Ship
A smarter journey
2016 | siemens.no/marine
Rising with the wind
New electric fish-farming
vessels innovate industry
Norwegian ferries
to go electric
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10
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Ship | 2016
The future starts here
It began with Ampere, Norway’s first emissions-free ferry.
Run on batteries using clean hydroelectric power from the
local grid, it’s the most environmentally friendly ferry of its
size in the world. But is it a one-hit wonder, a novelty among
conventional alternatives? Its owner, Norled, doesn’t think
so. The ferry with capacity for 360 passengers and 120 cars
has already sailed twice the distance around the equator,
silently and effortlessly cutting fuel bills and giving its
passengers and crew a quiet, comfortable journey. As a
crewmember said to us, remarking on the lack of vibration:
“We no longer need to make do with half cups of coffee, we
can safely fill them to the brim”.
Stamp of approval
Importantly, the Norwegian Parliament has been watching
from the sidelines and seen ‘green’ shipping’s potential for
helping reduce the country’s CO2 emissions. It’s directed
that future ferry tenders incorporate zero- or low-emissions
technologies where possible.
The Norwegian Public Roads Administration has followed
through with the first tender specifying at least one zeroemissions ferry in its request for two vessels on the Anda to
Lote route. The result? A winning proposal from Fjord1 for
two zero-emissions, battery-operated ferries both incorporating our integrated power and automation solutions (see
page 14).
So what’s the potential?
The short answer is ‘a lot’. Bellona and Siemens undertook a
feasibility study based on data from Ampere and ferry
routes in Norway. Of 180 ferries sailing 111 routes, 84 take
short journeys and are profitable using only battery power.
A further 43 sail longer routes where a plug-in hybrid
solution would bring the vessels’ owners more revenues.
Add those figures together and we see that 70% of all
Norwegian ferries are more profitable using battery-based
propulsion solutions. Such a shift would save Norway
89,000 tons of marine gas oil and 300,000 tonnes of
CO2 annually.
durability and availability to satisfy acceptable total-ownership-cost (TOC) goals.
The next generation of Integrated Product Development
Environment (IPDE) solutions will enable shipyards to more
tightly integrate the complete enterprise with focus on the
supply chain and service lifecycle management, both top
priorities today. Strategic partners will continue to collaborate
and share data through a highly secure private network. To
accomplish this, technologies such as data analytics or the
Internet, must be linked to existing technologies to merge
the virtual and real worlds. A cloud-based solution offers
supply-chain members access to the master-data file, so
they can operate virtually and efficiently. In a similar manner,
service lifecycle management providers will manage the
process and coordinate between supply chain members and
fleet support staff.
Changing perspectives on maintenance
Shifting from time-based to condition-based maintenance
will be achievable through statistical process control techniques and remote monitoring of equipment. Advanced
sensors, cameras, communication and data analytics will
make it possible to tell whether equipment will fail before
it does.
Based on Siemens’ PLM portfolio, there are at least seven
major shipbuilders globally that have undergone significant
digital transformation. In every instance, the shipyard is
already recognized as a world leader for specific ship types.
However, management in each saw the need for continual
innovation and invested heavily in digital transformation.
We’ll see this trend continue as more yards emulate these
leaders with numbers of digitally transformed yards
doubling or trebling over the next decade. This is where
Siemens’ solutions expertise comes in – the result of
combining our in-depth industry and process know-how
with extensive experience of automation, industrial
software and data analytics.
And that’s just for ferries. The same technology is catching
on elsewhere. Last year, the world’s first battery-powered
fishing boat came into service in northern Norway. When
fishing on batteries, it’s estimated to cost around one Euro
per hour. This year it’s the turn of the sea-farming sector
with SalMar’s battery-powered workboat. As it regularly
comes into harbor, it can easily recharge its batteries on
cheap, clean 50 Hz shore supply. Furthermore, with our
new onboard fast-charger, it only takes around one hour to
do so (see page 12).
Our digital world
Demand for complex, versatile and affordable ships has
never been greater as fleet owners and operators seek
reasonably priced and reliable designs that satisfy their
requirements. Consequently, ship developers will adopt
technologies that enable shipyards to build fleets on budget
and on time with operational performance and lifecycle
2
Odd Moen
Sales Director, Marine Solutions
[email protected]
2016 | Ship
Great expectations
When a ship is named Maximus it has a lot to live up to
– it means ‘greatest’ in latin. A befitting moniker as the
Normand Maximus, with its price tag of US$390 million,
is the most significant single vessel investment ever
made by Solstad Offshore and the largest offshore
construction vessel (OCV) in Norway.
Built by Vard Tulcea in Romania and outfitted at Vard Brattvåg
in Norway, the Normand Maximus has a length of 178 meters,
a breadth of 33 meters, deck area of 2,500 m2 and
accommodation for 180 people. It will combine SURF
(subsea umbilicals, risers and flowlines) installation with
ultra-deep water field development activities in West Africa
for Italian contractor Saipem after delivery in July 2016.
Charter duration is eight years.
The Normand Maximus is the third offshore vessel in a row
for Solstad fitted with a Siemens diesel-electric propulsion
system incorporating 6.6 kV generators, low and medium
voltage BlueDrive thruster drives, 6.6 kV switchboards,
transformers and power management system. Power
requirement is a giant 31 MW. Jan Viste, Electrical Project
Engineer with Solstad, says: “I’ve worked with Siemens on
the offshore support vessels Normand Oceanic and
Normand Vision and am pleased to work with Siemens
again on the Maximus. It’s a company with highly skilled
staff supplying robust and dependable systems. Particularly,
the 6.6 kV main switchboards and power management
systems are very reliable.”
The Normand Maximus is equipped with dynamic positioning
(DP) 3, boasts a 550-tonne top-tension vertical lay system
for large diameter flexible pipes, a 900-tonne active heave
compensated offshore crane and a 4,000 tonne under-deck
carousel for pipe, cable and umbilical storage. Its work-class
ROVs operate through two dedicated moonpools. This all
makes it not only Solstad’s largest vessel, but also the most
technically advanced to date.
“The Normand Maximus is the
third offshore vessel in a row for
Solstad fitted with a Siemens
diesel-electric propulsion system”
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Ship | 2016
Testing times as Siemens’ DC
bus-tie breaker comes under
the spotlight
Siemens successfully completed the first
live short-circuit test of a closed bus-tie in
US waters in DP mode for the platform
supply vessel (PSV) MV Southern Tide.
Siemens’ intelligent load controller (ILC), a
unique and highly advanced bus-tie breaker
for DC circuits, is an integral part of the
BlueDrive PlusC diesel-electric propulsion
system supplied to the vessel. As part of the
thorough testing and approval process, the
vessel sailed out of dock at Thoma-Sea
Marine Constructors LLC and into the Gulf of
Mexico for the full-scale live test on a closed
bus circuit with the vessel in dynamic
positioning (DP) mode.
