The real reason for Samsung’s hybrid interest

South Korea’s biggest industrial group is leveraging its shipbuilding business to introduce batteries to the marine market. The move could mark a decisive moment in the uptake of hybrid propulsion in the deepsea merchant fleet.
When Wärtsilä announced it would work with Samsung Heavy Industries (SHI) to develop hybrid propulsion for tankers and gas carriers, there was no mention of the Korean company’s substantial battery business. But that is a key driver behind the partnership. Samsung SDI, a sister company to and stakeholder in SHI, is exploring new markets for large-scale batteries and energy storage as it sees demand growth slowing for smaller batteries.
The shipbuilder is involved with some of the very first deepsea-going ships with batteries. Two shuttle tankers for Teekay Offshore will have batteries alongside engines that can burn LNG as well as the volatile organic compounds emitted from the vessels’ cargo. Those propulsion and power arrangements, designed and supplied by Wärtsilä, convinced Samsung that the tanker and gas carrier market can benefit from batteries.
The relationship with Wärtsilä works both ways. The Finnish company gains a closer relationship with a key customer for ship propulsion. Samsung gets something arguably even more valuable – the opportunity to test its batteries for marine use at Wärtsilä’s Hybrid Centre in Trieste. To date this is the only full-scale facility for trialling new hybrid propulsion arrangements. It will be a crucial advantage to Samsung as it explores properties and characteristics are needed from marine batteries.
There is an interesting market dynamic at play. So far batteries have been installed on relatively small, European-built ships (including passenger and offshore vessels). They have also been from predominantly European battery suppliers. As batteries are installed on the bigger, deepsea ships built at Asian yards, is there room for Asian battery makers to claim that business? Samsung clearly believes so. The close ties between SHI and Samsung SDI will be instrumental in that objective.
There is little doubt that hybridisation will eventually play a role on bigger ships as they seek to cut fuel bills and slash emissions in line with IMO targets. Most ship projects today involve discussions about alternative propulsion options including LNG and batteries. But few owners have taken concrete steps in the tanker, gas carrier or other deep sea segments. Now a canny move to boost battery sales, not a burning desire to cut emissions, could provide the kick-start the market needs.

RTA unveils hybrid abra at Dubai Boat Show

Dubai: The Roads and Transport Authority (RTA) has unveiled a new hybrid abra at this year’s ongoing Dubai International Boat Show.
Mohammad Abu Bakr Al Hashemi, Director of Marine Transport at the RTA said: “The event provides a platform for the RTA to exhibit its key marine transport projects highlighted by the new hybrid abra; which reflects the RTA’s vision of revamping marine transit services and meeting the needs of passengers. The RTA’s continued participation in this show is instrumental in keeping abreast of the latest industry trends in operating systems and the manufacturing of environment-friendly engines. The event also avails us the opportunity to acquaint with designers and manufacturers of boats, to review the best models that help us upgrade our marine services,” he added. The RTA has taken part in the Dubai Boat Show every year since 2008. This year’s event kicked off on Tuesday and wraps up on Saturday.

ForSea completes all-electric ferry conversions to reduce emissions

ForSea completes all-electric ferry conversions to reduce emissions: ForSea, formerly HH Ferries Group, has converted two of its ferries into all-electric vessels using technology from ABB. Tycho Brahe and Aurora, which had their diesel engines replaced with battery power to reduce their environmental impact,  are now the largest emission-free ferries in the world. They were officially inaugurated after guests boarded Tycho Brahe in Helsingborg, Sweden and Helsingør, Denmark earlier this November. “We are delighted that the entire system...

Massive Cargo Ships Are Going Autonomous. Here Are The Companies & Trends Driving The Global Maritime Industry Forward.

Established corporates and new startups are driving progress in autonomous shipping. The technology could improve safety, lower costs, and reduce energy consumption.

Construction has begun on the world’s first fully-autonomous cargo ship.
Last week, Norwegian shipbuilder Vard Holdings said it would produce the fully-autonomous and fully-electric container ship, the Yara Birkeland.
The ship will be built for Norwegian chemical company Yara, and will be designed as a zero-emissions vessel. It is expected to be completed in 2020

The recent news highlights how autonomous technology is quickly changing the massive shipping industry.
In this brief, we dive into current corporate- and startup-driven initiatives in the space, and autonomous shipping’s implications for the global trade supply chain.

