Industry News



GE Power Conversion will provide its LM2500+G4 gas turbine, shockproof MV3000 hybrid-electric drives and an electrical network of motors to power the Italian Navy’s new Pattugliatori Polivalenti d’Altura (PPA) multipurpose patrol ship.

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MAN embraces hybrid future & decreased ferry emissions by 15% through the hybrid process.

MAN Diesel & Turbo’s 32/44CR engine is part of a successful hybrid diesel-electric propulsion solution employed by Scandlines Ferries on a busy route between Denmark and Germany.
Scandlines' 'Prinsesse Benedikte' employs a hybrid propulsion system that incorporates a MAN Diesel & Turbo 32/44CR engine
Scandlines' 'Prinsesse Benedikte' employs a hybrid propulsion system that incorporates a MAN Diesel & Turbo 32/44CR engine

In times of great need for more intelligent fuel use in marine applications and flexible propulsion systems is great, one of the world’s leading designers of marine diesel engines is already invested in a future that increasingly embraces hybrid solutions.
As the industry saw at MEPC 70 last month, emissions regulations are getting stricter. For the time being, MAN Diesel & Turbo believes that primary methods (modifications to diesel engine design) and secondary methods (emission solutions integrated into the engine, such as Exhaust Gas Reduction and Selective Catalytic Reduction) currently suffice to meet these. However, the future – when higher fuel prices become more likely – will demand more innovative and flexible solutions.
Projects featuring diesel engines and battery hybrid solutions are already notching up a number of noteworthy references. One such example is the Danish ferry Prinsesse Benedikte, which features an MAN 32/44CR engine as part of the vessel’s innovative hybrid-propulsion solution.
Ole Grøne, senior vice president of low-speed promotion & sales, MAN Diesel & Turbo, says: “For many ships within a wide range of marine segments, a hybrid diesel-electric system offers significantly lower fuel consumption, improved manoeuvrability and lower emissions compared to other, existing systems. Noise and vibration levels are also reduced, providing comfort to the crew and the immediate environment. There is no doubt but that diesel engines will continue to play a central role in ship propulsion in the future as they are ultra-reliable and embody a wealth of technology that is invaluable for modern vessels. The ease with which they can work in train with other propulsion methods, such as electric hybrids, is also key to their future.”
Since September 2013 Prinsesse Benedikte, the largest hybrid vessel ever built, has transported its 900 passengers and 300 vehicles with the aid of a new lithium-polymer battery system that has reduced ferry company Scandlines’ fuel costs and the vessel’s environmental impact. As part of its hybrid propulsion system, the Danish ferry features an in-line six-cylinder MAN 6L32/44CR engine.
Scandlines employed energy solutions provider Corvus Energy to provide the electrical-systems expertise that enables the 124m Danish ferry to sail the Rødbyhavn to Puttgarden route with her hybrid system.
SIMPLE CONVERSION
Ultimately, Prinsesse Benedikte’s conversion to hybrid running was a simple affair, with one of its engines was replaced with the battery pack to run with the MAN 32/44CR engine. With its advanced lithium-polymer battery solution, the hybrid system reduces maintenance costs, fuel consumption, greenhouse gas emissions and noise production, while increasing revenue and technical efficiency.
The energy storage system aboard Prinsesse Benedikte is capable of delivering the high peak-discharge outputs required for vessel starts. The vessel’s battery modules can recharge in 30 minutes from shore or generator power, offering the ferry the option of re-charging from the shore-based electrical grid – which in Denmark is often fed by green energy from renewable sources such as windmills/wind power – or diesel power from the vessel’s generators when necessary.
This solution does not require a cooling system, reducing engineering costs and potential failure points. It is also highly fuel efficient as the system has a load-levelling functionality that minimises the periods that Prinsesse Benedikte’s diesel engines run at a non-optimal load. Reducing the reliance on diesel fuel significantly reduces operating costs as fuel can account for 60% or more of a vessel’s total operating budget.
As well as its load-levelling ability, the battery system can drive the 16,000-tonne ship for half an hour or so without diesel fuel, dramatically reducing air and noise pollution close to port. Furthermore, the battery modules are a reliable, cost-effective alternative for hybrid ferries and almost triple diesel driveline lifetimes as the vessel can now operate on full electric propulsion while in harbour.
Since the successful conversion of Prinsesse Benedikte to hybrid running, Scandlines has similarly re-built each of its four ferries that sail between Rødby and Puttgarden. The subsequent reduction in weight and switch to electric has allowed each vessel to slash its fuel consumption by 1.2 million litres a year. The lithium-polymer battery pack aboard each ferry delivers 2,900kWh.
With the battery pack on board, the main diesel engine runs constantly at 85% load, including when tied up in port between journeys – 85% is considered the ideal load at which combustion is optimal relative to power and emissions. One diesel engine has proven to be enough to maintain a normal operational speed in good weather, and the battery pack is used to take the top off the power demand. Each ferry can sail for 30 minutes at 14 knots, or for an hour at a lower speed on battery power alone.
The Scandlines vessels represent the world’s largest battery installations in operation at sea. The experience gathered thus far shows that each ferry can manage on just one diesel engine and the battery pack in good weather. With the knowledge gained from the Rødby-Puttgarden route, it became obvious that Scandlines could have even removed a further engine from each ferry, in the process reducing the weight of the ferry even further. Scandlines has decreased ferry emissions by 15% through the hybrid process.