Short circuit in DP mode
With representatives of the United States
Coast Guard (USCG), American Bureau of
Shipping (ABS) and Tidewater in front-row
seats, a large consumer was short circuited
to test the system’s integrity. Three generators
– two portside and one on starboard – were
running with all thrusters operating under
normal DP conditions to simulate oilfield
operations. Lars Barstad, Global Product
Manager for BlueDrive PlusC, was in charge
of the test for Siemens. He says: “The ILC
bus-tie breaker has been comprehensively
tested and is in operation in several
BlueDrive PlusC installations, so we know
how well it works, but for others it was the
first time they had seen a DC bus with
closed bus-tie, so there was a feeling of
excitement. During the short-circuit test, the
ILC bus-tie breaker split the two switchboards
within 20 microseconds. The fuse for the
heavy consumer blew after 0.3 milliseconds
(250 microseconds) with the standard DC
bus reverting to normal voltage within ten
milliseconds. The portside section of the bus
retained normal voltage all of the time. As
the fault was cleared so quickly, the
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remaining converters for main propulsion,
tunnel thrusters, ShipNet™ supply (distribution
transformers) and generators stayed
connected and the ship had all power after
the fault. Everyone present was very
impressed with the system’s robustness and
safety, with the USCG representative saying
he’d ‘never seen anything like it’.”
“Everyone present was very
impressed with the system’s
robustness and safety”
20,000 times faster
Compared to other solutions, the ILC bus-tie
breaker splits the main switchboard 20,000
times faster than a regular bus-tie breaker if
a short circuit occurs. It means engines on
both port and starboard sides of the split
switchboard work optimally and safely
together across the closed bus, providing the
operator with fuel and emission savings not
available with a system containing a circuit
working on open bus-ties.
Putting the vessel in blue drive
The ILC bus-tie breaker is a vital part of the
BlueDrive PlusC diesel-electric solution
installed in MV Southern Tide. The vessel is
equipped with power and propulsion drives,
main propulsion and thruster motors,
low-voltage switchboards, an energy
management system and Siemens’ IAS 400
redundant automation system and remote
diagnostic for alarm, monitoring and control
functions. Furthermore, as part of a Sole
Source Vendor (SSV) solution, Siemens was
also responsible for designing, engineering,
commissioning and project management of
the diesel-electric, automation and thruster
control systems. BlueDrive PlusC was
selected for two main reasons – firstly,
through operational efficiencies, the system
delivers significant fuel savings and lowers
maintenance costs. Secondly, its streamlined
design reduces space, which again increases
cargo capacity.
“Through operational
efficiencies, the system
delivers significant
fuel savings and lowers
maintenance costs”
2016 | Ship
With BlueDrive PlusC, individual speed control of each diesel
engine over the whole engine-speed spectrum is possible
independent of synchronous speed. The control system
dynamically sets speed according to the optimal operational
point of the engine, which means diesel engines are
operating at lowest possible specific fuel consumption.
During DP operation, production and even spinning reserve
are realized with limited consumption and emissions. To
lower fuel consumption even more, the ILC bus-tie breaker
makes load shifting between the port and starboard part of
the system possible.
In service
Certified by ABS and USCG, Tidewater’s MV Southern Tide is
94 meters long, 19.5 meters wide and capable of speeds
over 14.5 knots. The PSV is currently operating out of Port
Fourchon, Louisiana and can carry a variety of cargoes,
including large quantities of fuel, water, drilling fluids and
dry bulk in below-deck tanks, while simultaneously
transporting casing, drill pipes and containers on open
decks. Tidewater Inc. is the world’s largest provider of
marine support services for the offshore energy industry.
BlueDrive PlusC demonstrated its
capability to make future vessels
safer, more environmentally
friendly and profitable.
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Ship | 2016
Rising with the wind
Ulstein Verft has taken a bold step into
the offshore wind sector with two new
service operation vessels (SOVs) for
Bernhard Schulte Offshore (BS Offshore).
Not only do both vessels boast Ulstein’s
innovative X-bow, built to reduce effect
of heavy seas and lower fuel consumption,
but also the first installation of Ulstein’s
X-stern, which facilitates safe dynamic
positioning operations when the stern is
angled towards the weather.
“We evaluated several
propulsion solutions and
concluded that BlueDrive PlusC
is the best choice for this
project”
The first vessel, Windea La Cour, was
delivered to BS Offshore in June with the
second to follow first quarter 2017. Both
vessels are equipped with Siemens’
BlueDrive PlusC diesel-electric propulsion
solution, including variable-speed diesel
engines and generators, drive systems,
low-voltage switchgear, distributors,
thruster and propeller motors, energy
management system and control system.
“BS Offshore needed a modern, environmentally sound SOV with longevity,” explains
Geir Sivertstøl, Head of Electrical Systems in
Ulstein Design & Solutions. “We evaluated
several propulsion solutions and concluded
that BlueDrive PlusC is the best choice for
this project. BlueDrive PlusC with its
variable-speed for diesel engines means BS
Offshore saves large sums on fuel compared
to fixed-rpm alternatives, as well as
The Windea La Cour, shown here in Hamburg, is the first windservice vessel built by Ulstein.
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reducing emissions of CO2 and NOx, which
is equally important given the vessels’
operation in the renewables sector. Results
from our calculations, which were
supported by successful sea trials, really
impressed me. SOVs run on low load when
they hold station by wind turbines. When
engine load comes down to 27%, fuel
savings are really considerable, as well as
achieving comparable reductions in noise
and vibrations. Additionally, as the pistons
are working less, maintenance is reduced,
which also means shipowners get more
operating time from the vessels we build,”
says Geir.
Siemens takes control
The entire power and frequency distribution
systems are located in the vessels’ central
areas with frequency converters built into
the main switchboard. Siemens integrates
and controls all elements of the power train,
including propellers and diesel engines, in
its energy management system. “As
BlueDrive PlusC is an entire propulsion
solution ranging from control levers on the
bridge to the propulsion motors, we are
released from some of the normal
shipbuilder’s responsibilities for electrical
installations through Siemens’ extensive
testing protocols and warranties,” says Geir.
© Ulstein Group
Safe DP operation with closed bus-ties
The two SOVs operate in dynamic positioning (DP) 2 mode,
facilitated by Siemens’ intelligent load controller (ILC bus-tie
breaker) for DC supply. Traditional DP2 vessels run with
open bus-ties to separate two power systems. If one system
fails, the other takes over safe operation of the vessel.
However, this doesn’t optimize the vessel’s full capability, so
it cannot operate as effectively as it can if the generators for
both systems are connected and work together. With
Siemens’ ILC, the SOVs’ dual-propulsion systems safely
operate to their full potential in closed bus-tie mode,
providing significant fuel savings as engines operate more
efficiently together. “In BlueDrive PlusC, we do not need to
worry about ride-through failures as the ILC bus-tie breaker
is fast enough to open if a short circuit occurs, leaving the
second power station unaffected. It’s amazing that we can
do this as it’s challenging to have closed bus-tie operation
with traditional systems without risking blackout and
switchboard damage,” says Geir.
