Electric & Hybrid Marine Technology International

electric & hybrid marine technology international
October 2013
NAVAL AFFAIRS
Paul English, head of GEs Power
Conversion business, on the OEMs
latest naval developments
and much more!
October 2013
Dieselelectric
shock
New environmental demands are pushing

diesel-electric manufacturers to reduce
the installation footprint of their systems
UKIP Media & Events Ltd
CHEMICAL ATTRACTION
As lithium-ion powered propulsion
systems grow in popularity, E&H Marine
asks: Whats next for battery technology?
AT LIBERTY
The inside track at Bourbon Liberty, the
global offshore service provider making
breakthroughs in diesel electric propulsion
DRIVING SCHOOL
The very latest advancements
in high-tech hybrid and electric
propulsion drive systems
Battery technologies | Hybrid systems | Fuel cells | Electric motors | Emissions reduction technologies
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CONTENTS
In this issue...
OCTOBER 2013
26
04: Driving force
In a media exclusive,
Paul English, head of
GEs Power Conversion
business, discusses new
technologies, future
challenges and global
trends related to upcoming
emissions legislation
98
36
14: Cell-by date

With demand soaring for
more powerful, longerlasting battery technology,
E&H Marine asks whats
next after next-generation
lithium-ion solutions?
22: Parallel propulsion
The combination of a motor
and generator function in
a hybrid unit is allowing for
clean and silent propulsion
26: Sailing silence
As the cost of marine
diesel continues to rise, the
case for the electrification
of sailing yachts in the
leisure sector is going from
strength to strength
54: Charging solutions

Automated mooring and
high-tech shore power
solutions point to a cleaner
future for the marine industry
64
60: Power generation

Generators are replacing
engines and propellor
shafts to supply power
directly to electric motors
30: Nuts and bolts

Environmental demands
are pushing equipment
manufacturers to
reduce the installation
footprint of their systems
64: High-tech propulsion

A rigorous focus on cuttingedge developments has
made one German supplier
a key player in electric and
hybrid marine technology
36: At liberty
Underpinned by a diesel
electric propulsion strategy,
Bourbon Liberty continues
to expand, with a fourth
model variant on the way
70: Environmental relief

Liquefied natural gas is
helping the shipping world
meet the key challenges
44: Energy management

BMS developments are
answering the need for
safer forms of energy
48: From road to wave
Advanced automotive
technology is delivering
increased efficiency levels
and lower emissions
in the marine world
74: Hybrid testing

The use of intelligent
toolchains is key to
achieving efficiency in
increasingly complex
hybrid and electric marine
powertrain configurations
78: Battery expertise
Why designing powerful
battery packs that are
reliable and very safe is
high on the R&D agenda
Electric & Hybrid Marine Technology International // October 2013 // 01
CONTENTS
80: Inverter systems

Affordable semiconductor
technology has become
key in helping to develop
hybrid marine projects
The word wizards

Editor: Dean Slavnich
Assistant Editor: John Thornton
Production editor: Alex Bradley
Chief sub editor:
Andrew Pickering
Deputy chief sub editor:
Nick Shepherd
Proofreaders:
Aubrey Jacobs-Tyson,
Tara Craig, Christine Velarde
104
Contributors from
all corners
Josh Bentall, Paul Garrett,
Richard Kennedy, Stevie Knight,
Wendy Laursen, Philip Morano,
Adam Rahman, Harry Reynolds,
Karl Vadaszffy, Saul Wordsworth
84: Wrtsil eco-plan

Mikael Troberg, head of
technology development at
Wrtsil, discusses future
developments relating to
shipping sustainability
90: Direct drive systems
A new type of electrical
machine that combines
the high torque density
of magnetic gear, and
the functionality and
performance of a brushless
permanent magnet
machine, has been created
The ones who

make it look nice
Art director: James Sutcliffe
Art editor: Andrew Locke
Design team: Louise Adams,
Andy Bass, Anna Davie, Craig
Marshall, Nicola Turner, Julie
Welby, Ben White
80
Production people
Head of production & logistics:
Ian Donovan
Deputy production manager:
Lewis Hopkins
Production team: Carole Doran,
Cassie Inns, Frank Millard, Robyn
Skalsky
Circulation manager:
Adam Frost
94: Perfect propulsion

Lossless AC converter
technology is making allelectric propulsion even
more efficient and reliable
The ones in charge

CEO: Tony Robinson
Managing director:
Graham Johnson
Editorial director:
Anthony James
98: Green commuting

A novel creation may offer
the most environmentally
friendly transportation
solution of all
116
100: Green light

The use of photovoltaic
panels is helping to improve
efficiency levels in electric
marine applications
104: Pack breakthrough
A new traction battery using
lithium iron phosphate
offers better thermal
and chemical stability
108: Power potential
New power generation
systems are reducing fuel
consumption and emissions
112: Permanent magnets
Soaring fuel prices and
lower profit margins
are opening the way for
advanced technologies that
revolutionize the way ships
generate and use energy
116: Last word:
Marine propulsion chat with
Luca Francese, business
development engineer,
Solbian Energie Alternative
EDITORS NOTE
To say 2013 has been an exciting year for us here at E&H Marine is something of an
understatement. Following the launch issue of Electric & Hybrid Marine Technology
International back in April, the response from the industry was so overwhelmingly positive
that not only did we start work straight away on a second 2013 edition, but we also firmed
up plans for a dedicated expo event that will take place in Amsterdam in the Netherlands,
on June 24-26, 2014. Like the magazine, Electric & Hybrid Marine World Expo promises
to be unrivaled in the industry, and will feature the leading names in eco-friendly marine
propulsion development. You can find out more about Electric & Hybrid Marine World Expo
at www.electricandhybridmarineworldexpo.com.
But back to this issue. Having listened to feedback on the launch edition of the
magazine, the aim for this second issue of E&H Marine was to simply build on the platform
we created earlier this year, giving you access to topical, technology-focused features,
senior VP interviews, and thought-provoking papers written for the industry by the
industry. Of particular note are our exclusive OEM interviews with Paul English, head of
GEs Power Conversion business, and Mikael Troberg, head of technology development
at Wrtsil, as well as a battery engineering tour-de-force piece that explores whats next
after this current generation of lithium-ion designs.
I hope you enjoy this edition of Electric & Hybrid Marine Technology International as
much as the launch issue, and I look forward to seeing you in Amsterdam next year at
Electric & Hybrid Marine World Expo.
Dean Slavnich, editor
02 // October 2013 // Electric & Hybrid Marine Technology International
Commercial colleagues
Publication director:
Mike Robinson
Publication directors:
Michael Blackhurst, Oliver Taylor
How to contact us
Electric & Hybrid Marine
Technology International
Abinger House, Church Street,
Dorking, Surrey, RH4 1DF, UK
+44 1306 743744
electricandhybridmarine@
ukipme.com
www.ukipme.com
Subscriptions
60/US$108 for two issues
The views expressed in the

articles and technical papers
are those of the authors and are
not endorsed by the publisher.
While every care has been taken
during production, the publisher
does not accept any liability for
errors that may have occurred.
This publication is protected
by copyright 2013. ISSN
2052-5184 Electric & Hybrid
Marine Technology International .
Printed by William Gibbons
& Sons Ltd, Willenhall, West
Midlands, WV13 3XT, UK.
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OEM INTERVIEW: GE
Call of duty
In a media exclusive, Electric & Hybrid Marine gets
some quality time with Paul English, the busy head
of marine ops for GEs influential Power Conversion
business unit, to discuss new global trends, upcoming
engineering developments and key future challenges
WORDS: HARRY REYNOLDS
f you look at the technologies that are