Savannah: Inside the multi-award winning Feadship superyacht



Savannah is the superyacht industry’s Ben-Hur: an awards magnet that cannot stop picking up silverware. The 83.5 metre Feadship trails the 1959 epic’s 11 Oscars, but she isn’t a million miles behind.

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THE WORLD’S QUIETEST SUPERYACHT

Genesi, the first Wider 150, is rated the quietest yacht in its class. 
You know that a superyacht runs quietly—almost silently—when you look out a window and are surprised to see that the boat is under way. Such was the case during a recent day cruise in the Mediterranean aboard Genesi, the appropriately named first example of the Wider 150, a 150-foot semicustom design from Italy’s Wider Yachts. A group of passengers were chatting in the sky-deck lounge when one mentioned that Genesi had left the dock. None of us had heard any accelerating engines or felt any hull vibrations. 
As it continued to operate in zero-emissions mode, the 391-ton yacht smoothly cut through the waves while its propulsion system registered only 37 decibels, which is three decibels quieter than a refrigerator hum. The wine in the glasses sitting on the sky deck’s bar passed the yachter’s vibration test: no ripples on the surface. The Registro Italiano Navale, the Italian organization that classifies and certifies ships and yachts, measured the sound and vibration levels aboard Genesi during sea trials and was so impressed that it gave the vessel a rating of 100—the first time the organization has awarded a perfect score to a superyacht. 
The whisper-quiet ride is merely one of the alluring features of the Wider 150, which is priced at about $29 million. Genesi woos guests with 3,700 square feet of exterior space spread across four decks, as well as a 950-square-foot beach club, a tender garage that converts into a 23-foot-long swimming pool filled with seawater, and a spacious master suite with a 60-square-foot fold-down balcony. 
The sophisticated diesel-electric propulsion system that can operate in near-silent zero-emissions mode is a first for a vessel this size and has established new fuel-burn and emissions standards for superyachts. 
“I wanted to design a boat around a new type of propulsion system,” says Wider CEO Tilli Antonelli, who conceived the 150 about 5 years ago. “I wanted to build something that had never been done in yachting.”
Antonelli saw diesel-electric propulsion as the solution to multiple issues dogging superyachts, including space constraints, vibrations, noise, and emissions. Instead of having two monster diesel engines and large generators taking up room at the rear, Genesi has banks of batteries just forward of the tender garage and four generators near the front of the boat. “That gave us 28 percent more interior volume,” says Antonelli. The configuration created space for the swimming pool/tender garage and allowed for two supersized VIP staterooms below deck. 
While running in zero-emissions mode, on battery power, Genesi can travel as fast as 5 knots for 8 hours. At 10 knots, it consumes only 17 gallons of diesel fuel per hour, giving it a range of 4,700 nautical miles. Our trip was much shorter: We departed from Cannes, cruised around the nearby Iles de Lérins, anchored for lunch, and then returned to Cannes. Guests enjoyed time on the open sky deck, which includes a Jacuzzi and reclining lounges, and at the foredeck seating area. It’s covered with a hard top on pillars that folds down when the space is not in use, maintaining the yacht’s streamlined look. At the stern, the transom door lifts up and platforms fold down from the sides of the hull to create the beach club, a wide deck between the pool and the ocean. When the yacht is under way, the pool becomes a garage for the Wider 32 that serves as Genesi’s tender. 
The owner’s suite encompasses 850 square feet, has a ceiling that is 7 feet 2 inches high, and is divided into a bedroom, an office, and a bathroom with marble walls and an oak tub. The suite’s terrace features a teak deck that slides out from the hull when the balcony folds down. “We could have built it the standard way, but that would’ve meant having a teak wall on the interior,” says Antonelli. “Instead, we built a special sliding mechanism so that the space remains consistent with the rest of the wall.” 
The slide-out deck, the beach-club design, and the quiet and efficient propulsion system are all consistent with Antonelli’s reason for establishing Wider, which he did in 2010 after running the Pershing yacht brand for 25 years: He wanted to create an entirely new type of yacht. “It was exciting to think about something that didn’t exist in yachting,” he says. “This was a new frontier.”
Love You, Tender
The Wider 32 can ferry or enthrall passengers.
The Wider 32 was conceived as the tender for the Wider 150 Genesi, but company CEO Tilli Antonelli also envisioned it as a stand-alone day boat. He wasn’t alone: Wider has sold a dozen examples of the $384,000 vessel since launching it 2 years ago. 
Skipping across 1-to-2-foot waves in the Mediterranean, Genesi’s Wider 32 was fast, nimble, and a lot of fun. It’s powered by twin 260 hp MerCruisers with Bravo 1 drives. They enable a top speed of 37 knots, and with power steering, trim tabs, and trim and tilt on the drives, the boat is easy to handle. 
It’s also easy on the eyes. The curved bow flows backward into a wide-open cockpit that drops into a tumblehome at the stern. The cockpit is furnished with a U-shaped lounge that converts to a sun pad. The decks—including the foredeck and swim platform—are covered with teak. 
The 32 can accommodate 12 passengers, which is ideal for a tender that ferries guests to and from port, but it also has deep storage lockers for wakeboards and other water toys that you could use with a speedboat. 
The cabin appears spartan, but the cabinets contain a microwave, a fridge, and a stove. The head in the bow is large enough for a shower, and the lounges along the sides of the cabin can serve as beds. 
The 32’s exterior can match the mothership’s, as that of Genesi’s tender does, or it can be ordered in a range of colors including white, blue, and orange. 
Wider Yachts, wider-yachts.com