Faster and easier installation
Shipowners and yards are finding that BlueDrive PlusC saves
space compared to traditional systems. Not only that,
according to Geir Sivertstøl, but it saves work hours and
materials during construction. “The configuration of the
propulsion system is more streamlined, which gives us some
advantages. Firstly, the power station and frequency drives
are located in two back-to-back switchboards, which are
then connected to the electric motor by two connection
points and one cable set. If we compare this to a standard
12-pulse, fixed-speed solution where we connect the
According to Ulstein Design &
Solutions, when engine load
lowers to 27%, fuel savings for
Windea La Cour are considerable.
switchboard to the transformer and on to the frequency
drives, before the final cables are run to the motor, we save
four connection points and a lot of cabling and labor costs,“
Geir explains. “And secondly,” he adds, “as drives are located
centrally near the system’s switchboards, we save on piping
and cooling components.”
In service
The Windea La Cour is entering service on long-term charter
from BS Offshore to Siemens Windpower through its partowned wind-sector service company Windea. The vessel is
appropriately named after Poul La Cour, who was a renown
Danish meteorologist and wind turbine innovator. While
Ulstein is working on the second SOV, the Windea La Cour
will be working in the 150-turbine Gemini Offshore Wind
Park, 85 kilometers north of the Dutch province of
Groningen, and a five-hour trip from shore. Still under
construction, Gemini will be one of the largest and most
productive wind farms in the world with its 600-megawatt
capacity.
Specialist built-to-order SOVs for the wind service sector are
relatively new. Siemens supplied BlueDrive PlusC variablespeed propulsion, energy management solutions and
thruster control systems to the first two SOVs ever built in
2015. The Esvagt Froude and Faraday were delivered in
2015 and are proving their worth in English and German
wind farms. Based on the design and performance of these
vessels a third is now under construction.
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Ship | 2016
Østensjø’s low-emissions
OCV sets new
environmental standard
Østensjø Rederi has taken delivery of the
world’s most environmentally friendly
offshore construction vessel (OCV). Under
a five-year contract with DeepOcean, the
150-meter long by 27-meter wide Edda
Freya set sail for the North Sea in June to
work for Statoil.
The largest ever investment in a single ship
by Østensjø Rederi of NOK 1.4 billion
includes the first installation of Siemens
BlueDrive PlusC variable-speed electric
propulsion system in a dynamic positioning
DP3 vessel. The system comprises of a
space-saving compact switchboard,
integrated thruster controls, transformers,
frequency controls, redundant power feed
for propellers, energy management system,
intelligent load controller (DC bus-tie
breaker) and battery storage units.
Fuel use cut by up to 25% in DP mode
The extensive sea trials held earlier in the
year were a time of great anticipation.
Previously, using the MINDSET analysis tool
and experience from the platform supply
vessel Edda Ferd, Østensjø had predicted
ambitious savings for emissions and fuel.
Would the Edda Freya with BlueDrive PlusC
deliver on expectations?
Project Engineer Egil Arne Skare of marine
engineers and naval architects Carl J.
Amundsen AS holds technical responsibility
for the Edda Freya. He says: “Naturally, trials
were extensive. This is a highly complex ship
that was thoroughly tested at sea and
quayside. The result is a groundbreaking
vessel that outperforms its contemporaries.
In terms of the propulsion system, we
confirmed our earlier prognosis. BlueDrive
PlusC provides significant fuel savings.
These are as much as 25% in DP mode with
equivalent reductions in emissions of CO2
and NOx. Siemens has worked closely with
the diesel engine manufacturers to achieve
these savings, as well as the producers of
selective catalytic converters to optimise
operation here as well.”
NOx emissions slashed
In Norway, a tax on NOx emissions is a
reality with revenues being set aside for
initiatives to reduce further emissions of this
harmful gas. Consequently, there is financial
motivation for vessel owners and their
charterers to cut emissions to a minimum.
“On vessels using traditional electric
propulsion, you lose the effect of the
catalytic converters at low load as diesel
engines run at higher speeds than necessary.
The variable-speed solution with batteries
from Siemens means the engines run
optimally on both low and high loads, so the
selective catalytic converters work during
dynamic positioning operations and at
quayside. NOx emissions are minimal from
the Edda Freya”, explains Egil.
Batteries take demand peaks
Inclusion of batteries in the power-supply
system is part of a forward-thinking
philosophy shared by Østensjø Rederi and
Siemens. “The four 136 kWh-powered
battery banks act as a buffer at times of
heavy load by absorbing the call for
additional power to allow the diesel engines
to run at steady load and speed,” says Egil.
“This maximizes fuel consumption and
reduces engine wear, as well as reducing
the need to run extra gensets. In addition,
we maximize generated energy from
consumers, such as heavy-duty cranes.
Here, when the cranes lower, kinetic energy
is harvested and is either used directly by
the propellers or sent via the switchboard to
the batteries for storage. It wasn’t easy to
adapt the topside consumers, but we did it
and it’s paying dividends,” clarifies Egil.
© Olav Thokle /Østensjø Rederi
The Edda Freya runs optimally with both high and
low loads using Siemens’ BlueDrive PlusC variablespeed propulsion solution.
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“The variable-speed solution
with batteries from Siemens
means the engines run
optimally at times of both low
and high loads”
2016 | Ship
Safely does it
Batteries also act as a safety backup if a
main engine unexpectedly stops. “If for any
reason gensets fail, batteries keep the vessel
alive, working sub-systems such as pumps,
fans and topside consumers. Activities can
carry on with minimal interruption,” says Egil.
A key safety feature of the BlueDrive PlusC
propulsion system is Siemens’ unique
bus-tie breaker, otherwise known as an
intelligent load controller (ILC). Egil explains:
“On the Edda Freya we have two engine
rooms each with their own complete
propulsion systems, which are again split
into two switchboards controlling diesel
engines, thrusters and batteries. All four
switchboards are linked through a looped
DC bus circuit with intelligent load controllers
separating each zone. These bus-tie
breakers are about a thousand times faster
than any alternative. If failure occurs, the
ILC opens in a few microseconds to isolate
the faulty subsystem to prevent blackout
and enable the remaining zones to operate
normally. It increases safety and allows us to
get the most out of the Edda Freya’s
dynamic positioning system.”
Smooth running
According to Egil, the BlueDrive PlusC
system runs seamlessly. “Cooperation with
Siemens has been very good and the results
live up to expectations. The switchboards
are working well, which is as expected. Over
the last ten or twenty years, switchboard
technology has advanced so much. Even
with complex vessels, they run so smoothly
without the risks we saw before,” he says.