currently being adopted, GE has the lead
in terms of bringing advanced induction
motor systems. For navies, it is about reduced
footprint and power density, and we have
achieved that through advanced induction
motor and variable speed drive technology.
Those are the words of Paul English, head
of marine operations at GEs Power Conversion
business. It is quite an opening statement but
the former Wrtsil director that joined GE
from Converteam in 2012 doesnt stop there,
adding, What we have also seen and
obviously market dynamics play a big part
here is that the budgets of the naval
customers have been significantly challenged
and some of the larger, grander, combatant
type projects have received a change in focus.
Here, there has been a return from full
electric propulsion to hybrid propulsion.
According to English and the GE division
that he heads-up, when it comes to advanced
propulsion technologies, there are effectively
three main systems on the table: integrated
full electric propulsion (IFEP) with diesel
or gas turbine prime movers; direct
drive hybrid that allows the electric
propulsion at low powers to eliminate
gearbox noise; and geared hybrid
drive, which operates on a principle
of allowing electric propulsion
to be realized at low powers
to gain fuel efficiency.
OEM INTERVIEW: GE
Paul English, head of marine operations
at GEs Power Conversion business,
says all navies are looking for a
reduced emissions footprint, better fuel
consumption and enhanced power
density levels. Pictured here is the UKs
Type 45 destroyer, which is powered by a
propulsion system tested and built by GE
The advantage of a
PMM is that because
of the magnetic flux
density, the motor can
be made smaller for
a given torque rating.
The disadvantage
is that permanent
magnets are expensive
and brittle, and need
to be bonded into the
machine very carefully
OEM INTERVIEW: GE
Type 45 and Type 26 projects
When GE built the propulsion system for the
UKs Type 45 destroyer, there was a desire
to capitalize on the advantages of IFEP
combined with the development of pulse
power sensors and equipment. The Type
45s have the ability to generate 44MW of
electricity and they were the worlds first gas
turbine and diesel IFEP warships.
However, the reduced requirement for the
adoption of pulse power equipment is one of
the reasons, says English, that the next set of
ships for the Royal Navy starting with the
Type 26 frigate features a hybrid configuration.
As a company, GE believes that a much more
robust propulsion system would feature a
design that makes use of two gas turbines, one
per shaft, eliminating the cross-connection
gearbox (and thus removing a single point of
failure) and preserving the independence of
the two shaft lines.
The future direct-drive hybrid propulsion
system boasts a low speed, high-torque
electric motor directly driving the shaft for
cruise operations, and a conventional geared
mechanical prime mover for high-speed boost
operations. The disconnection of the gearbox
under electric drive at lower speeds
means there is less NVH, which ultimately
allows the Type 26 to conduct effective
anti-submarine warfare operations.
This arrangement combines the
advantages of electrical propulsion at low
powers, notably low noise signature and high
fuel economy for long periods, with the
advantages of straightforward reduction gears
at the high powers required for relatively
infrequent, top-speed operation, he adds.
If gearbox-radiated noise is not important,
then the electric motor can drive through the
gearbox. This enables a physically smaller
motor, but higher speed and lower torque, to
be selected, but the gearbox and its
supporting systems remain in use in all
machinery operating modes.
A future hybrid geared motor system will
offer improved fuel economy compared to
conventional mechanical propulsion with
a smaller overall system footprint using a
smaller, higher speed, motor driving through
the gearbox. It could have a conventional
high-speed mechanical prime mover and the
use of a controllable pitch propeller that
would allow the machines to be used as a
motor and generator known as power
take-off/take-in.
In the hybrid propulsion market, we are
seeing opportunities for compact advanced
induction machines, but also, on occasion,
opportunities for permanent magnet
solutions, states English, turning the
conversation to technology designs and
important engineering breakthroughs.
PMM advantages
If gearbox radiated
noise is not important,
then the electric motor
can drive through
the gearbox. This
enables a physically
smaller motor, but
higher speed and lower
torque, to be selected,
but the gearbox and
its supporting systems
remain in use in all
operating modes
We have actually
reduced the footprint
of the electrical
equipment by between
40% and 50%, and
by doing that we are
freeing up more space
on the vessel as the
vessel cargo remains
the same despite the
reduced footprint
In a permanent magnet machine (PMM), it is

widely known that the standard squirrel
cage induction rotor is replaced with a rotor
containing permanent magnets. But in an
induction machine, the rotor is subject to slip,
as the rotor does not rotate as fast as the
rotating magnetic field. As a result and up
to a certain point the greater the load on the
machine, then the greater the slip, and thats
especially the case when the machine
becomes overloaded. The key engineering
benefit in a standard synchronous machine
is that there is no slip, and in a PMM
arrangement very similar characteristics will
be displayed.
The advantage of a PMM is that because of
the magnetic flux density, the motor can be
made smaller for a given torque rating. The
disadvantage is that permanent magnets are
expensive and brittle, and need to be bonded
into the machine very carefully because the
magnetic flux cannot be switched off in the
event of a fault. This can cause the machine,
driven by the propeller movement through
the water as the ship slows, to regenerate back
into a fault condition.
The permanent magnet alternative only
really comes into play if the footprint of the
motor is so compressed that you have to
look at that technology, so it is best suited to
applications in which a very small physical
footprint is demanded. The permanent
magnet solution adopts a conventional stator
arrangement with a permanent magnet rotor;
its principal focus is to reduce the physical
footprint of the machine.
Yet however exciting these technological
breakthroughs might be, the solutions are
dependent on the market requirements. For
example, the Dutch navys Joint Support Ship
has an IFEP system with a 8.9MW slow-speed
induction motor; transformer-fed pulsewidth
modulator (PWM) drives; and a 6.6kV bus
with 25MW generation. Meanwhile, the UK
MARS tanker operates a 1.0MW geared
hybrid propulsion system with power
take-off/take-in; a 690V distribution system;
two 2.7MW generators; and the motors can
act as 2.4MW generators when under diesel
propulsion to provide the ships service load.
For LNG vessels, we are bringing
induction technology, with in excess of
20MW we have actually done more than
20MW in cruise but LNG max power is about
16MW per shaft so these are solutions for
propeller-driven energy carriers, driven by
PWM converters.
We have more power-dense solutions and
reliable solutions than others, who come to
the market with less power dense units and
use synchronous solutions to achieve the
same topology expectations from the
OEM INTERVIEW: GE
The Electric Ship Technology Demonstrator
facility in Whetstone, UK, was where
GE engineers tested the full-scale Type 45
Technology crossover
Left: One of the UK Royal

Navys new Type 45 Air
Defence Destroyers, HMS
Dragon, in action. The Type
45 benefits from an
innovative integrated
electric propulsion system
that reduces fuel
consumption and realizes
an operating range of
7,000 nautical miles
Above: The propulsion

system of the Type 26
vessel allows the ship
to conduct effective
anti-submarine
warfare operations
GEs facility at Whetstone in the UK has been

used as a key location to develop and test new
propulsion solutions, and Paul English highlights
this as a prime example of the company making
the most of a technology crossover that it can
apply from the military world to the commercial
sector. Whetstone was built in 2002 as a result of
a UK MoD contract to initially de-risk and prove
electric ship technologies, and subsequently
demonstrate and test equipment for the Type 45
destroyer at full scale. Today, it is known as the
Electric Ship Technology Demonstrator.
Critical to this testing was the four-quadrant
load (4QL) technology pioneered by GE PC. The
4QL is an electrical machine controlled by a
frequency converter and programed to replicate
propeller characteristics operating in both the
ahead and astern direction, and with positive and
negative torques.
English says that because of the step-up
gearbox, the 4QL machine has only one-third
the torque density of GEs advanced induction
motor (AIM), but is similar in size and thus further
emphasizes the overall compactness of the
AIM technology.
Also at Whetstone, English says the company
is investigating the feasibility of DC architecture
power distribution systems, which have some
inherent advantages for ships including reduced
equipment size, greater efficiency levels and
lower noise signature.
In general terms, we currently have one
project underway assessing the advantages of
DC architecture, and we are also looking at the
further development of power-dense motors and
permanent magnet machines, he adds.
In addition to this, English believes that another
challenge is to address new green legislation
by collecting all the data associated with the
companys vast array of propulsion solutions so
that they can register and manage a vessel as a
complete asset.
Most recently, GE has been working on
emissions legislation and reductions, focusing
particularly on NOx and SOx: Were looking at
Tier 3 requirements and potentially future Tier 4
requirements for engines using primary methods
and without catalytic solutions for secondary
methods, adds English.
Integration is a big topic and something
that we have always very much led in the
marketplace, being able to bring a number of
different technologies together. I think we will see
further harmonization of the integrated solution,
and from there, the connection to remote support.
This is what we mean when we say that we
power, propel and position the marine industry.
OEM INTERVIEW: GE
Being able to use induction technology,

which is the most reliable motor
technology used in thousands of
different examples all over the world,
and being able to use that at 15MW,
is a huge advantage for the company
customer. Basically, the single-drive solution

does not have any benefit apart from the
cost standpoint with regards to CAPEX and
OPEX, and here the technology that we
are bringing is single-drive per shaft line
topology. If you see some of the earlier
solutions, they would feature two drives,
a motor and a shaft line, sometimes with
twin-shaft designs, sometimes with singlescrew configurations. What we have been able
to do is bring a larger powered MV7000 to
drive up to 15MW per converter and motor,
and bring that to the solution.
Built in China for China

A particular recent highlight for the GE exec
is the companys success in bringing this
solution to Chinas shipping sector at the
Hudong-Zhonghua Shipyard, and specifically
into the first large diesel electric LNG carriers
to be built in China for China.
The solution differentiates itself in terms
of the reliability of the induction machine and
the reliability and topology of the MV7000
drive, outlines English.
So we have actually reduced the overall
footprint of the electrical equipment by
between 40% and 50%, and by doing that
we are freeing up more space on the vessel as
the vessel cargo remains the same despite the
reduced footprint.
Being able to use induction technology,
which is the most reliable motor technology
used in thousands of different examples all
over the world, and being able to use that at
15MW, is a huge advantage for the company.
In the LNG space, it is clearly a question
of moving from steam turbine technology
to electrical propulsion driven by large gas
engines. There is not a solution to do that with
a direct drive, so using an electric-propulsion
system provides the ability to use the boil-off
gas, and being able to adjust the power
demands is a very efficient propulsion solution.
This really has been the drive for the rapid
growth in technology over the past six years.
In the GE setup, the boil-off is consumed
by large dual-fuel, four-stroke engines. As
these engines are known for their low speed
regulation responsiveness in gas mode, GE
engineers have developed a specific electric
propulsion control system that allows the
vessels to run safely at sea either on boil-off
gas, marine diesel oil or heavy fuel oil.
English says that GE is

constantly looking to
realize new solutions,
especially when it comes
to propulsion technologies
for navies, but as with most
things, such innovations
are market dependent
DP type applications
In areas such as the special and offshore
supply vessel market, we have been focused
on topologies such as our variable-frequency
active front-end solution that offers the
customer the opportunity to make significant
fuel savings when operating at low load,
which is typical for those sorts of vessels
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The international exhibition of electric and hybrid marine propulsion systems
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marine technology international
OEM INTERVIEW: GE
The MV7000 unit has been

designed to handle 15MW
per converter and motor
For navies, it is about reduced footprint