Smart Grid, Battery/Storage and Efficiency Companies Bring in $433 Million in Venture Capital in Q2 2016

SOURCE: Mercom Capital Group
Mercom Capital Group
July 20, 2016 10:00 ET

Smart Grid, Battery/Storage and Efficiency Companies Bring in $433 Million in Venture Capital in Q2 2016

Smart Grid Companies Receive $222 Million; Battery/Storage Companies Receive $125 Million; Energy Efficiency Companies Raise $86 Million

AUSTIN, TX--(Marketwired - Jul 20, 2016) -  Mercom Capital Group, llc, a global clean energy communications and consulting firm, released its report on funding and mergers and acquisitions (M&A) activity for the Smart Grid, Battery/Storage and Energy Efficiency sectors in Q2 2016.
Smart Grid Venture capital (VC) funding (including private equity and corporate venture capital) for Smart Grid companies doubled with $222 million(M) in 15 deals compared to $110M in 14 deals in Q1 2016. Year-over-year (YoY) funding also doubled compared to Q2 2015 when $104M was raised in 18 deals.
Top VC funded companies were Vivint Smart Home with $100M, ChargePoint with $50M, AutoGrid Systems with $20M, Origami Energy with $19.5M, and lastly Comfy secured $12M.
Forty-six VC investors participated in Smart Grid deals in Q2 2016. Smart Grid Communication technologies, including Home Automation, raised $123M.
There were three M&A transactions in Q2 2016 compared to two transactions in Q1 2016.
Battery/StorageVC funding for Battery and Storage companies doubled with $125M in 10 deals in Q2 2016, compared to $54M in 10 deals in Q1 2016. Year-over-year funding in Q2-2016 was in line with Q2-2015, which had $126M in 13 deals.
Top 5 Battery/Storage VC funding deals were Nexeon with $43.3M, Aquion Energy with $33M, Stem with $15M, and Greenvision Technologies (Relicell) with $8M and Silatronix with $8M.
Twenty investors participated in Battery and Storage funding in Q2 2016. Lithium-ion Battery companies raised $51.3M in three deals.
Announced debt and public market financing for Battery/Storage technologies came to $65M in two deals in Q2-2016, compared to $28.5M in two deals in Q1-2016.
There were four M&A transactions (two disclosed) for Battery/Storage companies in Q2 2016. The largest M&A deal in Q2 2016 was the $1.1 billion(B) acquisition of Saft by Total. Another notable deal included the acquisition of an 80 percent stake in Green Charge Networks by ENGIE.
EfficiencyEnergy Efficiency technology companies raised $86M in VC funding in nine deals compared to $211M in 14 deals in Q1 2016 and $211M in 18 deals in Q2 2015.
The top VC funded company in Q2 2016 was Thermondo with $25.6M in funding, followed by tado° with $23M, Electric Imp with $21M, and Kyulux with $13.5M.
Eighteen investors participated in VC deals in Q2 2016.
Announced debt and public market financing in the Efficiency category peaked in Q2 2016 with $1.75B in seven deals.
There was one initial public offering (IPO) in the Efficiency category by Philips Lighting for $959M.
In Q2 PACE Financing totaled $762M including $512M in PACE Securitization deals from three transactions. Renovate America had the top deal with $305.3M raised in its seventhsecuritization of PACE bonds. To date, PACE financing companies have raised more than $2B.
There were seven M&A transactions in the Efficiency sector in Q2 2016, including the $532M acquisition of Opower by Oracle.
To get a copy of the report, visit: http://bit.ly/MercomSGQ22016
About Mercom Capital GroupMercom Capital Group is a global communications and research firm focused on thecleantech sector. Mercom advises companies on new market entry, custom market intelligence and strategic decision-making. Visit: www.mercomcapital.com. To get our market intelligence reports, visit: www.mercomcapital.com/market_intelligence.php