“The Energy Management System (EMS)
interacts across all elements, including
BlueDrive thruster controls, which have
been working since day one. All systems
including pumps, fans and auxiliary systems
are controlled and optimised to reduce total
power consumption, which again saves us
fuel and emissions. With BlueDrive PlusC,
Siemens has made a system where all
components are fully integrated and work
optimally together. I can usually tell the
success of a propulsion system by the
number of calls I receive from the chief
engineer. So far the phones have been
quiet,” concludes Egil.
“I can usually tell the success
of a propulsion system by the
number of calls I receive from
the chief engineer. So far the
phones have been quiet”
Five-year contract
The Edda Freya is contracted for five years
to DeepOcean for service in the North and
Norwegian Seas in the subsea, umbilicals,
risers and flowlines (SURF) segment,
including cable-laying operations, offshore
construction and inspection, maintenance
and repair.
© Martin Hauge-Nilsen/Østensjø Rederi
The Edda Freya is currently under contract to DeepOcean.
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Ship | 2016
New electric fish-farming
vessels innovate industry
We’re eating more fish than ever before. Globally, annual
fish consumption has grown from around 10 kg per
capita in the 1960s1) to over 17 kg today2). With the
world’s population predicted to hit 9 billion by 2050 and
volumes of wild fish caught plateauing out, we’re reliant
on a dynamic and increasingly efficient fish-farming
industry to meet demand.
Although Asia and particularly China dominate global
aquaculture with 88% of world production, Norway stands
clear as the country with the largest fish-farming industry
in Europe. In Norway, 99% of farmed fish are salmon and
trout, with a sprinkling of shellfish and whitefish thrown in
for flavour. Norwegian waters are ideal for raising these
popular fish, with a winning combination of sheltered
coastline, optimal water current and correct temperature.
Pushed by a strict regulatory framework focusing on animal
welfare, safety and the environment, the Norwegian fishfarming sector is keen to innovate.
Well impressed
Shipowner Rostein AS based on Harøy, an island between
Alesund and Molde on the Norwegian west coast, received
the second of four live fish carriers – also called well boats
– of type LFC 2020 in May from local yard Larsnes Mek.
Verksted to add to its existing fleet of ten live fish carriers.
This isn’t the first well boat built by Larsnes for Rostein. In
2009, it built what was at that time the world’s largest fish
carrier. Clearly, Rostein liked what it saw. Two years ago the
company bought a controlling stake in the shipbuilder.
Ready to serve
Called the Ro Server the latest delivery is the same size as
its sister vessel the Ro Arctic at 75.5 meters long and 15.5
meters wide with two wells and sliding bulkhead. Designed
by Skipskompetanse AS, it is the first vessel in the world to
be equipped with thermolicers that use warm freshwater
rather than chemicals to de-lice fish. Fortunately, lice do
not like fast temperature changes. When fish are run
through the thermolicer, they are subjected to a sudden
rush of warm water. Lice die and fall off, and are safely
collected.
Keeping fish healthy
Vessel reliability is paramount for live fish carriers. These
vessels size, sort, clean and transport smolt and fully grown
salmon and trout from pen to pen or to and from shore.
When carrying live fish, the wells storing the fish must
maintain circulation and temperature. If the system fails, it
endangers the thousands of fish the vessels carry. This is a
key reason why Rostein is installing Siemens’ integrated
diesel-electric propulsion systems, including all drive
components, switchboards, generators, energy management
systems, and thruster motors with control systems in all of
its four newbuilds. “We looked at cheaper alternatives, but
chose Siemens due to reputation and quality. The goal is to
install a reliable system that doesn’t cause our customers
problems further down the line,” says Narve Røsok,
Technical Manager in Rostein. “We wanted to avoid dieselmechanical solutions that are reliant on one main engine
Rostein’s Ro Arctic is the first of
four live fish carriers with electricpropulsion systems from Siemens.
SalMar’s new battery-powered
workboat saves its crew from noise
and vibration.
with relatively high risk of complete vessel
shutdown. Using Siemens diesel-electric
propulsion systems, we have good redundancy
provided by two electric motors driving one
propeller and four Yanmar diesel generator
sets. Furthermore, risk is reduced for all four
vessels by buying from one renown propulsion
supplier and standardizing the solution,”
explains Narve.
Cutting costs
“Diesel-electric propulsion also means we
burn less fuel, which in turn saves emissions,”
says Narve. “The energy management
system optimizes energy use from the
bridge. With multiple engines we have more
opportunities to regulate and therefore
optimize efficiency and fuel consumption.
The same propulsion system in all four
vessels also reduces training costs and
provides the potential of moving crew
between vessels without further instruction.
We also see synergies that should reduce
future maintenance costs,” Narve adds.
SalMar orders first battery-powered
workboat
As well as live-fish carriers, fish farm workboats are regulars on the hundreds of fish
farms along the Norwegian coast. These are
the workhorses of the industry, constantly
transporting feedstuffs, moving equipment,
repairing or moving pens, anchor handling
and facilitating inspections. The vessels’
work profile with the opportunity to be back
in harbor every evening makes them ideal
candidates to use clean and cheap 50 Hz
shore power to the fullest extent.
Now SalMar, Norway’s third largest salmon
producer with around 1,000 employees, has
seized the opportunity with the world’s first
battery-powered workboat. The innovative
13-meter twin-hulled vessel is being built by
Norwegian shipbuilders Ørnli Slipp and
contains the same proven Siemens
technology used earlier in the batterypowered fishing boat Karoline (see page 12)
and several advanced offshore vessels and
ferries. The vessel contains a fully integrated
propulsion system, from thruster controls
and switch-boards to the propulsion motor
and energy management system for control
and opti-mization of operation and energy
use. Power stems from two battery banks
with generators, supported by an efficient
diesel common-rail silent-running engine
for backup. Siemens has also integrated a
supercharger, which allows SalMar to fully
charge batteries in around one hour from
standard 50 Hz supply. Eskil Bekken, Technical
Manager in SalMar, says: “We have seen
electrification in other sectors and now it is
our turn. By choosing Siemens solutions we
are capitalising on proven technology used
in ferries and offshore vessels, notably the
world’s first electric ferry. Battery power
gives our crew a quieter and vibration-free
working environment and we cut harmful
emissions in the process.”
“Siemens has integrated a
supercharger, which allows
SalMar to fully charge batteries
in around one hour from
standard 50 Hz supply”
For Siemens, it’s further justification for its
investment in vessel electrification and
battery power specifically. Odd Moen, Sales
Director in Siemens Marine, states: “We are
proud that environmentally friendly
propulsion solutions developed by Siemens
in Norway are used in yet another type of
vessel. It’s also an important step in cutting
emissions in the fish-farming sector generally.”
The first battery-powered workboat in the
world is scheduled to be in service for
SalMar by the end of the year.
1)
The State of World Fisheries and Aquaculture 2008, United Nations.
2)
“Fish to 2020: Prospects for Fisheries and Aquaculture”, World Bank report no. 83177-GLB, December 2013.
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Ship | 2016
Battery-powered fishing
The fishing grounds off northern Norway are a
nirvana for professional and sports fishermen alike.