and power density, and we have achieved
that through advanced induction motor
and variable-speed drive technology
Confirmed earlier this year, GEs Power Conversion business
will supply the Eastern Shipbuilding Group with an
integrated diesel-electric propulsion system and vessel
control technology for two multipurpose supply vessels
when they are operating in dynamic

positioning (DP) type applications, further
explains English.
Here, it is all about redundancy, the ability
to operate the vessel in various DP modes
where you have got multiple generators,
multiple thrusters and equipment segregation,
so that the worst failures do not lead to
diminished station keeping capability.
Once you get into the drilling vessels, its
about providing that same level of equipment
redundancy, but with an additional
requirement to withstand single instances of
events such as fire and flood protection in any
one given equipment space. The segregated
engine rooms, segregated thrusters rooms and
segregated control positions have become the
norm for this class of vessel, so a very high
degree of system redundancy often referred
to as DP3 is a major driver of electric
propulsion configurations for this type
of application.
Traditionally in this particular sector
there has been less focus on overall fuel
consumption, but English says efficiency is
now a key differentiator for the company,
and it is an important driver for not only
generator set selection, but also for the choice
of the electric propulsion system and its
control systems, including GEs latest
dynamic position control system.
We want to get to the optimum
fuel point on the fuel map, by
permitting the adjustment of its
output frequency, adds English.
The key message here is that
we are not bringing a radically
different technology to one that is
already proven; this is based on
our proven equipment and system
solutions that we already have in
active service such as our active
front-end converters.
We have developed a solution
that permits the generator set to
move from its normal operating
output frequency and can therefore
fully optimize the overall fuel
consumption of the engine.
We really can find significant
fuel consumption savings on
the engines.
Looking further ahead as the
market evolves, English says,
In the future there will be more
pressure to reduce the footprint
of our equipment and the power
density of our equipment, so that
we can deliver more powerful
vessels with equipment that takes
up less space. I really do think
that is going to be a key driver
going forward.
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BATTERY TECHNOLOGY FUTURE
Power
rangers
Together with the Norwegian shipyard

Fjellstrand, Siemens has developed the
worlds first electrically powered car ferry.
The 80m vessel, which will be operated by
Norled from 2015, can carry 120 cars and
360 passengers. It features an 800kW
battery pack that weighs 11 tons and replaces
the 2,000hp IC diesel engine traditionally
used in marine applications such as this
Despite the emergence of rival solutions based on

solar and wind energy, battery-powered propulsion
technology continues to be the preferred eco-friendly
choice for most marine operators around the
world, thanks mainly to the further advancement
of cells, chemistry, pack and management systems
WORDS: STEVIE KNIGHT
dly
he advent of lithium-ion chemistry has

become a key building block for battery
supporters and developers looking to
further establish battery-powered marine
propulsion solutions around the world, in the
process fending off new-generation designs
that are based on solar and wind energy.
The key for many in the industry, including
Steven Tartaglia, engineering manager for
Lithionics, is that new lithium designs allow
for little voltage sag to occur until right at the
end of the power band, meaning that engine
stop/start functionality can be easily employed
and without having to resort to using heavy
AGM batteries. Such capability, adds Tartaglia,

is a blessing for hybrid setups, which need to
bind together a number of subsystems that
play very specific parts on the power curve.
Although the energy density of a battery is
very low in comparison to most liquid fuels
a pack of 2.5kW will weigh in at 25kg
Prins Doornekamp, CEO of Super B, says
there are many engineering and end-user
benefits to be had: Battery technology has a
huge advantage in that it only consumes space,
not fuel or energy sources like other solutions.
Also, you can use the battery power efficiently
for the peak loads or for the troughs, which
means you dont drain the batteries right

down and the main power source or genset
just keeps ticking over.
Energy waste from existing propulsion
systems has become a critical issue facing all
marine operators, and Doornekamp says this
point cant be ignored when discussing
advanced battery developments: You can have
backup marine generators running on standby,
but they dont use the energy as they are there
for failure mode only, so they are wasting
3 to 4 liters per hour of diesel! Batteries in
these types of applications earn their money
back and break even within a year.
A matter of control
The trusty charging algorithm of the new

lithium-ion batteries has taken a lot of time
and cost to develop, explains Didier Bouix,
researcher for CEA, who points out that
the charging stages are not exactly based
on the same three phases as lead batteries.
There has been a lot of work in the lab
as the charge management depends on so
much: youve got to get the characterization
of the cells and the life of the battery right.
For example, you have to keep an eye on the
temperature, plus after some time you have a
loss of energy density so that the power these
cells can take decreases over time, and this
means taking on another strategy, he explains.
Doornekamp continues: If you are clever you can use

smaller generators and also take advantage of the extra
power that the gensets are producing to recharge the
batteries. In addition to this, on board a bigger ship fewer
engineers are needed. So the overall cost savings, if you
look at a big commercial system, can run into the millions
per year.
According to the Super B founder, larger marine
fleets such as ferry operators are looking today at new
battery technology as a way of reducing the need for
backup power, but in addition to this, some forwardlooking companies are even assessing options related to
replacing some of the redundancy required by dynamic
positioning systems, which are used typically by offshore
support craft or marine construction vessels, although
such a move will need class certification.
While this will ultimately mean huge banks of packs
delivering around 2MW of power, batteries do have one
Above: Wrtsil says that the primary

potential benefit of a battery hybrid
energy system for a ship like the
Viking Lady is a reduction in total
fuel consumption and CO2 emissions
of up to 30% through smoother
and more efficient operation of the
engines and fuel cell subsystems.
Whats more, the reductions of other
exhaust components are even higher
Bouix says that the sensitivity of the state-ofcharge control device is particularly important
as a voltage readout tends to be an inaccurate
method of inferring the level of the charge
inside new, next-generation lithium-ion cells.
As a result, its worthwhile having a BMS
inside each battery so that they can be
supervised individually, says Doornekamp
at Super B. A decentralized system is not
only simpler to wire together, it also gives you
more redundancy as theres not one master
running the system; even if one battery fails,
the rest can keep working and you dont get the
cascade effect that happens if a battery stops
and dumps its charge onto the next in line.
very important design advantage, says

Doornekamp: You can place batteries almost
anywhere you want, even building up quite
high stacks. Its not like generators that come
with dimension and weight distribution
issues that have to be worked around in terms
of the application design.
Safety first
With so many system advantages, including
the big two of lower cost and emissions
reduction, it would seem that the future for
battery technology in the marine world is
plain sailing. Except thats not quite the case;
a massive agenda has complicated things,
namely issues surrounding safety.
Discarding the very public lithium-ion pack
problems Boeing is having with the new
You can place batteries almost anywhere

you want, even building up quite high
stacks. Its not like generators that come
with dimension and weight distribution
issues that have to be worked around
in terms of the application design
Prins Doornekamp, CEO, Super B
Above: The Super B battery

technology provides high levels of
performance through high energy
density along with a reduced weight
Above right: Prins Doornekamp
founded Super B only four years ago
Left: Corvus Energy

battery packs have
become well
established in the
industry, powering
many applications
around the world,
including the Viking
Lady, Scandlines
Ferry and the RT
Adriaan E-KOTUG
Dreamliner, and the numerous battery-exploding laptops

that computer hardware makers continue to face (both
are, after all, totally different industries), in the marine
world, there have recently been some high-profile thermal
runaway incidents that have got close to denting the
reputation of new lithium-ion technology. In fact, opponents
to battery electric propulsion in this industry are quick
to cite thermal runaway concerns that occur when the
reaction rate of the system swells due to an increase in
temperature, which then adds to the overall reaction rate,
allowing the entire phenomenon to spiral upward and
making it possible for the charge and heat of a failing cell
to move across to its neighbor, thus creating a chain
reaction that could result in a lengthy system downtime.
However, the development of lithium iron phosphate
(LIP) cells has helped no end to alleviate such safety fears.
Although lower in power, these new cells are by nature far
more agreeable to work with. Doornekamp, a fan of LIP,
says that the chemistry is emerging as an industry
favorite, and thats especially the case for marine engines,
whereas other solutions such as cobalt-based lithium-ion
batteries are much more touchy about tolerances, despite
having far more power per kilo. They also tend to allow
for fewer recharging cycles and given the realities of the
marine environment, they could easily collapse within
just a year.
Yet according to Tartaglia, lithium iron phosphate exists
in nature in both discharged and charged forms, which is
in stark contrast to many other chemistries. For the
engineering manager at Lithionics, its a point worth
noting: The oxygen in the phosphate is fixed to the
phosphorus by naturally strong covalent bonds, while
other cathode materials tend to release their oxygen at
over 230C, he says. All this has a bearing because the
battery can go on burning despite CO2 extinguishers
and this includes underwater. There is an interesting story
from the early days of development about a prototype
Super B lightweight
Lithium Iron Phosphate - Traction battery
Weigh 80% less
Much smaller
Longer lasting
Recharge much faster
Low self-discharge rate
The super B traction batteries are especially

suitable for boats, solar installations,
campers, telecom and AGVs.
Want to know more about our products?