Innovative vessel charging and mooring

Cavotec has entered into an agreement with Wärtsilä to develop innovative wireless charging and automated mooring technologies that should deliver substantial reductions in environmental impact for operators worldwide.
Earlier this year, Cavotec and Wärtsilä announced a co-operation agreement to develop the world’s first integrated marine wireless charging and automated mooring concept. The agreement incorporates Wärtsilä’s innovative wireless vessel charging system, which is based on inductive power transfer, (IPT), and incorporates Cavotec’s automated mooring technology MoorMaster. 
Market interest in this solution has already been confirmed with the first prototype scheduled for installation in Norway during the first half of 2017.

The IPT sequence 
Cavotec and Wärtsilä have combined four MoorMaster vacuum pads and one IPT plate to achieve what is claimed to be the fastest automated mooring and charging sequence in the industry to date. This unprecedented speed supports key industry objectives of optimising the number of battery packs on the berth and vessel to reduce the overall cost of investment in terms of a number of factors such as battery cost, vessel weight, and heat load.As ferries approach the berth, the IPT system readies for the charging and mooring sequence. 
Crucially – and in one of the key features of this system – charging can begin before the vessel is fully moored, thereby generating significant time savings, which in fast turn-around ferry service settings are especially relevant. An advanced detection system determines when the IPT unit is within an appropriate range to the vessel, and once 75% of the surface area of the charging plates on the ship and MoorMaster are overlapping, charging starts. 
Operators focus on manoeuvring the ferry along the berth, and once in position, a number of vacuum pads – typically around four for the size of ferry envisaged in this co-operation – extend, and attach to the vessel’s hull, achieving safe, secure mooring within 30 seconds.
At departure, a signal received from the bridge or ramp prompts the MoorMaster vacuum pads to retract from the vessel within 10 seconds. The charging sequence ends when the induction plates are no longer within acceptable operational limits.
MoorMaster: challenging the conventional
MoorMaster is a vacuum-based automated mooring technology that eliminates the need for conventional mooring lines. Remote controlled vacuum pads recessed in, or mounted on the quayside or pontoons, moor and release vessels in seconds.The system dramatically improves safety and operational efficiency, and in many cases enables ports to make considerable infrastructure savings. 
To date, some 200MoorMaster units have performed some 200,000 mooring operations at 30 – soon to be 42 – ferry, bulk handling, Ro/Ro, container and lock applications worldwide.The vacuum units hold vessels at set distances from the berth, thereby avoiding the need for ships to be repositioned along the quay – resulting in operational improvements and reduced emissions from ships and tugs.

Innovation in practice
Separately, Cavotec has recently received an order to supply equipment for an automated mooring and charging applications in Finland, a project where Cavotec will manufacture,install, and commission two combined automated mooring and battery charging systems for an electric hybrid passenger ferry application in southwest Finland.
This application integrates MoorMaster; AMP systems, and Cavotec’s Automatic Plug-inSystem, (APS). APS automates the connection of cranes, ships and other mobile equipment to electrical power using cable reels, thereby expanding the potential use of mobile electrical equipment. The system also generates cost savings and improved safety standards.
“Cavotec’s APS enables the fully automated connection of electrical power to the vessel at the touch of a button, and MoorMaster holds the ferry in position allowing the captain to switch off its thrusters while the ferry is loaded and unloaded,” explains Benny Törnroos, managing director of Cavotec Finland.
Similar to the Cavotec systems that already moor and charge a battery-powered passenger ferry at two berths in Norway, two MoorMaster MM200 units will be installed at the Parainen and Nauvo berths, (one unit at each berth), along with two AMP charging towers. The MoorMaster unit signals to the AMP unit when the ship is securely moored, and a laser sensor then guides the AMP connector to a hatch in the side of the vessel where it connects to the ship’s battery unit to begin charging.
The electric hybrid ferry, which will be operated by FinFerries, will be approximately 90m in length, 16m wide, and will be able to carry up to 90 cars. It is due to enter service in summer 2017. The vessel will make crossings – at 15-minute intervals during the day, and one round trip per hour at night – throughout the year and in all weather conditions.
At the Norway application, which has been in operation since spring 2015, the system is used with the 80m battery-powered ZeroCat ‘Ampere’ catamaran run by Norwegian ferry operator Norled. By using MoorMaster, the ZeroCat’s propeller system is switched off for nine minutes during each 10-minute boarding process, thereby giving sufficient time to connect to the charging system and charge the on-board batteries for the next crossing.
The Norled and FinFerries applications are attracting interest in the maritime sector, and have the potential to be adopted by a large number of similar ferry routes in Norway and many more beyond. APS is also gaining plaudits from the industry. It won the inaugural Innovation of the Year Award at the Electric & Hybrid World Expo 2014, an event that “honoured the world’s finest engineers, innovations and products in the electric and hybrid marine arena.”
In another recent passenger ferry-related development for MoorMaster, this time in the UK, Wightlink Ferries is to introduce the system at two of its passenger and vehicle ferry berths in Portsmouth, (on the mainland), and Fishbourne on the Isle of Wight.The introduction of MoorMaster will allow Wightlink’s new, larger vessel to use the existing berth at Portsmouth, without having to make a costly extension to it, which would have also caused difficulties for manoeuvring vessels.