Norway boasts a coastline that, according to National
Geographic, can circle the world two and a half times over.
Norwegians are skilled at looking after the resources they
have and the country holds a leading global position in
fisheries management and environmental protection.
Fitting therefore that the world’s first battery-powered
fishing boat is Norwegian.
Teamwork
The Karoline belongs to Bent Gabrielsen and is his daughter’s
namesake. It’s the result of a seven-year project between
boat builder Selfa, the Foundation for Scientific and
Industrial Research (SINTEF) and Siemens, all three based in
Trondheim, Norway. The boat is an 11-meter hybrid with a
propulsion system consisting of a lithium-polymer battery
bank and a variable-speed generator driven by a diesel
engine for back-up and long-distance sailing.
A year on
A year after it was first registered is a good time to take
stock. Many said that it was a brave decision to be the first
fisherman in the world sailing a battery-powered boat. Bent
saw the risks, but due to his love of innovation, he thought
the potential benefits outweighed the risks. “Certainly some
people were sceptical and said it would never function, but
they’ve been proven wrong. These same naysayers see that
it works and are now keen to join me onboard to experience
battery-powered fishing first hand. Personally, I’m very
pleased with the boat. To fish without the noise and
vibration of a diesel engine is wonderful. It’s really
improved my working day.”
Ten Euros per charge
Another key reason why Bent chose to go electric is the
potential fuel cost savings. Bent says: “I tend to use the
diesel engine to reach the fishing grounds and then run
entirely on batteries for the seven to eight hours I’m fishing
and for a proportion of the return journey. When I get back
to port I charge it overnight on standard 50 Hz supply. This
overnight charge gives me around ten hours running time
and costs just ten Euros at current electricity rates. And
here in Norway the power grid is fed by renewable energy,
so it’s particularly beneficial for the environment.”
Fishing halibut
The vessel is a regular in the waters off its home base on
the island of Vanna in Troms County. At the time of
interview, Bent was hours away from setting off on a
three-day trip to fish Atlantic halibut from the deep waters
of the Norwegian Sea. It’s a little unusual as Bent normally
fishes for cod, coalfish and lumpfish in local waters. “We’re
joining another boat, so we’ll have company and with any
luck we’ll bring home around 17,000 kilos, which is a nice
catch in today’s buoyant market,” explains Bent. The hope is
that the second vessel’s diesel engines do not disturb Bent
too much.
“To fish without the noise and
vibration of a diesel engine is
wonderful,” says Karoline’s
owner Bent Gabrielsen.
The Karoline is the world’s first battery-powered fishing vessel.
12
2016 | Ship
Catch of a lifetime
Wind and rain batter the crew as they pull in nets, struggling to keep
upright on the plunging deck, while the grim-faced skipper stands
stoically and alone in the wheelhouse guiding the boat home.
“The vessel is better
than expected, is
easy to operate and
service, and helps
us work more
efficiently. Fuel
economy is one area
we see savings. Our
original projections
for cost reductions
are too low. Diesel
savings are greater.”
The Leinebris is one of a small number of fishing vessels with a moonpool, which enables the crew to fish safely in all weathers.
On the Leinebris scenes like these are confined to the
60-inch TV in the sky lounge. Ease and efficiency are the
order of the day. Its crew enjoy many comforts including a
gym, sauna, solarium and the modern sky lounge with its
360-degree view. There’s even a fireplace – albeit artificial
– to give it that homely feel.
Pooling resources
Leinebris is a partnership between Åge Uran and Paul
Harald Leinebø, both from the west coast of Norway. In
2013, the pair decided to merge their companies to form
Leinebris AS and invest in a deep-sea, highly advanced
fishing vessel. At the time of writing, the vessel has been
fishing for ten months in the Barents, Norwegian and
North Seas mainly for cod, haddock and halibut, although
ling and tusk are caught closer to shore. “So far, so good”
according to part-owner and first mate Åge Uran. “We’ve
caught around NOK 80 million of fish, which has been
sold through our own export company as far afield as the
US and Brazil, although most fish go to Britain and
Norway. Our focus is on quality line-caught fish, but for
two months a year we also lay gill nets to help us reach
our quota. Using onboard production facilities, headed
and gutted and filleted fish go from live to frozen in two
to four hours, something our customers appreciate,” he
explains.
Performance review
The 58-meter long vessel was built by Tersan Shipyard in
Turkey and is fitted with an integrated Siemens
diesel-electric propulsion system, including generators,
drives, propeller motors, main switchboard, integrated
power management system and a thruster control system.
“So far, we are very happy with the vessel,” says Åge. “It’s
better than expected, is easy to operate and service, and
helps us work more efficiently. Fuel economy is one area
we see savings. Our original projections for cost reductions
are too low. Diesel savings are greater,” says Åge. “We also
like the quietness of the diesel-electric system. When we
are off-shift and relaxing we do not hear any difference
from when we’re sailing normally and bringing in lines,”
he continues.
Fishing undercover
The Leinebris is one of a small number of modern fishing
vessels with a moonpool for running lines and nets. “The
moonpool improves the safety and working conditions for
our crew,” says Åge. “It also means we can fish continuously
in bad weather. Lines as long as 46 nautical miles are baited
with squid or Pacific saury at a rate of 3.3 hooks a second
by the automatic baiter. In all, 60,000 hooks are set a day,”
concludes Åge. The vessel operates around the clock when
a typical day might involve five hours putting out lines and
19 hours retrieving them and handling the catch. It might
seem like all work and no play, but the shift rota allows the
crew of 20 to 24 to take advantage of the facilities. After
all, with its interior and accommodation designated as
‘cruise standard’ it’s a shame not to enjoy the trip.
13
Ship | 2016
Norwegian ferries to go electric
As evidence mounts of the effectiveness of batteryoperated and hybrid ferries, the Norwegian Public Roads
Administration (NPRA) awards its latest ferry contract to
Fjord1 and its proposal for two battery-operated ferries
to run on the short fjord crossing between Anda and
Lote on Norway’s west coast. Siemens is selected as the
integrated power and automation solutions supplier for
both vessels.
Significantly, the NPRA specified in its original tender that
one of the two ferries should have zero emissions and the
other low emissions, in response to the Norwegian
Parliament’s directive that future ferries must have higher
environmental standards. Norway’s public organization
responsible for all national and county roads – including
the relevant ferry links – was encouraged by the success of
Norway’s first battery-operated ferry, Norled’s Ampere (see
earlier editions of Ship) and felt confident of issuing its first
public tender for a zero-emissions ferry.
70% of Norwegian ferries more profitable with batteries
New research published in August 2015 supports the decision
to go electric. Not only is it good for the environment, but it
also makes economic sense. The comprehensive study of all
existing Norwegian ferry routes by the Bellona Foundation
– an independent, non-profit organization fighting climate
change – and Siemens concluded that 70% of Norwegian
ferry routes are more profitable with ferries run purely on
batteries or with hybrid propulsion.