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990380_1_id_SUPB_Adv_DakarMag_Tractie.indd 1
super B 12V160E, 26 kg
19-03-13 09:09
We dont believe that CANbus is stable enough

for lithium-ion batteries. There is no worldwide
standard and while its okay for most automotive
systems to take the risk with entirely digital system
processing, marine builds are filthy, noisy, they
have ripple currents and all sorts of other things
Steven Tartaglia, engineering manager, Lithionics
marine battery unit catching fire, resulting in the crew

panicking and throwing it overboard, only to watch it
continue burning some 2m beneath the surface for around
36 hours.
So, lithium-ion batteries have had to become very clever
at protecting themselves, and in some cases have got too
smart for their own breeches, adds Tartaglia. His point
is that the real issue now is not that lithium-ion batteries
can slide into thermal runaway, but rather the chastity
belt of charge management these batteries usually wear
under their clothes for safetys sake stops them from being
properly married to the other subsystems on board, in
turn causing another problem.
Dumb lead battery

People are getting in trouble because they are used to a
dumb lead acid battery. They dont understand that
the lithium-ion batterys BMS can make independent
decisions. Its actually a whole other dynamic in the
system, Tartaglia says.
Todays lithium-ion batteries have to take input from
power take-offs, gensets, solar, wind and shoreside power,
but the usual switching systems and charger management
on a vessel could easily make the sensitive lithium battery
management circuit stop interacting and shut off all input
circuits leaving the generator to still try pushing some
charge into it and thus wasting fuel. More importantly,
if the onboard system is denied access to the battery
because of an engineering blip, the crew is denied power
Center top: Lithium-ion has become
the mainstream choice for many
battery electric marine developers
Image courtesy of AquaWatt
Center: A materials engineer looks
into a burned out Boeing battery
casing. Safety has also become a
critical issue in the marine world.
Image courtesy of the National
Transportation Safety Board
Right: Standard and bespoke battery
systems can be built to suit all vessel
fleets and applications, with packs
available from Goodwolfe Energy,
ranging from 2kWh to 4MWh
and a vessel without power can be a vessel in

danger, warns Tartaglia.
Depending on who one speaks with, there
are several different responses to this pressing
issue, but Lithionics, after extensive talks
with engineers at genset manufacturer Fischer
Panda, decided that it was best to put some of
the power management outside the box. This
resulted in a system design that has kept the
cell balancing on the inside of the battery, but
on the outside now is the intelligent overmanagement system that can be routed
round and disabled if theres an emergency.
Its a clever design thats even more
impressive when Tartaglia explains that the
banks can be added as well, meaning that
end-users need not overprescribe at first
unlike when using lead acid counterparts. He
says that as the batteries are naturally very
efficient you can cost up for the bottom end
of the loads, adding to the package if you
dont think theres enough power there.
However, Tartaglia points out that safety is
managed by an independent island principle
essentially pairs of batteries are wired back
to a busbar before looping out to the next set
so that the thermal and power cascade from a
failure wont propagate through the system.
Retrofit requirements
Another interesting battery development issue
and one thats particularly so for the retrofit
market is that of consistency. It has been
accepted by many that new and novel
technology requires massive system upgrades
but why try to make people reinvent their
system just to put in the lithium-ion
batteries? asks Tartaglia. He says that

Lithium iron phosphate exists as
LiFePO4 in a discharged condition as
triphylite (left) and as FeP04 (charged
condition), known as heterosite (right)
Image courtesy of Lithionics
Lithionics specifically designed its technology

so that the companys batteries could be
accurately recharged with the use of a gel that
sets common parameters to all inverters.
This way, it keeps well away from that
thermal runaway gradient.
The result of this has been that Lithionics
ditched the CANbus system during
development, a controversial move that
Tartaglia is keen to explain: We dont believe
that CANbus is stable enough for lithium-ion
batteries. There is no worldwide standard and
while its okay for most automotive systems to
take the risk with entirely digital system
processing, marine builds are filthy, noisy,
they have ripple currents and all sorts of
other things. CANbus doesnt belong on
board marine craft these vessels just dont
have the magnetic shielding.
Instead, and interestingly on many
engineering levels, the Lithionics system
relies on one wire running between the
battery banks and has both digital and analog
communications signals running to and
from the peripheral components: While
some feeds are fine digital, the alternator and
the generator control relays are best kept
analog, further explains Tartaglia.
Others developers, though, have chosen not
to follow Lithionics path, instead coming up
with different ideas of their own. At Super B,
for example, the companys battery
technology has a CANbus connection, but the
battery banks also feature a wire that can
route the management signals at the throw of
a switch: Its not so necessary for smaller
boats, but bigger craft need this type of
redundancy, adds Doornekamp. In short,
theres clearly more than one potential
solution to consider.
Below: The SeaRaider hybrid, one of

the new generation of vessels that
ties together solar and battery power.
Image courtesy of Imran Othman
People are getting in trouble because they

are used to a dumb lead acid battery. They
dont understand that the lithium-ion batterys
BMS can make independent decisions. Its
actually a whole other dynamic in the system
Steven Tartaglia, engineering manager, Lithionics
Advanced cell designs

from Sinopoly Battery
are helping to ensure
battery packs offer
greater power and
performance while
drastically reducing
emissions output
As for the future, there is a whole range

of chemistries already looking promising:
titanium already has the support of a couple
of manufacturers, while cost withstanding,
magnesium might prove worthwhile too.
Although most of the research to date has
been toward solids, liquid-filled batteries
could reduce overheads by pumping fluid
from one side of the battery to the other, and
there may even be open cell lithium air
batteries on the horizon.
But despite the possibility of a technology
that could be 7-10 times as efficient, and
significantly lighter than the present
generation of lithium-ion batteries, there is a
long, long way to go. As Doornekamp points
out, not many designs have even made it out
of the R&D lab yet: The problem is that you
can have something that looks like it will
work in the lab, but the results are not all
youd expect when you get it into the field,
he explains.
As such, it would appear that lithium
batteries of one specific chemistry or another
will keep on tying the knot on most hybrid
marriages for a while yet.
STEYR MOTORS
Parallel
The combination of a motor

and generator function in a
hybrid unit allows for clean
and silent propulsion within
harbors, and better acceleration
propulsion
WORDS: MICHAEL ASCHABER
ybrid drivelines have been proposed

for decades for road vehicles and are
currently gaining popularity in the
marine industry. There are several reasons
for this development, such as reduced
environmental footprints in harbor areas,
nature reserves and general waterways; higher
user comfort as well as dynamic advantages
during acceleration phases in comparison to
internal combustion (IC) engines; noise
reduction during pure electric driving; and
lower fuel consumption and thereby higher
independence from fuel stations.
In 2008, Steyr Motors started production of
the worlds first parallel hybrid system for
marine engines and has since gained great
field experience, which has led to the next
generation of flexible and affordable hybrid
propulsion systems for different propeller and
IC engine settings.
The technical background

The combination of an IC engine and a
propeller driveline is, in most operating
points, not ideally matched for minimized
fuel consumption. Figure 3 shows an example
of an IC engine fuel consumption map and
three propeller settings. The propeller lines
are running in low load IC engine operation
areas with low efficiencies. Propeller 2 is
matched to hit the rated power point of the IC
engine, propeller 1 achieves a lower rated
speed, and propeller 3 does not hit the target
power and speed and ends at higher speeds in
the IC engine de-rating area. Concerning fuel
consumption, it is obvious that the bigger
propeller (propeller 1) has the best overall
fuel consumption behavior. The disadvantage
concerning driveability (bigger propellers
need more dynamic power for acceleration)

is overcome with the electric machine, which
is installed in the hybrid drive system (HDS).
To match bigger propellers to the IC engine,
Steyr Motors engines have a wide speed area
with constant power (increasing torque with
decreasing speed). The fuel consumption
benefits are load profile and hardware (IC
engine, gearbox) dependent. For taxi boats
with a high loaded IC engine, this could be
in a range of 5% to 15%.
The required driving power for different
vessel speeds is shown in Figure 4. The power
starts in a nearly linear fashion and continues
to increase rapidly with higher vessel speed.
In the low speed range, viscous resistance is
the main influence. This means that in this
area, similar speed and power are
requirements for similar ship lengths. With a
range of 7kW to 15kW, most vessels equipped
with Steyr Motors HDS can reach 5kts to
7kts, which is sufficient for most customers in
pure electric driving. This also fits to the low
voltage range of 48V to 60V, for safe operation.
The installation
For the powertrain to achieve maximum
fuel efficiency, the load profile has to be
changed into areas of good fuel consumption
in the IC engine. In worse areas, the IC
engine has to be switched off. For both
measures, the HDS consists of a standard
marine driveline (an IC engine, gearbox,
propeller shaft and propeller) and in addition
one electric machine (EM) in combination
with batteries. The EM is installed between
the IC engine and the gearbox and can be
used in generator or propulsion mode. To
enable pure electric driving, the IC engine
STEYR MOTORS
Figure 1 (left): Propulsion
mode settings for the driver
Figure 2: The Steyr parallel
hybrid propulsion system
has a power output of 7kW
at 48V and weighs 75kg
STEYR MOTORS
Hybrid behavior
Figure 5 demonstrates the behavior of the
hybrid mode during a speed increase up to
full propeller speed. The system starts and
the hybrid mode is activated. After an initial
system check, the driver can accelerate with
the pedal. At low speeds, the EM is active and
the IC engine doesnt run, thus enabling fast
maneuvering. Depending on the vessel hull
Figure 6: Example of a
typical hybrid installation
1
Engine Torque [Nm]
2
3
Crankshaft Speed [rpm]
Ship Speed vs Propeller Shaft Power (smooth water)