Co-operation in Norway
Separately, in Norway, Cavotec has joined a group of engineers, investors, and representatives from the maritime sector to support the expansion of the use of electrically powered ships in the Nordic country.The project, named ReCharge, is headed by leading certification and classification group DNV GL. Along with Cavotec, Port of Oslo is also partnering on the project, together with Enova, a technology- and data analytics online lending company, which is contributing almost half of the project’s total NOK 1.45 million budget.
ReCharge will review the practicalities of expanding the availability of shore power at Norway’s ports, and research different power systems, such as battery-powered vessels and hybrids. 
Shore power, or cold ironing, is the process of connecting ships in port to the electrical grid and switching off their engines. This reduces emissions of NOx, SOx, and particulate matter. Cavotec has extensive experience of the design, manufacture and installation of high and low voltage ship-based, shore-based, and mobile shore power, or Alternative Maritime Power (AMP) systems. The Group first started working with AMP in the 1980s in Sweden,and has since supported customers worldwide with the technology. 
ReCharge conveners say that they want to see Norway become the world leader in environmentally-friendly ships. And while Norway is not an EU state, improved availability of shore power would keep it in line with conditions of an EU directive that requires all EU ports to make shore power available by 2025. According to DNV GL, some 40 hybrid ships are currently on order for Norwegian shipping lines, with a similar number of plug-in hybrid vessels also due to enter service in the coming years.

- See more at: http://www.greenport.com/xporttoprint/page-14/innovative-vessel-charging-and-mooring#sthash.6PiaT7ae.dpuf 

PBES announces the world's first-ever commercialized thermal runaway suppression system

VANCOUVER and TRONDHEIM, NorwayNov. 30, 2015 /PRNewswire/ - PBES, a global leader in battery storage for industrial applications, announced the world's first ever commercialized thermal runaway suppression system.  The system is capable of suppressing and preventing the effect of cascading thermal runaway even in systems that have sustained significant physical damage.
"The historic challenge for lithium batteries has always been that they can catch fire," said Brent Perry, chief executive of PBES. "No More. Our team of industry-leading pioneers has developed a solution that effectively stops thermal runaway."
This advance in lithium energy storage represents the first fire-safe lithium battery system ever, managing safety at the cell level. An industry first in terms of fire-safe lithium battery system, it solves the universal problem of safety, effectively removing a significant barrier in the marketplace. 
In multiple tests, without a single failure, PBES has demonstrated kilowatt to megawatt scalability to completely control and eliminate thermal runaway. Until now, thermal runaway mitigation in a commercially available product has never before been achieved. Massachusetts Institute of Technology (MIT) successfully stopped thermal runaway but it was in a lab setting using liquid nitrogen for cooling.
The incorporation of the patent pending Thermal-StopTM, CellCoolTM and E-VentTM systems, combined with industry leading advanced energy management system, provide safety and protection from the cell level up to the system level. This unique design provides results that have never been achieved by competing lithium-battery technologies.
PBES lithium battery storage is ideally suited for: renewable energy to grid, grid based systems, industrial marine, port machinery, commercial transportation, data center UPS, defense and homeland security, island and other off-grid or remote community applications.   
"The harder a system works, the better energy storage can support it, and the faster the customer's return on investment," said Perry. "Modeled on the standards of the IEC and the third party class group type approval criteria of DNV-GL, Lloyds Register and American Bureau of Shipping, PBES engineered solutions are the template for energy storage for the next twenty years." 
Brent will attend the COP21 2015 United Nations Climate Change Conference in Paris where he will present on lithium battery safety, advancing energy storage technology and the impact of energy storage on the environment in industrial applications marine and grid applications in Global markets. Please email to find out more information about Mr. Perry's presentation. 
PBES solutions are currently offered with NMC and Titanate cell chemistry, with performance starting at 3C RMS, and lifespan up to 10 years. Payback is typically within 1-3 years. 
PBES invites observers to see the company's new thermal runaway suppression technology for themselves. Participants can register to observe the company's advanced batteries safely being pushed to previously unthinkable levels in Q1 2016 in Canada or Sweden
About PBESPBES provides engineering and strategic design services to the industrial energy storage industry. Comprised of some of the top thinkers in the energy storage field, PBES applies next generation engineering to industrial, marine and grid energy storage applications. 
Visit us at www.pbes.com and www.no.pbes.com
SOURCE PBES

