alternative propulsion systems: part of marine the selection … · alternative propulsion systems:...

Alternative propulsion systems: the selection conundrum1 October 2020 • 09:00-09:45 BST

#marinepropulsion

Marine Propulsion

Webinar Week

Part of

29 Sept-2 Oct 2020Premier partner

Presentation documents:Page 2: Jonas Nyberg, Berg Propulsion 1: Mikal Bøe, Core-PowerPage 16: Göran Grunditz, Kongsberg Maritime

Caterpillar: Confidential Green

ALTERNATE PROPULSION WEBINARBERG PROPULSION – SELECTING THE RIGHT EQUIPMENT

Jonas L Nyberg

Managing Director West

1-Oct-2020


HOW DO WE SELECT AMONGST CONCEPTS?

Twin engine diesel mechanic

Four engine diesel mechanic

Hybrid installation

How will you use the vessel?

What are the key requirements?

How do you know you’ve succeded?


HOW ARE VESSELS SPECIFIED?

Regulatory inputEmissionsClassIMOEEDI

Operational needsCapacitySpeedCargoFunctionsTowing force

Vessel Technical Specification

82m VesselABS classIMO III

Contractual requirements• Bollard Pull• Seal trial speed

Where does the operational profile of the vessel come into this?


HOW DO WE MEET REQUIREMENTS?

+ =Meet contractual requirements

Power plantRequirements

+

Propulsion concept


0

200

400

600

800

1000

1200

1400

1600

1800

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

Economy9kts

Cruizing12kts

Standby DP medium Towing65Tons

Anchorhandling80Tons

Bollard pull150Tons

Anchored

Tim

e [h

]

Pow

er o

utp

ut

Total (ekW+kW) Time

Most of the operation

WHERE YOU OPERATE?

Contractual design point

Full power:

• Only 4% of the time

• representing 10% of

fuel costs


IS THE DESIGN STILL OPTIMAL?

+ =

Operational costOperation ProfileEquipment selection


ANOTHER APPROACH

Iterate tominimize energy

consumption

Vessel design

Propulsion concept

Operational profile Power requirements


IS THERE A DIFFERENCE?

Original conceptAfter optimization

Propeller 10% larger with lower RPMOptimize propeller system for variable speed operationOptimize aft ship hull geometry for better inflowIntegrate rudder and propeller

Lower required powerLower fuel consumption


What are the critical vessel requirements and regulations you have to meet?

How does your really operate the vessel?

How does the equipment concept align with the operational profile?

IN SUMMARY

Zero-Emissionenergy revolution for ocean transportation

The ‘atomic battery’

• Built for dynamic environment;

pitching, rolling and vibrating;

• Lifetime fuel cycle of 25-30 years;

• Load follow from ‘idle’ to full power.

• No moving parts, no crew

involvement;

• No refuelling = no spent fuel in ports

= no practical proliferation risk;

• Power 15 - 25MWe average for

lifecycle in ‘modular configuration’;

• Inherent, walk-away, passive safety;

• Running cost below ULSFO.

A game-changerfor shipping• First prototype 2024, followed by orderbook and first installation by 2028;

• Clean, sustainable power for production of synthetic fuels;

• Power conversion system using sCO2 Brayton Cycle turbines (10MW+);

• Autonomous, fully electric and fully electronic ships from 2030;

• Regulatory approvals via modernisation of IMO SOLAS Ch. 8 Res A491.XII.

Profoundimplications for ports

• Reverse ‘cold-ironing’ from ship to shore;

• Elimination of air pollution in ports, reduces illness and fatalities;

• Floating production of synthetic fuels and land based H2;

• Reduced pollution and noise leads to better quality of life in port cities.

CORE-POWER (UK) Ltd

Warwick House

65-66 Queen Street

London EC4R 1EB, UK

[email protected]

www.corepower.energy

New ships for a new future

http://www.corepower.energy/

KONGSBERG PROPRIETARY: This document contains KONGSBERG information which is proprietary and confidential. Any disclosure, copying, distribution or use is prohibited if not otherwise explicitly agreed with KONGSBERG in writing. Any authorised reproduction in whole or in part, must include this legend.

© 2020 KONGSBERG – All rights reserved.

Göran GrunditzVP Kongsberg Hydrodynamic Research Centre

01/10/2020

Innovative Propulsionfor Sustainability

KONGSBERG PROPRIETARY - See Statement of Proprietary informationWORLD CLASS – Through people, technology and dedication

Innovative Propulsion for SustainabilityHow Kongsberg can support the ‘best propulsion fit’ for your vessel operations


Centre CPP + Wing AZP

Coast Guard Vessel TURVA


Manoeuvring• Manoeuvrability and DP with the AziPull’s• Featherable Centre CPP to reduce drag

Operation in ice & Towing• Maneuverability and possibility to flush ice with AziPull’s• Centre CPP for max power & bollard pull

High speed – Transit• Centre CPP as booster, large and efficient• The power is split on three propellers → higher propeller efficiency

4

Centre CPP with Wing ThrustersCoast Guard Vessel TURVA – Operational modes & Benefits


Triple Screwwith Promas

Triple Screwwith Promas

RoPax 225m

6


Three propellers to reduce propeller loading and improve efficiency

The Promas systems gives the manoeuvrability needed

12-13% lower power consumption → smaller/cheaper machinery, lower fuel consumption

Annual cost saving of € 1.5M

Low propeller loading for low noise

Twin-screw with Promas™ & Large Diameter PropellerRoPax 225m with Triple Screw


ELegance Pod

8

KONGSBERG PROPRIETARY - See Statement of Proprietary informationWORLD CLASS – Through people, technology and dedication 9

Pulling with Open Propeller

Pushing with Ducted Propeller

6 sizes, 1.5 – 7.5 MW

Ice class up to FS 1AS & PC6

Optimized for performance

Underwater mountable

VGP compliant

ELegance PodA compact, robust and highly efficient design


Innovative Propulsion for SustainabilityHow Kongsberg can support the ‘best propulsion fit’ for your vessel operations

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