Experience from Ampere is used as the basis to calculate
investment and savings for all 111 ferry routes in Norway.
The research shows:
• Ferries operating on relatively short routes have operational
profiles where battery power or hybrid solutions can be
profitable. Of 180 ferries in Norway, 84 have crossing
times of less than 35 minutes and operate at least 20 trips
on each of their 61 different routes during a 24-hour
period. This operational profile makes battery-powered
solutions profitable.
• For longer routes, batteries with greater capacity are
necessary, which incur higher costs of fast charging and
make battery-powered solutions less competitive.
Therefore it is economically and environmentally
preferable to choose hybrid solutions for 43 Norwegian
ferries operating on 32 longer routes. These hybrid
solutions are a combination of battery power and either
diesel- or gas-operated propulsion systems.
Given today’s technology, the report estimates that it is
profitable to substitute 127 of Norway’s 180 ferries with
either battery-powered or hybrid alternatives, which
equates to over 70 percent of Norway’s ferry fleet. If
Norway succeeds in this ambitious goal, the environmental
benefits are considerable. Findings from the Ampere study
reveal CO2 reductions of 300,000 tonnes, which is 9% of
annual emissions from domestic shipping and commercial
fishing in the country, and a yearly cut in NOx emissions of
8,000 tonnes.
“70% of Norwegian ferry routes are
more profitable with ferries run
purely on batteries or with
hybrid propulsion”
Fuel and emissions savings from the world’s first battery-powered ferry have been used to estimate potential for reducing emissions across
Norway’s ferry fleet in a recent research study.
14
2016 | Ship
“Finland’s first batterypowered ferry will
operate on the sevenminute route from
Parainen to Nauvo.”
Running on BlueDrive PlusC
Despite the NPRA allowing for hybrid operation using
biodiesel or biogas on one of the two ferries put out to
tender, both Fjord1 vessels are battery-operated, zeroemissions ferries. Siemens is supplying its BlueDrive PlusC
integrated propulsion system to both and all charging
technology on board and on land, which includes batterybased energy storage systems, thruster controls for
propellers, energy management systems and integrated
alarms. Batteries will be charged from the local grid
through a Siemens charging station situated at both ends
of the crossing. The ferries have capacity for 120 cars, 12
trailers and 349 passengers.
New hybrid ferries
The battery-powered ferries come in addition to two new
contracts gained by Siemens in July to convert three
existing ferries into battery hybrids. The first is for a refit of
two existing ferries for Torghatten ASA. The company is
upgrading its diesel-electric ferries Melshorn and Vardehorn
with battery-based energy storage, energy management,
power management, integrated alarm and monitoring and
remote diagnostics systems from Siemens. Its daughter
company, FosenNamsos Sjø, provides the second contract
by choosing Siemens to help refit the Selbjørnsfjord as a
hybrid ferry with battery-based energy storage systems to
supplement its conventional electric-propulsion solution.
Finland follows suit
Finferries is following Norled’s Ampere by ordering Siemens’
complete BlueDrive PlusC propulsion system for its new
ferry operating on the mile-long, seven-minute stretch
between Parainen and Nauvo in western Finland. This is the
first contract outside of Norway for an emissions-free ferry.
Finferries CEO Mats Rosin says: “I am extremely satisfied
that the long and thorough selection process is now
finished….Siemens will provide the new technology for the
ship. It is a company that has plenty of experience and an
excellent reputation with a similar application on the
Norwegian ferry.” The vessel is being built by Polish
shipyard CRIST S.A. and is 90-meters long by 16-meters
wide, with capacity for 90 cars and 372 passengers. Three
crewmembers are needed to operate the vessel.
Siemens has responsibility for the full propulsion and
energy management system from controls on the bridge to
the charging system on land, which simplifies the chain of
responsibility for the shipowner and shipyard. The
BlueDrive PlusC propulsion system includes an energy
storage system, variable-speed drive technology for the
propellers and an integrated alarm and monitoring system.
Improved control and safety, coupled with lower operational
and maintenance costs, are provided through Siemens
energy management and thruster control systems, and the
remote-access monitoring system EcoMain. The energy
management system also facilitates secure automated fast
charging through a WI-FI connection to Siemens’ shorebased charging stations at both ends of the ferry’s route.
In addition, two diesel engines are installed to give the
ferry the possibility of operating as a plug-in hybrid to
provide additional power for breaking and travelling
through ice during Finland’s harsh winters.
Finland’s first battery-powered ferry will operate from
summer 2017 and is expected to follow Ampere’s example
of cutting fuel costs by 60% with comparable reductions in
emissions.
“The new Finnish ferry follows the
example set by the emissions-free
Ampere.”
15
Ship | 2016
Next-generation shuttle tankers
With development of hard-to-reach oil and gas fields in
deep waters and remote locations comes the need to
process, store and transport the produced hydrocarbons.
As pipelines are often uneconomic in these scenarios,
numbers of floating production storage and offloading
(FPSO) vessels are increasing with a rise of 114% from
2002 to 2014 and, along with them, shuttle tankers for
carrying the hydrocarbons to shore.
Add increased emphasis on vessel safety, which led to
introduction of dynamic positioning operation for shuttle
tankers, with the drive to cut emissions and fuel costs, and
you have a situation where traditional propulsion solutions
no longer provide the optimum solution for today’s vessels.
Growth in variable-speed solutions
Siemens’ BlueDrive PlusC propulsion and energy
management solution is installed or is in the process of
being installed on around 30 vessels globally, with a large
number of these in the offshore industry. Dynamic
positioning (DP) vessels, such as the Windea La Cour
service operation vessel (DP2) and the Edda Freya offshore
construction vessel (DP3) both employ BlueDrive PlusC to
optimize operations. Their owners and designers have
compared traditional propulsion solutions to variable-speed
diesel-electric alternatives and concluded that the latter
pays in terms of reduced fuel use, lower emissions of CO2,
NOx and SOx, improved control and safety, longer operation
between maintenance intervals with equivalent cost savings,
lower noise and vibration levels, and space savings.
A shuttle tanker with BlueDrive PlusC has significant advantages:
• Two split main switchboards where each of the four sub-systems is linked to each
other with Siemens’ ultra-fast DC bus-tie breakers (intelligent load controllers)
through a ring-bus connection. This means greater reliability, safety and optimum
power utilization with the highest ERN score
• Due to safe closed bus-tie operation combined with the energy storage system,
whole sections can be operated without running generators. Together with
variable-speed operation, this feature optimizes fuel consumption and reduces
engine-running hours in any load condition
• Integration of WOC/steam generators is made easy by DC/AC inverters that enable
safe and optimal operation at any turbine speed
• Directly implemented DC/AC converters simplify energy-efficient operation of cargohandling gear, fans and pumps
• Energy storage systems in each of the four power plants can be used for both
spinning reserves and peak shavings
• Medium voltage link to forward thrusters
• Losses in electrical system are lower than in any conventional solution
16
2016 | Ship
Variable-speed shuttle tankers with energy
storage systems
The BlueDrive PlusC concept revolves around the principle of
operating diesel or gas engines on variable speed, often
with battery-based energy storage systems, to provide
steadier engine operation and greater redundancy. Based on
this principle and the proven solution for Edda Freya (see
page 8), the illustration shows an innovative shuttle tanker
concept using BlueDrive PlusC. With this solution, each
engine’s speed is set individually and optimized, with
batteries used for tackling peaks in demand. In this way,
diesel engines always operate at the lowest possible specific
fuel consumption. During DP operation with low load the
advantages are substantial with significant savings in fuel
and emissions.