Propeller Shaft Power [kW]
and the propeller setting, this is valid until

a defined speed point, at which point the
IC engine is switched on automatically and
connected via the disc clutch to the
powertrain. The driver feels no speed
reduction during this switch. Following this
action, both engines work dependent on
acceleration behavior. At full acceleration,
the EM boosts up to a defined speed for
a number of seconds. At slow acceleration,
the EM works as a generator.
At higher speeds, the generator charges
the batteries with a load increase of the IC
engine. This has two advantages. First, the IC
engine increases in load, which encourages
better specific fuel consumption. Second, if
the batteries are fully charged, the load of
the battery charger decreases at the end
nearly to zero. With the HDS this will not
have a noticeable impact on the specific fuel
consumption, whereas a comparable serial
hybrid IC engine runs at very low loads with
bad fuel economy.
If the speed is reduced again, the system
reacts in the opposite manner. The HDS
optimizes IC engine running time in good
fuel economy areas. The charging of batteries
will reduce specific fuel consumption most
of the time due to a load increase in addition
to the propeller load. In addition, the driving
that takes place in harbors is silent and clean.
With the new HDS system, Steyr Motors
is continuing its development of hybrid
marine systems.
30
25
20
15
10
5
0
4
6
Speed over Ground[Knots]
10
Example of ICE Efficiency Map with Propeller Curves
Engine Torque
can be decoupled from the powertrain via

a disc clutch with safety lock. Both the EM
and disc clutch are integrated in one housing
(Figure 6 in green) so that it can be easily
connected between every Steyr Motors IC
engine and gearbox combination.
To easily control the propulsion driveline,
the driver can select between the default
hybrid mode; pure electric (in E-Mode, the
IC engine will not start); and pure diesel
mode (in D-Mode, the IC engine operates
normally and will not shut down). In hybrid
mode, the system activates the propulsion
engines to realize the best fuel economy
with improved driveability (Figure 1). Also,
in hybrid mode the IC engine shuts down
at low propeller shaft speeds, dependent on
the state of charge of the batteries. At higher
propeller shaft speeds, the IC engine runs
and the batteries are charged at optimum
fuel economy points due to a load increase
of the IC engine. The energy consumption
and generation status of the system is then
visualized to the driver.
Pure electric
driving
Crankshaft Speed
Figure 3 (top): Example of an ICE fuel consumption map

and three different propeller settings; Figure 4 (middle):
Example of a sailing boat power requirement over speed;
Figure 5 (above): Overview of HDS system behavior
NAVIGATIN G ROADS AND OCEANS

Because AVLs hybrid powertrain expertise is as good at sea as it is on land.
AVL has long been a world-leader in combustion engine powertrain development. This expertise remains
important in the field of hybrid powertrains, both on
land and at sea. And, combined with our knowledge
of the latest battery, e-motor and inverter technologies,
it means that we offer the best solutions for your hybrid
development.
15813_ins_3ships_215x275_E.indd 1
We give our customers tools for the whole development process, from small pleasure boats up to massive container ships.
We can help you navigate your development process
however you choose to travel.
www.avl.com/hybridmarine
26.08.13 16:05
LYNCH MOTOR COMPANY
Sailing
T
here is a silence in the yachting world

and it is coming from the international
manufacturers. Although there are a
number of well-known sailing mono-hull
yacht builders that offer electric propulsion,
few, if any, have committed to low-volume
production in any meaningful numbers.
Most are bespoke one-offs and adapted
from conventional diesel-powered yachts.
There does exist, however, a healthy if
emergent re-power market, as is witnessed by
the increasing number of companies offering
plug-and-play electric propulsion systems. The
take-up by the general public in the yachting
leisure market for electric-powered yachts is
slow and mirrors the EV market in some ways,
particularly when it comes to price. Price, of
course, is not a complete barrier in itself, as
early adopters of technology are often
prepared to pay a premium for their carbon
awareness. However, that is not where the
tipping point is.
Most sailors have busy lives and if they
will admit it are usually weekend coastal
sailors with the occasional longer trip and
often a delightful, if unrealized, dream of the
big voyage. So why have a diesel engine that
is rarely used and most of the time is used
inefficiently? The answer seems to lie in the
fact that small, mass-produced diesel engines
are inexpensive and run on a readily available
and addictive fossil fuel.
In the UK in the past seven years, marine
diesel fuel, for leisure purposes, has more
than doubled in price. This, it seems, has
been a precursor to the interest in
electrification, along with advances in
technology. Yet the electric propulsion market
has not moved significantly in the leisure
sector. If fuel had risen in price that much
in the car world, the roads would surely look
a lot different today.
As the cost of marine diesel fuel

continues to rise around the world,
the case for the electrification of
small sailing yachts in the leisure sector
is going from strength to strength
silence
WORDS: JOHN RUSHWORTH
Fuel for thought

So, just what is stalling the take-up of electric
propulsion in this sector? In part, it seems
it is a genuine lack of awareness and
understanding of just how efficient and cost
effective a renewable energy boat can actually
be. If there is one form of transport pleasure,
from an efficiency and environmental
viewpoint, that lends itself well to electric
motive power, it is the sailing yacht which
can be thought of in much the same terms as
a pedal-assisted electric bicycle, if not more
so. Its primary motive power or at least it
should be is the sail (the pedals) and any
engine (electric) is there to assist the
operation. In sailing terms, this is often
referred to as an auxiliary engine, whose
main aim is to maneuver in and out
of harbor, have a reasonable motoring range,
and to ensure there is sufficient power to
escape a lee shore.
Such is the case with the high-profile
sailing yacht Acciona, which competed and
set a precedent in the single-handed,
around-the-world Vende Globe race in
2012/13. Acciona was the first race boat of
its ilk to be completely free of fossil fuels
using solar, wind, battery, fuel cell, hydro
generation and PM electric propulsion. Of
course, such boats are highly funded, and
while they improve the breed, their combined
technologies are outside the scope of the
average sailor.
However, a recent project by Elektra Yachts
in Scotland has shown that it is possible
to re-power a small 8m sailing yacht with
LYNCH MOTOR COMPANY
The pioneering Acciona

was the first race boat of
its kind to be completely free
of fossil fuels, relying instead
on solar, wind, battery, fuel
cell, hydro generation and
PM electric propulsion
LYNCH MOTOR COMPANY

First presented in Barcelona in 2011,
the aim of Acciona was to create a
competitive, safe and, for the first time
in its class, 100% sustainable,
self-sufficient ship
electric propulsion technology for the same

price or less and the same weight or less, and
in the right places for stability, when
compared to a 10ps diesel re-power. That
alone should be enough to pique interest
from around the world.
Yet without a quantum shift in the
understanding by the general public of the
benefits and indeed the limitations of
electrification, such efforts will remain the
preserve of the interested. In the meantime,
a low-volume manufacturer will have to be
relied upon to take the risk first by producing
a ground-up, well-priced and complete small
electric sailing yacht that runs on renewables.
A greater understanding of the pros and cons
of electrification for yachts, some of which
have been addressed in the significantly
funded and well-partnered EU HyMar project,
is available in a deliverable report on the
Bruntons Propellers website. The full
outcomes of the project have yet to be
realized, but in the meantime there does
seem to be a case for a small, pure inboard
electric propulsion yacht.
Post-petroleum vision
What, then, would a cost-effective, small

renewables sailing yacht look like?
Inadvertently, the highly respected and
well-known designer Chuck Paine may
have come close to designing one, possibly
without fully realizing it. To paraphrase the
description of one of Chucks latest designs:
A sailing yacht for our post-consumerism
times. She is intended as a reliable pleasureproducing device for the post-petroleum age
at least if you live near the water. She can be
raced, cruised, lived aboard for a summer if
that is your idea of fun, and enjoyed without
fear of obsolescence all without burning a
drop of irreplaceable fossil fuels.
Such a yacht lends itself well to electric
propulsion. With its waterline length, a
displacement hull speed of 6kts is likely
obtainable under sail, which is fine for most
sailors. Its deck and coach roof, which rarely
need to be stepped on due to the self-tacking
headsail, lends itself well to fitting solar
panels. This is absolutely key, along with
a minimal battery pack, to a cost-effective
electric propulsion system.
All this points to a boat with a 2.5kW,
small form factor, high energy density
permanent magnet motor by volume and
weight such as the Lynch motor. Driven
at 24V in this application without gearing, it
would use around 200W at 2kts, 400W at
3kts, and 800W at 4kts. Combining this
with, say, 2 x 200W, 21% efficient, 24V solar
panels, it quickly becomes clear that 2 x
260Ah AGM batteries could suffice and the
system would be not only cost-effective but
also quiet.
So, the only question remaining is why
the silence from the builders?
WE BRING THE NEXT LEVEL IN ENERGY EFFICIENT SHIPPING!

