When the customer becomes familiar with set up, that time usually decreases to 20 to 30 minutes.

As far as “truly one of a kind”, well… to the best of our knowledge we are the only manufacturer in the world producing a single engine, twin drive propulsion unit, and we have a patent pending on that design. Typically if you need two propeller drives, you’re going to be buying two complete machines and mounting them separately.
Our 275hp single engine, twin drive unit (the one on display at the show) produced 312 hp at the propellers! (157hp at each prop). That 157hp turned the props at an amazing 1345rpm’s under one hundred percent load in the water! This data is verifiable and was recorded under independent testing from an outside company.
The 275 Cat Thruster was certified at 5,800 ft. lbs of thrust under continuous load! We believe the amount of thrust we’re producing, combined with the durability and portability of the application, at the cost we’re producing them at really is “one of a kind”!

What new projects and/or products are in the works for HMS?

Currently, we’re designing a multiple unit order for an overseas client. These will be heavy duty 275hp units, allowing 12 & 1/2 feet of reach from the barge deck to centerline of the propellers and will be equipped with radio remote controls, hydraulic depth adjustment and positive locking collars fixed to the back of the barge for added drive stability at the lower depth.

We have a new unit in the design stage that will be powered with a 500hp engine and we’re looking for 10,000 ft. lbs of thrust! This machine will premiere at the 2009 International WorkBoat Show in New Orleans.

Thanks Todd. We look forward to seeing you guys again next year in New Orleans.

“Dixie Diver”

Click here to view the embedded video.

Remote control thruster Testing – 225 HP single engine remote controlled thruster with 24″ propellers goes up against twin engine, (671 Detroit Diesel engines) push boat with 30″ propellers, and holds its own!

The 433 ft long “Beluga SkySails” in an undated image. Turning ocean winds into gold while cutting greenhouse emissions in the process might sound like some sort of alchemy for the 21st century. The ship will make its maiden voyage in January across the Atlantic to Venezuela, up to Boston and back to Europe. It will be pulled by a giant computer-guided $725,000 kite tethered to the mast.

(Source: chinanews.com.cn)

More photos can be found HERE.

Note: We have updated this post in a comprehensive look at Green Ship Propulsion