An added benefit of the energy storage system is blackout
prevention. Even if generators trip on one or several
sections, power is retained as the energy storage system is
always available.
Due to flexibility and lack of synchronism in the variablespeed system, stand-by start is significantly faster than in
traditional systems. A complete stand-by start only lasts for
seconds with the engine beginning to produce power even
during the start-up acceleration sequence.
Each of the four power plants consists of a diesel engine, battery-run energy storage system and propeller.
17
Cut fuel costs and emissions
on short sea routes
‘Short sea shipping’ is the movement of cargo and
passengers by sea over short distances. Within the EU, it
is viewed as having significant potential to alleviate the
strain on Europe’s road network and reduce emissions.
2. This hybrid propulsion system maximizes operational performance by
running in different modes. When steaming the ship runs on the
main engine using the electric machine and batteries for peak
shaving and to secure optimized engine operation.
As vessels on short sea routes typically spend more time in
port maneuvering and loading than inter-continental
traffic, fixed-speed diesel or gas engines are particularly
uneconomic. Variable-speed solutions are more effective.
They reduce operating costs, save energy and increase
safety. The following image sequence shows how Siemens’
BlueDrive PlusC variable-speed propulsion system optimizes
operation on short coastal routes.
3. While maneuvering with thrusters the vessel uses the main engine
and the electric machine as a generator for auxiliary power. The main
engine can be operated at reduced speed.
1. A diesel-electric hybrid solution is used here, although it could easily
4. In harbor, during loading and unloading, BlueDrive PlusC operates on
have been LNG-electric propulsion, as BlueDrive PlusC works equally
a combination of the auxiliary generators and the energy storage
well for both. The vessel operates a main engine in line with a
system. The energy storage system is connected to shore power for
reduction gearbox fitted with a combined generator and electric
support and charging. All modes ensure peak efficiency with optimal
machine fed by auxiliary generators and a battery-based energy
fuel consumption.
storage system.
5. BlueDrive PlusC operates in the following modes during harbor
operations depending on the number and ratings of power sources
and consumers’ requirements:
18
2016 | Ship
a) Auxiliary engines run on variable speed supplemented by the energy
storage system.
8. A versatile shore connection operated at either 50 or 60 Hz means
the vessel can take advantage of cheap energy when in port. The
energy storage system ensures steady power flow, preventing energy
surges from the grid.
b) Auxiliary engines operate on variable speed supplemented by the
energy storage system and shore power.
9. On leaving port, the main propulsion engine is normally used on its
own. The remaining electric energy needed for the vessel is generated
from the electric machine connected to the reduction gearbox. The
battery-based energy storage system is used for back-up. If more
propulsion power is required, boost mode is activated through
batteries or auxiliary generators. Energy is fed into the electric
machine connected to the reduction gearbox. The electric machine
c) Shore connection combined with the energy storage system.
6. BlueDrive PlusC significantly reduces energy during loading and
connected to the gearbox also serves as a ‘take me home’ device.
10. When the main engine varies propeller speed, BlueDrive PlusC still
unloading by using regenerated power. As the crane lowers,
operates the ship’s network at a fixed frequency of 50 to 60 Hz.
regenerated brake energy is fed back into other consumers and
This means the main engine always operates with optimized
batteries, allowing the main power station or power grid to operate
combustion and highest efficiency to reduce fuel consumption
at constant and stable power outtake.
and emissions of greenhouse gases.
7. To secure a stable power outtake from the engine or the power grid,
the battery-based energy storage system deals with all power
11. The vessel safely makes its next port call on time having saved
considerable operational costs and reduced emissions.
fluctuations, as well as storing or redistributing regenerated energy.
19
Ship | 2016
Ulstein’s 3D design advantage
Ulstein Design & Solutions is changing the way it
designs and engineers vessels using Siemens’ NX 3D
integrated product design, engineering and manufacturing
software, and Teamcenter product lifecycle management
(PLM) software.
Until now, ULSTEIN has only used 3D in the engineering phase
of a project, with the obvious disadvantage of repeating earlier
2D design work. All that changes with its new contract with
Digitread, Siemens’ Norwegian distributor for its PLM software.
ULSTEIN expects significant improvements in effectiveness as
it saves work hours by seamlessly connecting workflow from
its design and engineering departments accurately and
efficiently.
3D gives Ulstein a competitive edge
ULSTEIN was among the first shipbuilding companies in
Norway to use 3D in the engineering phase of a new vessel.
However, at the design stage when a project still needs
approval, everything is presented in 2D. Clearly, to help
clients better visualize a vessel and to sell the project, 3D
can play a critical role, as well as emphasizing the company’s
grip of the latest technology. “Earlier it was only after a
contract was landed that we started to use 3D. Now we can
use 3D right from the start and utilize the same ship model
through the entire design and engineering process. This
means we do not need to do the same job several times,
which frees up significant resources,” explains Bernt-Aage
Ulstein, Director – Design & Engineering in Ulstein Design &
Solutions.
Widening the client base
Although Ulstein Design & Solutions was first established for
designing ships built by the shipbuilding division of Ulstein
Group, the business model was later developed to embrace
sales of finished ship designs, together with key equipment
packages, to other shipbuilders around the world. “Our vessels
have been built in both China and Brazil. The new business
model has been highly successful”, says Bernt-Aage.
To service its clients, Ulstein Design & Solutions has expanded
beyond its headquarters in Norway to open two offices in
the Netherlands, an engineering department in Poland and
an office in China, which largely deals with onsite follow up
of Asian shipbuilders.
Hard competition
Within offshore vessel design, ULSTEIN is recognized as one
of the leading companies in the world. It has many innovations
under its belt, including its X-bow and X-stern solutions that
improve vessel handling and save fuel. However, the market
is tough: “We notice the hardest competition comes from
within Norway, although there has been a lot of activity for
offshore service vessels from other countries, including Asian
competitors,” says Bernt-Aage.
ULSTEIN has ambitions to take its business model one step
further by establishing a ship portfolio without specific
customers in mind. “To save time and costs, we hope it will
be possible to order a vessel with an accompanying equipment
package using a type of ‘catalogue approach’. To show these
designs in 3D is very beneficial and was an important driver
for us when upgrading our existing system,” adds Bernt-Aage.