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Our Services
> Turnkey delivery of energy efficient solutions for retrofits
> Engineering and delivery of energy efficient solutions for new builds
> Energy efficiency analysis of propulsion machinery and electrical systems
> Selectivity calculations of electrical systems
WE Tech Solutions Oy
>
www.wetech.fi
>
The game-changer: Direct Drive

Permanent Magnet Shaft Generator
solutions for two-stroke installations
Tel: +358 40 542 1594
Picture courtesy of Deltamarin Ltd.
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DIESEL-ELECTRIC DEVELOPMENTS
Streamlined
drive systems
The demands of environmental regulations are pushing equipment
manufacturers to reduce the installation footprint of their systems
WORDS: WENDY LAURSEN
an Robert degrd, Siemens low voltage propulsion

manager for international projects, envisages a
time when the integrated controls of a ships
diesel-electric propulsion system will be displayed on the
vessels bridge windows, much like the data heads-up
display of a jet fighter. This vision encapsulates the level
of control and integration that Siemens sees for the future,
but it also demonstrates the aim of many manufacturers
to reduce the footprint and weight of their various
componentry and subsystems. And this comes as ship
owners look to improve overall fuel efficiency and
emissions with the introduction of the IMOs energy
efficiency design index and the SOx and NOx emission
regulations of emission control areas.
One of Siemens most recent responses to this need is
the variable speed drive Blue Drive Plus C. The first vessel
fitted with the drive, an offshore support application
designated ST-920 and being built for stensj Rederi by
Astilleros Gondn in Spain, will commence operation
later this year. Siemens current order book is around
20 vessels strong, and the company claims greenhouse gas
emissions reductions of up to 27% compared to similar
dual-fuel configurations, as well as significant reductions
in SOx and NOx emissions.
The drive is designed for power output of up to 5MW
and is particularly suited for use with SCR systems, adds
degrd. SCRs need a certain exhaust temperature to
operate and when you reduce load, exhaust temperature
drops. By reducing the speed rather than the load in
the Blue Drive Plus C, we maintain the exhaust
temperature so that the SCRs are working over
a much larger operating range.
Right: A Corvus Energy

battery pack in action
Below: Standard and
bespoke battery systems
can be built to suit all
vessels and applications,
with packs from Goodwolfe
Energy available from
2kWh through to 4MWh
The drive is a standalone, integrated unit

that includes the generator and bus tie panel,
as well as the frequency converter controls for
all thrusters and auxiliary drives. As a result,
the new unit reduces footprint, volume and
weight by at least 30%. The drive still
produces AC but has a DC bus inside the
switchboard where all consumers on board
convert it again to AC for use.
degrd believes the growing demand
globally for diesel-electric propulsion will see
the technology coupled with different engines
including LNG and gas turbine engines. The
growing availability of lighter weight, high
power density batteries will also increase the
uptake of hybrid systems, he says.
Greater performance
Paul Jamer, corporate development VP at
Aspin Kemp & Associates (AKA), sees
developing battery and ultra-capacitor
technology as supporting the demand by the
industry for greater performance optimization
over a range of operating conditions, again as
a way for ship owners to save fuel and reduce
emissions. AKA is finding increasing demand
for their XeroPoint hybrid system. The
technology consists of a diesel engine and
an electric motor that independently or
simultaneously drives a propulsion shaft.
Along with the increased flexibility and
redundancy benefits, the system has reduced
DIESEL-ELECTRIC
DEVELOPMENTS
XXXXXXXXXXXXXXX
Super B lightweight
Lithium Iron Phosphate - Starter battery
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The super B Starter batteries are especially

designed for motorsports, marine and high
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990380_2_id_SUPB_Adv_DakarMag_Starter.indd 1
The Electric Boat
A hands on manual for designing, building and owning an electric boat.

Written by James Lambden, ABYC Marine Electrician.
The essential resource for electric and hybrid boat builders and installers.
The Electric Boat features in depth discussions on power level, directional
solar arrays, safety issues and batteries.
Find it first at electroprop.com
super B SB25P, 4.2 kg
12-03-13 09:48
space and weight compared to standard diesel-electric

configurations. Often AKA takes a DC-centric approach
to system design so that all the equipment feeds into or
takes from a DC bus to allow for variable speed generators
and to avoid the need to run auxiliaries synchronized
with other generators.
As an integrator of systems, we are always looking
for the next generation of power conversion equipment,
says Jamer. We are looking for the ability for power
conversion equipment to be more flexible, so instead of
being a single direction device, being bi-directional; being
able to accept larger variation in their inputs and provide
larger variation in their output, instead of just being a
frequency converter, and being able to do other types of
conversions as required.
Hallvard Slettevoll, director of Stadt, an electric
propulsion system manufacturer in Gjerdsvika, Norway,
says that the majority of electric drives used in both AC
and DC grids on ships today are struggling with the fact
that they use high power pulse width modulation (PWM)
to alter the frequency. Instead, Stadts intelligent
sinusoidal AC motor drive technology converts fixed
frequency and voltage AC current to adjustable current
thats based on bidirectional sinusoidal voltage and
current, both toward the driving electric AC motor and
back to the electrical switchboard.
PWM technology is a very powerful electric noise
transmitting source. These drive systems require special
inverter-grade cabling with shielding, as well as sine wave
filters, adds Slettevoll. With Stadts technology, harmonic
distortion is typically 2-3% in the main switchboard and
this is achieved without using big filters. The system can
be used with single core unscreened cables. The numbers
of components used is reduced by 80% compared with
PWM, and as a consequence, space and weight are also
reduced by as much as 80%, according to Slettevoll.
We are looking for the ability for power

conversion equipment to be more
flexible, so instead of being a single
direction device, being bi-directional
Paul Jamer, vice president, corporate development, Aspin Kemp & Associates
Above: Battery systems
and componentry being
prepped for the MV
Hallaig, the trail-blazing
diesel-electric ferry built
for the Caledonian
MacBrayne services
between Skye and
Raasay in Scotland
Below: The PowerFlex
7000 marine drive from
Rockwell Automation has
been created to realize
lower operating noise
and reduced space
requirements through
direct-to-drive technology
The PowerFlex 7000 marine drive from

Rockwell Automation aims at low noise
and reduced space requirements through
direct-to-drive technology. The system
combines an active front-end rectifier, SGCT
power semiconductors and common mode
voltage protection, so it can be connected
directly to shipboard generation systems
without a bulky isolation transformer.
Rockwell Automations global industry
sales manager, Joe Moffa, sees the systems
power range of slightly less than 1MW and up
to 24MW as a crucial development, enabling
medium voltage to be used in the power
ranges typical of low-voltage technology.
Ships can now have a common mediumvoltage power system that includes main
propulsion, thrusters and pumps. It allows
us to put medium voltage into ship types that traditionally

were low voltage, and reap the benefits of less wire and
lower installation costs, says Moffa.
The integration that is possible is a key feature: What
we see happening is the ability to develop an architecture
at the control level that easily blends to the power of that
ship so that you are not just having isolated islands
performing power and control functions that dont meet,
adds Moffa. Rockwell generally and PowerFlex 7000
specifically is being evolved to provide more of a single
point of integration throughout the entire ship. This
integration can include dynamic positioning systems and
Rockwells stack emissions monitoring package. As with
other benefits of the drive, this functionality and integration
is designed to help ship owners meet their requirements
for operational efficiency and environmental performance.
New green solutions

For ABB, a recent order for 24 of its dry-type propulsion
transformers from Fujian Mawei Shipbuilding in China
signifies increasing demand for lower weight components
for both low- and medium-voltage applications. Additionally,
there is growing demand for dry-type transformers that
use materials such as resin for insulation instead of oil,
making them less flammable and reducing their
environmental impact. ABBs oil-free, dry-type transformers
are a safe, reliable, cost-efficient and environmentally
friendly technology, states Markus Heimbach, head of
ABBs transformers business. These transformers also
minimize noise levels and eliminate contamination.
Imtech Marine is developing an energy management
system called Impulse Energy Mixer thats suited to ships
with multiple energy sources such as diesel generators and
batteries. The system will provide fully automated control
and will optimize the energy management system
to meet owner-defined goals such as fuel reduction,
emissions reductions and low wear for critical operations.
Propulsion standardization
is becoming an important
element to meet the needs
of boat owners and ship
makers around the world
Damens ASD Tug 2810 hybrid is an

engineering response to market demand for
affordable green solutions. The hybrid tugs
are currently being built at Damen Shipyards
Galati, in Romania, with the first vessel being
delivered to Iskes Towage & Salvage of the
Netherlands. Erik van Schaik, design and
proposal engineer for Damen Tugs, says it is a
big challenge to keep the innovative designs
simple. Where possible, the design of the
ASD Tug 2810 hybrid is based on slightly
modified standard components that are taken
from tried-and-tested technology. This choice
was made to increase the reliability, reduce
the cost price and reduce the delivery time.
The new hybrid version tug includes two
Ortlinghaus clutches, two standard ABB
440V-60Hz generators, two Rolls-Royce
electrically driven oil pumps, and a
propulsion switchboard from Alewijnse
RETEC Romania including Vacon active
front-end frequency drives.
Technology provider Transfluid, of
Gallarate, Italy, has introduced the HM-560
motor and HT-700 transmission designed to
be coupled to any internal combustion engine
up to 140kW meeting SAE International
standards. According to Transfluid managing
director, Ugo Pavesi, the new system is a
response to the difficulty in producing hybrid
equipment in volume to meet the needs of the
wide variety of drivetrains in operation. With
the new system, he says, if the clutch is
engaged, the motor acts as a generator to
charge batteries. If it is disengaged, the engine
is disconnected and the electric motor takes
over propulsive power.
LIBERTY EXPANSION
LIBERTY EXPANSION
Launch
vessel
Construction began on the first

built-in-series Bourbon Liberty vessel in 2008.
Today, 85 vessels are operating worldwide and the
range has expanded to include a fourth model variant
WORDS: WENDY LAURSEN
The Bourbon Liberty 117

in operation in Tanzania.
Image courtesy of Bourbon
ive years ago, senior management at global offshore