ABB to power world’s largest emission-free electric ferries and deliver first automated shore-side charging station

Innovative ABB technology reduces emissions, increases efficiency of battery charging, reduces safety risk on HH Ferries route between Helsingør and Helsingborg
ABB will supply the complete power and propulsion systems for two HH Ferries Group vessels to become the world´s largest emission-free electric ferries. The modernizations utilize turnkey ABB solutions including batteries, an energy storage control system and Onboard DC Grid technology. At both ends of the route ABB will supply the first automated shore-side charging stations using an ABB industrial robot, to optimize the connection time and therefore maximize the charging period.
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The two ferries, Tycho Brahe and Aurora, will operate completely on battery power between Helsingør (Denmark) and Helsingborg (Sweden), a distance of approximately 4 km carrying more than 7.4 Million passengers and 1.9 million vehicles annually. The new battery solution will help lower total emissions across the fleet by more than 50 percent from the current diesel operated vessels. The combined battery power of 8,320 kWh for the two ferries is the equivalent of 10,700 car batteries.
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Introduced in 2001, ABB’s IRB 7600, with its proven track record, is being used as part of the new charging station technology. All pre-docking procedures are based on 3D laser scanning and wireless communication between ship and shore. During the last 400 mm of the ferry’s approach the robot will reach out and pull the shore cable from the ship. The cable reel releases the cable and the robot moves the connectors to the corresponding connectors below the robot. After the connection is made, the robot moves back to the home-position and the roll-up doors closes. The robot will reside inside its own building when not in use.
“This order goes to the very core of what we do at ABB,” says Juha Koskela, Managing Director of ABB’s Marine and Ports business unit. “These are highly innovative solutions in line with our Next Level strategy, improving the efficiency while lowering the environmental impact.”
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The order is another milestone in the maritime passenger segment for ABB.
“The ferry services across Scandinavia and the Nordic region are leading the world in terms of progressive environmentally friendly solutions. ABB is at the forefront of this revolution,” said Koskela.
It is an inherent part of HH Ferries’ strategy to actively safeguard the environment, and the ferry company has adhered to emission regulations since 2007, which were later implemented in 2015.
“In this context we are very pleased that we together with ABB and with proven technology and in an innovative way, have been able to create a new set up to retain our position as a highly efficient high capacity route,” says Chief Executive Officer Henrik Rørbæk, HH Ferries Group. “From an environmental point, we invest responsibly in tomorrow’s technology solutions leading towards a greener future.”
The investment is co-financed by INEA, the EU’s executive agency for innovation and network.

Source: ABB

La Naval delivers ABC-powered hybrid RoPax ferry

La Naval delivers ABC-powered hybrid RoPax ferry
JUNE 29, 2016 — Spanish shipbuilder Construcciones Navales del Norte—La Naval — has now delivered Texelstroom, one of the world's first  hybrid RoPax ferries.
The 135 m double ender has been built for Royal N.V. Texels Eigen Stoomboot Onderneming (TESO) and is designed to transporting up to 1,750 passengers and 350 vehicles between the port of Den Helder, Netherlands,  and the island of Texel.
Anglo Belgian Corporation (ABC) supplied the four medium speed main engines, including two dual fuel (CNG + diesel) generator sets that deliver 2 MW each at 1,000 rpm and two diesel generator sets that develop 2 MW each at 750 rpm.
For the dual fuel engines, an air/gas mixture is injected in the cylinders, which is then compressed. A small pilot injection of diesel ensures the ignition. Natural gas (CNG) is more environmentally friendly and has as one of the main advantages that hardly any soot or sulfur dioxide is released during the combustion.
An important advantage of ABC's dual fuel engines is a very flexible fuel system that considerably increases efficiency. The ignition system makes it possible to work with different gases of low calorific value and fluctuating ignition quality.
Texelstroom will generally sail using its dual fuel engines every hour between 6 am and 10 pm. The engines are designed to have sufficient power in the tidal conditions in which the ship operates for the approximately 20 minute crossing between the mainland and the largest Dutch Wadden Sea Island Texel.
In normal weather conditions, Texelstroom will use only one dual fuel generating set during the majority of the crossing with the engine coordinating with the battery packs on board.
Redundancy was taken into account from the concept stage of the ferry. In cases of extreme urgency, the hybrid ferry will have to make the crossing from Texel to the mainland (and vice versa) at high speed. Therefore, two back-up diesel generating sets were also provided.
In addition to the two storage tanks for the compressed natural gas, a 700 sq.m solar photovoltaic panel field is also installed on the roof of the ferry, with the energy that it produces being stored in high capacity electric batteries that are part of the ship's advanced energy management system. This energy can then be used at peak times for either propulsion or electricity consumption on board of the ferry.
Cees de Waal, Director of TESO, stated: "With Texelstroom, TESO wanted to achieve its ambition where environmental benefits, cost control and quality improvement go together. The ship embodies the latest technologies for reducing emissions. This next-generation ferry will sail our passengers in a comfortable and efficient way across the Marsdiep. With regards to the propulsion, it was very important to choose environmentally friendly and reliable engines.
"Jean-Pierre Props, Area Sales Manager at Anglo Belgian Corporation, said, "We want to thank Royal TESO for their confidence in our engines and wish them all the best in the continued operation of the ferry service between Texel and Den Helder."