Autonomous shipping initiatives make waves

While some major corporates are building out autonomous vessels, others, like startups, are building out autonomous and semi-autonomous systems to be installed on existing vessels.


Samsung & AWS: In early August, major shipbuilder Samsung Heavy Industries (a subsidiary of Samsung) announced that it’s using Amazon’s AWS cloud services to build an autonomous shipping platform. The platform will enable the self-piloting of container ships.
Samsung says it is also leveraging AWS to incorporate machine learning, augmented reality, virtual reality, analytics, databases, and storage into its smart shipping platform. The technology will be used for initiatives like creating a virtual replica of a ship cockpit for land-based training and simulations.
Rolls Royce, Kongsberg, & Wilhelmsen: Rolls-Royce sold its autonomous marine division to Norwegian maritime equipment supplier Kongsberg for approximately $660M in June 2018. While Rolls-Royce Commerce Marine had been a powerhouse in developing autonomous marine technology, it remained an unprofitable division that the company sought to sell.
The acquisition is a welcome addition for Kongsberg, as it also seeks to become a leader in autonomous shipping. The company partnered with shipping supplier Wilhelmsen to start a new autonomous shipping venture dubbed Massterly in Spring 2018. Massterly will help to outfit technology on autonomous ships, like the Yara Birkeland, mentioned above.


ShoneSan Francisco-based startup Shone, which has raised $4M to date, seeks to retrofit existing ships with autonomous technologies to aid existing on-board crews. The company’s technology combines AI with data from multiple existing ship sensors to help detect and predict the movement of other vessels nearby 24/7.
The startup partnered with major shipping carrier CMA CGM in June 2018 to incorporate AI on their existing ships. Once installed, the technology will help with piloting assistance, and will include an anti-collision alert system.
Sea Machine RoboticsBoston-based startup Sea Machine Robotics, which has raised $1M in funding, is creating industrial-grade control systems for autonomous and remote vessel control that can be installed on existing boats and ships. Specifically, Sea Machine’s products leverage AI and lidar software to help ships perceive the environment around them.
The startup partnered with shipping carrier Maersk in April 2018 to test one of its products, the SM400, which is an autonomous control system designed for merchant and cruise ships. Maersk will install SM400’s situational awareness software on one of its container ships to improve safety and navigation.

How autonomous shipping will change the maritime industry

While fully operational autonomous ships won’t be available for some years, international regulation remains a hurdle for the space. International organizations have not done a good job keeping up with the impacts of autonomous technology.
However, the International Maritime Organization (IMO), a branch of the UN, has decided to take a proactive step in addressing the issue. In May, the regulatory body announced a framework for scoping out future autonomous shipping regulations. As part of the framework, the IMO created a preliminary definition for what constitutes an autonomous ship, dubbed MASS (Maritime Autonomous Surface Ship), and describes differing levels of autonomy (i.e. if an on-board human crew leverages autonomous technology assistance; if a ship is controlled remotely from land; or if a ship is completely independent and autonomous).
Setting aside legal hurdles, however, autonomous shipping is poised to impact global trade in a number of other ways:
Operational safety: Between 75% and 96% of maritime-related accidents are caused by human error, according to a study by Allianz. Introducing fully-autonomous and semi-autonomous vessels may help reduce the number of shipping-related accidents, as employee fatigue and personal judgement failures are reduced. As 90% of global trade takes place by ocean, this could markedly improve safety across the global trade supply chain.
Reduction in crew costs: As on-board crews are reduced, shipping carriers will no longer need to pay their salaries, insurance, or on-board provisions. Crew-related expenses can account for up to 30% of a voyage’s total cost. This means unmanned or lightly-manned vessels could save money for shipping carriers, and ultimately for those shipping goods, in the long run.
Energy efficiency: The Yara Birkeland, mentioned above, is expected to be the first fully-electric, and zero-emission vessel. As shipping vessels account for 3% of global carbon-dioxide emissions, the adoption of zero-emission ships could notably reduce pollution around the world.
Data collection: The global trade supply chain is becoming increasingly connected, digital, and data-driven. Startups and corporates are digitizing the shipping process and seeking to optimize logistics. Autonomous ships will be well-equipped to further promote supply chain visibility by collecting voyage-related data through their autonomous systems. This data can be used by supply chain partners to communicate the status of certain shipments, or further optimize shipping routes based on factors like sea conditions.
Click here to learn more about the impacts of autonomous shipping.