service provider Bourbon noted that the vast majority
of the worlds fleet of anchor handling tug supply
(AHTS) vessels and platform supply vessels (PSVs) were
over 25 years of age. As such, it was an ideal opportunity
to put the latest technology to work and to bring a new
level of efficiency and environmental performance to
the industry through the use of diesel electric propulsion.
Used in more than 60% of Bourbons offshore support
vessels fleet, this technology has become a key component
of the iconic Bourbon Liberty series, which consists of the
Bourbon Liberty 100 series of PSVs; the 200 series of 80
ton bollard pull AHTS vessels; and more recently, the 150
series of larger PSVs as well as the 300 series of 85 ton
bollard pull AHTS vessels with increased deck space.
Although such investment was deemed risky by some
industry commentators at the time, the companys
foresight is today paying off. Bourbons 2012 revenues
increased by 17.7%, and the Bourbon Liberty vessels,
making up around 20% of the fleet, have played a key
role. In the context of a favorable oil and gas services
market, the growth in Bourbons 2012 results illustrates
the value of our strategy that is aimed, through our series
of innovative series vessels, at meeting our clients needs
in terms of safety, cost savings, reliability and quality of
service, says Bourbon CEO, Christian Lefvre.
Bourbon today has the largest fleet of vessels in
operation and construction, and as a result of continuous
investments of over US$5bn in innovative and costefficient vessels built in series, the organization has
top-of-the-class turnover and earnings before interest,
taxes, depreciation and amortization.
LIBERTY EXPANSION
Left and below: Diesel electric

technology is used in more
than 60% of Bourbons
offshore support vessels fleet.
Across all fleets and markets,
low fuel consumption is
realized thanks to the
pioneering propulsion system.
Images courtesy of Bourbon
Liberty by numbers:
Bourbon Liberty vessels ordered or delivered:
Bourbon Liberty 100 series PSV
Bourbon Liberty 150 series PSV
Bourbon Liberty 200 series AHTS
Bourbon Liberty 300 series AHTS
Total Bourbon Liberty series fleet in 2014
22
15
54
20
111
LIBERTY EXPANSION
The operating scenario that provides the

best fuel economy is when the vessel is
operating in an offshore field, around offshore
platforms, or in standby mode offshore.
This is why Bourbon decided on diesel
electric solutions as part of its fleet strategy
Olivier Daniel, newbuilding managing director, Bourbon
Left and far right below: With

the diesel electric propulsion
system, electrical energy
can be adjusted by using
the appropriate number of
generators based on the
operational load. Bourbon
says that depending on the
specific operation, 30% of
fuel savings can be achieved.
Images courtesy of Bourbon
And if thats not impressive enough, while the global

deepwater market continues to be hit hard by the high
number of new support vessels entering service, Bourbon
reports only marginal impact due to the high contract
coverage of its fleet.
Preferred propulsion
Designed in conjunction with Guido Perla and Associates
and Shanghai Design Associates, and built by Sinopacific
Shipbuilding in China, all Bourbon Liberty vessels have
diesel-electric propulsion that reduces fuel consumption
by up to 30%. They are DPII with three main thrusters,
two auxiliary bow thrusters and three main generators,
providing exceptional maneuverability and the required
redundancy for DPII certification. The PSVs have over
30% more below-deck cargo capacity compared with
traditional PSVs as their engines are located at main deck
level, rather than below.
The best fuel economy is provided when it is possible
to adjust the power generation to the demand, outlines
Olivier Daniel, newbuilding managing director at
Bourbon. Specifically, the operating scenario that
provides the best fuel economy is when the vessel is
operating in an offshore field, around offshore platforms,
or in standby mode offshore. This is why Bourbon decided
for diesel-electric solutions as part of its fleet strategy.
Taking the Liberty 300 AHTS vessel as an example, at
maximum speed, fuel consumption is rated at 26 tons
at 13.8kts; at service speed (two engines operating at
80%) 18 tons a day at 13kts; at economic speed (where
one engine operates at 80%) nine tons a day at 10.5kts;
and in standby mode (one genset) with 4.5 tons a day in
moderate environmental conditions. Most operations,
power wise, only require two engines, two main thrusters
and one bow thruster, adds Daniel. In other words, there
is always one key component as a back-up.
Electric drive and plenty of energy

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ADDITIONAL LENGTH:
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www.steyr-motors.com
hybrid_halfpage_183x115.indd 1
19.09.2013 07:27:59
LIBERTY EXPANSION
Standardized elements
Electronic Power Design (EPD) is the vendor
and electrical integrator of the system that
consists of standardized elements, including
high-speed diesel engines for power
generation; switchboards and panel boards
for power distribution; rectifiers and
transformers for power conversion; and
industrial marine electric motors that drive
the thrusters.
The main diesel generators are typically
Cummins KTA50 engines with a Cummins
Turbo Technologies exhaust gas-driven
turbocharger thats mounted at the top of the
engine or CAT 3516 generators provided by
Caterpillar. The two main thrusters are
typically 360 azimuthing Z-drives from
Steerprop with the third thruster being a
similar fixed Z-drive. The two bow thrusters
tend to be from Berg.
Equipment brand, power and layout may
all differ slightly, but the topology of the
system is similar on all series, continues
Daniel. However, the Bourbon Liberty 150
and Bourbon Liberty 300 series have been
designed to provide Bourbon customers with
an extension of the service provided by the
Bourbon Liberty 100 and Bourbon Liberty
200. For example, both the Bourbon Liberty
150 and Bourbon Liberty 300 are fitted with automated

power management systems.
The name Liberty is a tribute to the Liberty Ships,
victory cargo carriers that were totally standardized, built
in record time and mass produced in large numbers by
American shipyards during World War II. Staying true to
form, Bourbon undertakes an efficient, modular approach
to vessel construction that saves on both time and money.
And mass production means it is possible to improve
equipment delivery formats, thus making it quicker and
easier to install components and specific subsystems,
including the thrusters, generators, control stations and
propulsion control technology.
Following the aviation industry, standardization of
maintenance procedures allows for improvements to
be made in vessel availability through sharing of best
Above: The Liberty series

benefits from greater
cargo capacity thanks to a
modular design that sees
the main generators moved
to the main deck level.
Right: The bridge room
of the AHTS simulator
at the Bourbon training
center in Singapore.
LIBERTY EXPANSION
practice, improved response times, critical

spare-part availability and standardized class
docking procedures. Bourbon Docking is a
centralized global base in Dubai that ensures
class dockings are managed with minimum
impact on vessel availability.
Special stocks of critical spare parts are
kept in strategic locations around the world,
and when faced with major overhaul issues,
an identical vessel can be offered to clients,
with experienced crew, without interruption
to their workflow.
The in-series nature of the vessel facilitates
crew training. A DPII training center
reproducing the equipment of a Bourbon
Liberty vessel is operational in Manila. Chief
engineers, second engineers and electricians
working on the vessels are trained using
simulator-based diesel-electric training
programs that are developed in China. The
majority of current operations and
breakdowns can be simulated.
Extending benefits
Above and left: Greater

reliability is ensured
thanks to new design and
equipment redundancy
with multiple thrusters
and three main generators
Looking further ahead, Bourbon is extending the benefits

of built-in-series vessels across its fleet. In 2012, total
revenue from the companys Subsea Services fleet rose
10% due in large part to the full operation of the first
vessel in the Bourbon Evolution 800 series and the second
one entering the fleet. The Evolution series are DPIII
multipurpose Subsea Services support vessels with
triple-stern-drive azimuth propellers and triple-bow
propellers. These applications benefit from the same
construction, maintenance and training strategies
developed for the Bourbon Liberty series. In competition
with more expensive vessels that are often larger, the
Bourbon Evolution 800 series range, because of its design
and its standardization, is built to reduce the overall
operating costs of the customer. Another seven vessels are
expected to be delivered from Sinopacific Shipbuilding
over the next few years, with the third vessel, the Bourbon
Evolution 803, already delivered.
However, this is only part of Bourbons fleet expansion
ambitions. We are now going to commit to the remainder
of the planned investment, which was a part of our 2015
plan, adds Bourbon CEO, Lefvre.
In line with our investment and fleet standardization
strategy, it will involve 41 new vessels that will add to the
existing series. The companys 2015 growth plan, called
Leadership Strategy, will see the number of application
vessels operated by the group grow to more than 550
units by the end of 2015, with an average vessel age of
five to six years.
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LITHIONICS BATTERY
Figure 1: The Lithionics Battery