Strong Showing for Bunker Saving Tech at 2016 Electric & Hybrid Marine Awards

Several suppliers have seen their bunker saving technology win awards at the 2016 Electric & Hybrid Marine Awards.
Innovation of the Year went to Norsepower's Rotor Sail solution, which as Ship & Bunker reported earlier this year, has shown fuel savings of 6.1 percent.
In the Propulsion System Manufacturer of the Year category, Wärtsilä won for its combined induction charging and automotive mooring concept, the creation of a concept for a series of zero- and low-emissions hybrid shuttle ferries, and the supply of a complete electrical propulsion system to the Seabourn Encore and Seabourn Ovation cruise vessels.
The Supplier of the Year title went to marine battery manufacturer Corvus Energy for the second consecutive year, while Caledonian Maritime Assets won the Electric & Hybrid Propulsion System of the Year award for a second time in three years, for its MV Catriona hybrid ro-ro passenger and vehicle ferry.
It’s been another exceptional year for electric and hybrid marine technology
John Thornton, editor of Electric & Hybrid Marine Technology International and co-chairman of the Electric & Hybrid Marine Awards
The vessel reports bunker savings of up to 30 percent.
"It's been another exceptional year for electric and hybrid marine technology, which has been echoed by the strength of this year's nominees," said John Thornton, editor of Electric & Hybrid Marine Technology International and co-chairman of the Electric & Hybrid Marine Awards.
"It was certainly no easy task for the jury panel, and we'd like to congratulate all the winners and nominees for the quantity and quality of pioneering innovation produced over the past year."
The awards were presented last Thursday at the Electric & Hybrid Marine World Expo, Amsterdam RAI.
Ship & Bunker was among the international jury of 42 maritime journalists, marine industry experts, and academics from 20 countries who decided the winners.

New marine battery range from Corvus

Manufacturer of lithium-ion based energy storage systems (ESS), Corvus Energy, has unveiled its next generation product line, Orca ESS, at the Electric & Hybrid Marine World Expo in Amsterdam.

The Canadian company has designed the Orca ESS product line based on experience from more than fifty vessels currently using a Corvus ESS, totaling over 35MWh installed and 1 million operating hours.
Andrew Morden, president and chief executive of Corvus Energy, said: “We challenged our engineering teams to design and build the industry’s safest, highest performing ESS at an extremely compelling cost of ownership.”

“Orca ESS is the result of that challenge and the lessons learned from our experience as the leading provider of ESS solutions,” he added.
Rather than a single product approach, the Orca ESS product line delivers a range of products which are designed to meet the various needs of maritime customers. Orca Energy is aimed at applications that require large amounts of energy such as ferries and merchant vessels, while Orca Power is designed for applications that require a seamless response to dynamic power loads such as offshore supply vessels and port equipment.
Orca ESS solutions are designed to scale for applications of all sizes, up to and beyond 10MWh, at a lower total cost of ownership. “With a step-change in price, typical applications should expect total installed costs to be reduced by up to 50% with Orca ESS,” said Mr Morden.

The AT6700 model comes in two sizes – the AT6700-50 and AT6700-100. Both have energy ratings of 6.7kWh with a performance of 3C at charge (both models) and ranging from 4C (6700-50) to 6C (6700-100) at continuous discharge.
The Orca product line also includes innovations related to safety and operations. Among those innovations, both Orca Energy and Orca Power feature patented technology that delivers cell-level thermal runaway isolation. Additional innovations such as power connections contained within the rack eliminate the need for cables and manual connections.