Unmanned Surface Vessels and Hybrid Propulsion will be the topics of a new European commercial marine conference taking place at Seawork on Wednesday 4 July.

Estimated at USD 470 million, the Unmanned Surface Vessels (USV) market is expected to reach around USD 1 billion by 2022 due to the ever-increasing need for maritime security, ocean mapping and data.
With Europe’s USV market set to grow at a higher rate than anywhere else globally, unmanned surface vessels are able to augment or even replace divers for salvage activities, port security, fish farms surveillance, bridge and dam monitoring and to aid research efforts.
The Seawork Commercial Marine Conference’s morning session will focus on USVs and will invite speakers from a range of industries, including Dr Katrina Kemp - Smart Ships & Automation Policy Officer at the Maritime and Coastguard Agency, who will be discussing the government’s emerging vision for autonomous, smart shipping; Ifor Bielecki – Director of Sea-Kit, on the challenges of long range, long endurance USV operations; and Gordon Meadow – Associate Professor at Warsash School of Maritime and Science and Engineering, who will be discussing their collaborative research project with Rolls Royce developing the unmanned and partially autonomous operation of marine vessels.
Marine hybrid propulsion systems are yet another fast-emerging market, estimated to reach around USD 5,252 million by 2024. Already a preferred, clean propulsion system choice globally, hybrid technologies are increasingly being used in several vessel categories. With the ever-increasing need to reduce operating costs and minimise fuel consumption, together with growing environmental and legislative pressures to bring down emissions, more and more vessel operators are beginning to see the benefits of embracing hybrid propulsion.
The afternoon session of the Seawork Commercial Marine Conference will centre around the future of hybrid propulsion and will invite speakers including Anne Duncan – CEO at Ecospeed, who will discuss how hybrid and windfarm operations could offer a clean solution for the shipping industry; Tony Birr – Consultant at Goodchild Marine Services Limited, on new developments in hybrid pilot boats; Dr Christoph Ballin- Co-Founder and CEO of Torqeedo GmbH, who will discuss the marine sustainability revolution and how hybrid propulsion technologies could play a key part.
Both sessions will provide businesses across the commercial marine industry the opportunity to keep ahead of the curve with developments within this fast-paced sector.

via seawork

Wind, Solar Marine Power Project Approves Battery Supplier

Wind, Solar Marine Power Project Approves Battery Supplier
UltraBattery UB-50-12 Batteries. Image Credit: The Furukawa Battery Company
Eco Marine Power (EMP) today said it has formally certified The Furukawa Battery Co., Ltd. of Japan, as a supplier of batteries for use on ship and marine structures.
As previously discussed on Ship & Bunker, marine batteries form an integral part of a range of the Aquarius Marine hybrid wind and solar marine power solutions being developed by EMP.
"For many energy storage solutions for ships and marine applications the key is to keep things simple, safe and reliable. The battery technologies that we have certified from Furukawa Battery allow us to offer energy storage solutions that are easy to install, do not require complicated cooling or control systems and are cost effective," said Greg Atkinson, Chief Technology Officer at Eco Marine Power.
Our battery technologies have been proven to be very safe and reliable over many years
Mr. Kodaka, General Manager, Overseas Sales and Marketing Department, Furukawa Battery
The certification process covers a range of batteries technologies including the hybrid valve regulated lead acid (VRLA) UltraBattery, and included obtaining approval from ClassNK for each battery type, EMP explained.
EMP also assessed how Furukawa Battery recycles returned batteries as part of a sustainability review.
"Our battery technologies have been proven to be very safe and reliable over many years and we are excited that we can offer these globally in co-operation with Eco Marine Power," commented Mr. Kodaka, General Manager, Overseas Sales and Marketing Department at Furukawa Battery.
Furukawa Battery will display its battery technologies for ships along with Eco Marine Power during Sea Japan in Tokyo, between April 11th – 13th 2018.

Jensen Maritime to design Baydelta’s first hybrid tractor tug; Rolls-Royce technology

Jensen Maritime, Crowley Maritime Corp.’s Seattle-based naval architecture and marine engineering firm, was recently selected to provide the design for Baydelta Maritime’s new 100-foot, Z-Drive (azimuth thruster) hybrid tugboat. It will use Rolls-Royce hybrid technology and represents the first installation of a hybrid system for Nichols Brothers Boat Builders (NBBB), and the first hybrid tug designed by Jensen to enter the construction phase.