System synergies
Today, a wide range of specialist software applications is
employed across the Ulstein Group. With the introduction
of NX and Teamcenter this will change. “When ULSTEIN has
Teamcenter PLM software as the backbone of its operations,
it no longer needs to use so many different systems and can
work smoothly across disciplines and locations, which means
employees can work on the same project simultaneously
whether they are in Norway, the Netherlands or anywhere
else in the world,” says Helge Kjeilen, Chairman and Partner
in Digitread.
“Virtual reality and many other new technologies are gaining
ground now. If we are to keep up with these developments,
we must have strong foundations based on 3D,” adds BerntAage in Ulstein Design & Solutions.
Ready for the New Year
Implementation of NX and Teamcenter software starts right
after the summer with the aim of having the first 3D ship
design model ready before Christmas. This will enable
ULSTEIN to start 2017 with its new innovative software
solution tested and ready for further use.
What is PLM software?
Product lifecycle management (PLM) is an information management system that
integrates data, processes, business systems and, ultimately, people in an
extended enterprise. PLM software allows this information to be managed
throughout the entire lifecycle of a product efficiently and cost-effectively, from
the idea, design and manufacturing stages through to service and disposal.
20
2016 | Ship
Ulstein Group ASA
• Ulstein Design & Solutions is part of Ulstein Group ASA
• Headquartered in Ulsteinvik, Norway
• The Group was formed in 1999 and originates from
Ulstein Mek. Verksted, itself established in 1917
• Four divisions: 1) ship design 2) shipbuilding
3) power and control 4) shipping
• Around 170 employees with 130 working for Ulstein
Design & Solutions
• Specializes in design and build of offshore vessels for
the oil and gas and renewable sectors, and specialpurpose cruise and passenger vessels
Digitread AS
• Founded in 2015 after a demerger from Summit Systems
• Team with 20+ years’ experience
• Specialists in 3D and PLM software supply and
implementation, including consultancy and training
• Siemens PLM partner
• Based in Sandvika, near Oslo
21
Ship | 2016
Put Siemens in your tank
Bunkering is an expensive operation, which requires
careful monitoring and inspection. Incorrect bunkers
can lose the shipowner thousands of dollars in fuel
overcharges or much more if low-quality product
damages engines and places vessel and crew at risk.
Now, with the advent of tougher emissions regulations,
including the EU directive to monitor, report and verify CO2
emissions for all vessels over 5,000 gross tonnes calling at
EU ports after 1 January 2018, vessel owners have even
greater motivation to accurately control bunker volume
and quality.
NSB in command
NSB sees the need for careful bunker management and
turned to Siemens for a unique and innovative system to
control and supervise heavy fuel oil (HFO) bunkering. For
one of its latest fleet editions, the CMA CGM VELA 11,000
TEU container ship, NSB installed Siemens SITRANS Coriolis
mass flowmeters supported by Siemens valve positioners,
pressure and flow transmitters and a SIMATIC CPU with
comfort control panel displaying clear information graphics
for ease of understanding. The result is fast and effective
real-time monitoring of all key parameters to ensure
accurate bunkering.
Complete control
As bunkering is often completed when crew are under time
pressure, the more automated the quality management
process the better. Siemens’ bespoke bunkering
management system for NSB measures fuel oil pumped
from the bunker barge or onshore facility directly into the
vessel’s fuel tanks with the SITRANS Coriolis flowmeters
instantly controlling density, mass flow, temperature and
fuel oil quality – all essential parameters for managing
bunkers. The measured volume is outputted simultaneously.
Siemens’ SITRANS Coriolis digital flowmeters have no
moving parts or impediments to fuel flow, and require
minimum maintenance or flow conditioning. The whole
process is monitored easily and accurately online.
Cappuccino? No thanks
Unlike volume measurement, mass measurement is
independent of operating pressure and temperature, which
negates the necessity of density calculations and the
accompanying risk of error. Equally, this method is superior
for calculating true volume of fuels with trapped gases.
Unscrupulous fuel suppliers may introduce air into the fuel
during bunkering – also called the cappuccino effect.
Standard flowmeters do not distinguish between trapped air
and fuel, and post-fueling sounding may not highlight lost
volume as the air is still in suspension. SITRANS Coriolis
flowmeters are not cheated so easily as mass and density
are measured and used as critical parameters. If there are
any deviations an alarm is sounded.
22
Highly accurate
A cascade control ensures that under optimal operating
conditions mass and volume measurements reach the
accuracy level detailed on the factory-calibration certificate
from Siemens. During an independent test in Rotterdam,
the system achieved accuracy of 0.16 percent. Typical
accuracy under process conditions is expected to be over
0.3 percent.
The entire bunkering process is captured and the data is
delivered as a non-manipulative bunker delivery note
(BDN). Although the bunkering management system on
NSB’s CMA CGM VELA is geared to heavy fuel oil, Siemens
systems are MID-compliant for all marine fuels to improve
control, reduce risk and prevent potential losses.
NSB
• Incorporated in Hamburg, Germany during 1986.
Started with four vessels and seven staff
• Manages 66 vessels, including 57 container ships,
six product tankers, two oil tankers and one offshore jack-up vessel
• TEU range: 1,000 to 11,000
• Tonnage: 4,340,538 TDW
• Approx. 1,830 staff, including 1,700 crew
• Provides ship management, newbuilding
supervision and crewing services
Source: www.reederei-nsb.de
2016 | Ship
Siemens TIA Portal
Your gateway to efficient
automation for vessels of the future
The TIA Portal (totally integrated automation portal)
is advanced software technology – including flow
monitoring – packaged in an intuitive user interface.
• One engineering framework for all products
• Maximum user friendliness and low
engineering effort
• Shared database and smart library concept
enable usage of overlapping functions
- Alarm monitoring and control system
- Bridge maneuvering system
- Load control unit
- Condition monitoring
- Cargo monitoring and control
- Flow management and anti-heeling control
- Machinery monitoring and control system
- Power management and generator control
- Winch control
siemens.com/tia
23
Lifecycle management
© Ulstein Group
Safe, environmentally friendly and profitable operations
No company knows Siemens’ systems and equipment like Siemens,
which is why shipowners and charterers depend on us to care for their
vessels’ systems. With our lifecycle management program, we’re involved
from cradle to grave to ensure vessels sail smoother, safer and longer to
increase profits and save costs over their lifetimes.
On call 24/7, we are trusted for our experience, expertise and global
infrastructure. Contact us today and put our resources to work for you.
Talk to us about:
• Lifecycle management
• Spare parts, upgrades and modifications
• Remote support and digital services
• Preventive maintenance and docking services
• Optimizing energy use and operation
• Obsolescence management
• Standard and customized crew training
• Service agreements
Siemens AS
Division Process Industries and Drives
Marine Solutions
Editor: Odd Moen
Print: Skipnes AS
Layout: Happening OÜ
+47 815 365 24
[email protected]
siemens.no/marine