- See more at: http://www.motorship.com/news101/ships-equipment/new-marine-battery-range-from-corvus#sthash.N69Dm4Yf.dpuf

Award winning innovations

Last night saw the Seawork Awards and Networking event take place at The Vestry, Southampton, where the winners were announced for the Spirit of Innovation Awards, Maritime Professional of the Year, and Maritime Sustainability Award.
Spirit of Innovation Awards
Located in Seawork's undercover exhibition area, the Spirit of Innovations Showcase at Seawork 2016, sponsored by URICA, displays the latest projects, products and vessels that are forging ahead in the industry to provide new solutions.
A Certificate of Commendation has been awarded to the winner of each category. In order to qualify, all entries must be new to the market in the past 12 months and provide a valuable insight into the latest in design, technology and applications

2016 winners

The overall winner of the Spirit of Innovation award 2016 is Duodrive for the innovative Duodrivetrain. Runners up were Punk Couplings Punk Couplings Ltd for Punk Couplings.
Category winners included Punk Couplings, winner of the Marine Engineering category. The safety category winner was Spinlock for the Spinlock Lume-On.
The propulsion category was won by DuoDrive for DuoDriveTrain. Runners up were HamiltonJet for the JETanchor waterjet positioning system. Finally the electronics category winner was CA Clase for Las Thrane LT1000 Navigation Reference Unit. Runners up were C-Sense for the Tele-Pilot.
Maritime Professional of the Year
The Maritime Professional of the Year award 2016 celebrates exemplary individuals within the maritime sector. Congratulations go to all our shortlisted nominees for their hard work within the industry; Peter Weide of MarShip UK, Peter Eyre of Peter Eyre Marine Design and Nichole Kalil of ACR Electronics.
The Maritime Professional of the Year 2016 winner was John Haynes, Managing Director of Shock Mitigation Solutions. John was nominated by James Ellison, who commented “John Haynes is a thought leader in the high speed craft, shock mitigation and hybrid marine power sectors with a unique ability to engage and create momentum globally. John has a passion for these sectors, rooted in his own maritime background. He has a genuine vision of improving people’s lives on boats. His work with over 100 organisations is testament to this. John provides professional end-user organisations, boat builders and equipment manufacturers with relevant subject matter expertise plus an independent overview of how the sub IMO fast boat sector is rapidly changing worldwide. His subject matter expertise includes 30 years training, consultancy and strategic product development.”
Congratulations to John Haynes and all the runners-up.
Maritime Sustainability Award 2016
This year saw the introduction of the Maritime Sustainability Award, which is awarded to the company or organisation operating within the commercial marine and workboat sector, which demonstrates outstanding focus in its environmental and sustainability efforts.
The winner of this award was CWind, who, given their unique mix of workboats, with its large majority of resin composite vessels, offer considerable fuel savings. In an industry engaged in generating clean energy, CWind is keen to make a valuable contribution. The fuel efficiency is not coincidental, but was a design goal from the outset. This has allowed CWind to not only offer significant cost savings to its clients but has also lowered the overall carbon footprint of the company and the projects it has supported since launch.

DE-RISKING INTEGRATION AT ELECTRIC AND HYBRID MARINE WORLD CONFERENCE

Group Leader of Frazer-Nash's EC&I team, Chris G Jones, will be sharing his expertise with delegates at the Electric and Hybrid Marine World Expo Conference in Amsterdam on 22 June.
Chris's presentation, titled 'Novel approaches to de-risk the integration of hybrid energy solutions to deliver the next generation of capability' will be given at 9.35am on 22 June, as part of the morning session on hybrid-electric and all-electric system design and development.
Chris said: "My presentation will discuss the likely risks and mitigation strategies involved in the introduction of direct-current architectures to meet the demanding energy needs of future marine vessels.
"I'll be considering how to best take concept designs through the development life cycle using model-based systems engineering techniques, and will outline approaches that use simulation and real-time model development to de-risk the equipment integration challenge."
Exclusively dedicated to electric and hybrid marine propulsion systems, technologies and components, the Electric and Hybrid Marine World Conference Expo 2016 runs from 21 to 23 June, and will feature papers from more than 50 of the world's leading experts. The conference is co-located with the Electric and Hybrid Marine World international exhibition, where the latest and next-generation solutions will be showcased.
The event will also host the second Electric & Hybrid Marine Awards. For further details, visit http://www.electricandhybridmarineworldexpo.com.

Battery Systems course at Electric and Hybrid Marine World Expo

Do not miss our Maritime Battery Systems Introduction course on the spot.

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Event Information

This global event, with exhibitors and visitors from all over the world, will showcase electric and hybrid marine propulsion systems, technologies, and components to an audience of designers, ship owners, operators and many more. 
DNV GL will be there for you at stand no. 2130

Maritime Battery Systems Introduction Course on the spot 

At this exhibition we will hold our Maritime Battery Systems Introduction Course focusing on important aspects for implementing battery systems onboard ships in a safe, economical and effective way. 
It will take place on 21.06.2016, 10.00 -17.00 at the Electric & Hybrid Marine World Expo, Technology Presentation Area, Amsterdam/The Netherlands. 
The course is in English, booklet of slides and lunch are included. Attractive discounts are offered for participants who combine both the course and the Expo. For example, course participants can purchase a two day pass for the Expo (day 2 and day 3) at a 20% discount.