Scheduled for delivery in the first quarter of 2019, the tug will feature the same ship assist and tanker escort capabilities of existing Valor class harbor tugs, but with multiple operational modes. The Rolls-Royce hybrid system allows for the vessel to operate direct-diesel, diesel-electric or fully-electric while assisting the large containerships and tankers that operate in US West Coast ports.
This concept will save fuel and reduce emissions, while supplying Baydelta with the same power and vessel characteristics needed for their operations. The flexibility provided by the drive system will allow loitering and transit at up to 7-8 knots in electric-only mode, then a bollard pull of 90, or nine short tons, in combined diesel-electric mode.
The tug will be powered by two Caterpillar C3516 C Tier 3 diesel engines, each rated at 1995 kW at 1,600 rpm, supplied by Peterson Power of Portland, Ore.; and by two Rolls-Royce supplied 424 kW electric motors.The Z-drive system, two Rolls-Royce 255FP units, can accept power from the diesel engines, electric motors and from both power sources.
The electric motors are powered by three CAT C9.3 generators with 300 kW each, which are 480V three-phase at 1,800 rpm, and one harbor generator, a C7.1 150 kW 480V, three-phase at 1,800 rpm. All four generators will be supplied by Peterson Power.
The tug will have eight berths, and the major equipment on board will include a Rapp Marine electric hawser winch and a single drum tow winch. The tug is designed to carry up to 71,000 gallons of fuel and 4,300 gallons of fresh water. It will have a large pilot house providing all-around visibility; a deckhouse with an open feel; a large mess and lounge area; and accommodations for an eight-person crew.
The tugboat will be ABS Load Line classed and compliant with US Coast Guard regulations, as required at delivery.

Sanlorenzo Steps into the Future with Its E Motion Series Superyachts

Superyacht builder Sanlorenzo is taking a big step ahead of competitors with a line of hybrid and diesel-electric yachts it is calling E Motion. The Italian firm announced the new initiative Tuesday at the Düsseldorf Boat Show. Tilli Antonelli, founder of Wider Yachts, is heading up Sanlorenzo’s new E Motion division, which will see its first hybrid SL86 debut in May. The company launched a SL105 Hybrid in 2015, but this is a fleet-wide initiative.
“The automotive world is moving very quickly in the direction of hybrid and electric propulsion,” Antonelli told “We don’t want to be any different in the yachting world. We think it’s coming so fast that in five years the value of an ‘old-style’ superyacht might be much lower because of its conventional propulsion system.”
Several superyacht builders, including Antonelli’s Wider, have worked with hybrid systems, but Sanlorenzo’s E Motion takes the commitment to a new level. CEO Massimo Perotti called electric propulsion a “new era for yachting,” adding Sanlorenzo wants to be “the first player in the world.”
The E Motion range will include both displacement hulls, built in steel and aluminum, and its faster planing yachts in fiberglass. The first two SL86 E Motions with hybrid propulsion systems will debut in May and in December. A 44Alloy E Motion, 500Exp E Emotion, and 62Steel E Motion will make their debuts in 2020, while E Motion versions of its 50Alloy, 56Exp, and 58Steel will launch a year later.
Sanlorenzo 44Alloy E Motion.
Sanlorenzo 44Alloy E Motion.  Photo: Courtesy Sanlorenzo
“It doesn’t really matter whether the system is hybrid or electric,” notes Antonelli. “The benefits for the owners are the same.” They include improved fuel efficiency, more usable interior space, and much lower noise and vibration levels. The hybrid system uses smaller diesel engines and battery-powered generators, while the electric-diesel propulsion uses electric motors fed by industrial batteries. Both can operate on ZEM (Zero Emissions Mode) at night, so emission and vibration levels are nonexistent.
Spaces normally devoted to large engine rooms can be used for expanding the yacht’s beach clubs or staterooms. “It can create 30 percent more saved space,” says Antonelli. “On the 62Steel, you gain almost a whole deck with the space savings. The benefits of these engines make these systems a no-brainer compared to conventional propulsion systems.”
Sanlorenzo 62Steel E Motion hybrid superyacht
Sanlorenzo 62Steel E Motion. 
Perotti said the shipyard is cooperating with an unnamed strategic partner to develop full electric jet tenders. He also said it had entered into a cooperative agreement with Tesla for next-generation batteries.
“We’re seeing all the big marine engine manufacturers investing heavily in this technology,” says Antonelli. “The future is here.”