NeverDie marine BMS is
systems-compatible today
Intelligent energy
management
Battery management systems are answering the critical global need
for safer forms of energy and large-scale renewable energy storage
WORDS: STEVE TARTAGLIA
n the year 2013, advanced battery systems

are used frequently throughout the marine
industry. Lithium-ion cells are up to four
times more energy-dense than lead-acid
batteries, and a battery management system
(BMS) is required to protect the cells and
maintain safety. But, are yacht owners
knowledgeable of the BMS and the
decisions it is programmed to make?
In the previous issue of Electric &
Hybrid Marine Technology International,
an approach to a modular lithium-ion
battery system with an external BMS for
both expandability and emergency-bypass
was discussed. Most lithium batteries have
an internal BMS that is not accessible or
serviceable. Another major advantage of
the external-type BMS is the ability to
upgrade it in order to expand its
capabilities to manage additional marine
systems in the future.
Can a lithium-ion battery with a BMS
successfully integrate into existing marine
environments? The answer is yes, provided
that the battery manufacturer properly
understands all the marine systems that
are connected to that battery system. What
are the pitfalls and what are the solutions?
As depicted in Figure 2 (overleaf), a BMS
has high voltage cut-off (HVC) with cell
balancing called shunting (shown in the
bottom graph) and low voltage cut-off
(LVC) (shown in the top graph). The BMS
keeps the system operating in the usable
power zone but existing marine systems
can trigger HVC or LVC disconnects, with
harmful results to the systems. HVC occurs
if overcharging is sensed, or, if during cell

balancing at the end of the charging cycle,
excessive top-end shunt balancing is
occurring. This can and will happen
because the yacht is likely using multiple
charging sources, such as solar charge
controllers, alternators, diesel generators,
and inverter-converter chargers that are
designed for lead-acid batteries. The BMS
will temporarily disconnect power to the
terminals. However, this also shuts off the
power flow. So, what are the solutions?
Dual-channel BMS
First, BMS programming points for HVC,
shunting and LVC should follow the
lead-acid charging algorithms already
embedded in the existing charging sources.
Lithionics Battery decided two years ago to
offer a BMS that follows the GEL settings
for charging. However, transformer-based
chargers lack accuracy in many cases, and
HVC can occur. Therefore, a dual-channel
BMS has been developed by Lithionics
Battery. Basically two BMS units in one,
one pathway is for charging currents and a
separate pathway is for discharge currents.
It is fault-tolerant, which permits HVC to
trip and disconnect the incoming charge
current without disconnecting the power
flow. For example, a yacht entering a
harbor is being solar charged. A charging
voltage spike occurs, HVC is tripped, and
the yachtsman is now without power to the
ships navigation systems. Fortunately, the
dual-channel NeverDie BMS can solve that
particular problem.
LITHIONICS BATTERY
LITHIONICS BATTERY
Alternator/generator control
Alternator charging controls

Numerous news stories have been published
detailing alternator fires caused by lithiumion battery shutdown. If a BMS detects
overcharging from an alternator, it will trip
HVC to protect itself. But the power has to go
somewhere, and the alternator is forced to
absorb the energy and self-destruct. The
solution is a field effect control (FEC) module
on the BMS. It is a special circuit that, when
connected to the alternator, an HVC prealarm signal will first switch off the field wire
on the alternator to avoid tripping HVC. It
may not be a failing alternator, but perhaps
an older alternator that lacks voltage
accuracy. The FEC NeverDie BMS is therefore
fault-tolerant of the alternator and protects
both the battery and the alternator.
For example, a yacht installation has four
alternators on a single serpentine belt drive.
One alternator controls the diesel propulsion
engine and the other three alternators are
charging a large lithium-ion battery bank that
in turn provides power to the entire yacht
including inverters and air conditioning
systems. One alternator begins to fail and is
sending in bad voltage or unrectified current.
The BMS will simply switch off the field wire
on that alternator, preventing alternator
over-heating (free-wheeling) and allowing the
other alternators to continue. No HVC is
tripped and the entire system stays up and
running until the alternator is serviced.
BMS with digital and analog

interface outputs and controls
Most lithium-ion battery systems
communicate to peripheral hardware by
CANbus digital signal processing. Marine
systems today are simply not CANbuscompatible. To integrate safely and easily, a
BMS should offer a range of digital and analog
outputs that are compatible with existing
marine systems. The outputs need to be serial
data, bluetooth, 0-5V, or other formats. The
BMS provides communications and control
signals that allow the BMS to not only
communicate with but also control other
marine systems. The FEC NeverDie BMS is
not independent of the installed marine
systems, but, instead, interdependent.
For example, a yacht is using a Fischer
Panda DC diesel generator to charge the
house or propulsion battery bank. Fischer
Panda engineers provided support to
Lithionics Battery to create a generator
charge-enabled interface. This allows the
NeverDie BMS to start the generator when
charging is required and turn off the
generator when the battery is fully charged.
A dual-channel BMS is capable of independently

controlling charging and discharging currents
Battery power reserves

A lithium battery BMS has a single lowvoltage-disconnect point (LVC). But, like the
last dollar from a paycheck, it never comes at
the right time. The NeverDie Power Reserve
system offers a dual LVC system.
An example of this in use includes batteries
that are both deep cycle and engine starting.
The ideal marine battery would be able to
both deep-cycle and be capable of engine
starting. A 250ps outboard engine normally
has two Group 31 AGM batteries at 68.1kg
(150lb). A professional bass fisherman in
competition will isolate one battery for engine
starting; and the other battery for deepcycling to support GPS, fish-finders and
live-wells for his prized catch. A single
13.6kg (30lb) lithium battery can replace two
batteries if it has a power reserve feature. The
battery will provide deep cycle power for
all-day electronics use, and the dual LVC
power reserve ensures the single battery has
enough cranking power at the end of the day.
For example, a boat using a lithium-ion
battery powers an electric outboard motor.
Returning home, the battery runs out of
power within sight of the dock.
A dual LVC BMS provides a 10% power
reserve system offering emergency power. For
example, a yacht maker offers a master power
switch connected to the BMS. A single switch
turns off all systems and protects the battery
from discharge when leaving the boat. But
what about the bilge pumps? The dual
channel LVC system turns off the
mains and all parasitic draws, but
the second LVC channel
permits power to the bilge
pumps down to 97%
depth of discharge. If
necessary, should
an emergency
Figure 2: Charge and
discharge curves
arise, all the
battery
power is
diverted to the bilge pumps. The dual LVC

retains enough energy to restart the engines
or generators.
Looking ahead
Lithium-ion batteries provide huge gains in
weight savings and energy density, and
support modern systems such as DC-powered
air-conditioning systems. Customers also
report that there is a real return on
investment when using these batteries.
However, investment in a lithium battery only
makes sense if it allows the boat owner to use
the existing systems. The gains are also lost if
the battery causes another component to
fail. Lithionics Batterys aim with the
NeverDie BMS is to ensure that the
performance improvements and
cost savings stay in the yacht
owners pocket. So, it has to
be safe, and it also has to
be easy.
DC Common busbar
ultra-fast control
redundant systems
excellent reliability
high power demands
fuel savings
add
additional fuel savings by variable speed
less green house gases
lower operating cost
21 References
Viking River Cruises
e-power pack
e-remote diagnostics
Converter System PORTSIDE/ BOW
Converter System STARBOARD/STERN

Shore
connection
UPS
AC
DC
AC
DC
DC
DC
DC
AC
DC
AC
DC
AC
380-440
690V
AC
DC
DC
AC
DC
AC
DC
AC
AC
DC
AC
DC
DC
AC
Emergency Busbar
400/230 V, 50 Hz
Ships Network
400/230 V, 50 Hz
Emergency
Generator - Set
DC
AC
Ships Network
400/230 V, 50 Hz
Diesel- Electric Propulsion- and Networksystem Variation Possibilities (Example)
e-powered marine solutions GmbH & Co. KG

Lotsestieg 6
Harburger Schlossinsel
21079 Hamburg
Germany
phone:+49 40 - 32 08 98 41
fax:+49 40 - 32 80 89 60
email: info@e-ms.eu
website: www.e-ms.eu
HYBRID DESIGN SERVICES
From road
to wave
Cutting-edge technology and advanced engineering

techniques borrowed from the automotive industry are
being put to the test to deliver increased efficiency and
low-to-zero emissions in the electric and hybrid marine sector
WORDS: FIRDEVS ARIKAN
dvanced propulsion systems in

development today are being designed
with an ever-tightening focus on
reducing emissions, waste and noise, while
simultaneously improving energy efficiency,
performance and reliability. Of course, system
procurement, integration and maintenance
costs are also important considerations.
Hybrid Design Services (HDS) is bringing a
wealth of experience designing advanced
propulsion systems in non-marine markets to
bear in the marine sector to ensure architects
and builders incorporate the best technologies
into their designs.
HDS president James Pin sees a growing
demand for expert engineering solutions,
especially for electrified powertrains on
hybrid and electric vehicles operating on
land, sea and air. Advanced propulsion
solutions require specialized technical
assistance in one or more areas of
engineering, design, simulation, research
and development, prototyping, testing,
manufacturing and assembly, says Pin.
Cross-industry perspective
With many years of experience designing
hybrid, electric and fuel cell ground vehicles,
HDS engineers realized that hybrid and
electric vehicle technologies can be
transferred to marine propulsion applications
to achieve similar benefits including
HYBRID DESIGN
MAGNOMATICS
SERVICES
Above and left:

State-of-the-art
computational fluid
dynamics software is used
by HDS engineers to
simulate vessels in motion
Below: As nautical
applications must be
able to withstand constant
pitch, roll and shock,
HDS uses solid models
to perform static and
dynamic structural
finite element analysis
improved fuel economy, reduced emissions and quiet

operation, explains Pin. These benefits are
particularly enticing to fleet operators and commercial
vessel owners; however ship builders are also receiving
increasing demands from customers seeking highly
efficient and quiet propulsion systems without having to
sacrifice performance or reliability. As it actively pursues
new markets, HDS is adapting to assist designers, builders
and operators in the marine industry.
HDSs expertise in advanced propulsion solutions is
supported by its in-house experience in the simulation,
design and development of electrified powertrains and
controls for a variety of applications. For instance, HDS
has developed proprietary simulation and math models
that can be combined to quickly develop complete
propulsion systems. With simulation accuracies of over
97% when correlated with real-world test data, this
simulation methodology ensures that HDS computer
models can develop virtual prototypes, thereby providing
a competitive advantage and cost savings to customers.
HDS is now offering this level of high-fidelity modeling
and virtual simulation services to the marine industry.
Although simulating a marine propulsion system is
fundamentally different from simulating a ground-based
vehicle powertrain, there are key commonalities between
the two. For example, HDSs typical approach to
developing baseline vessel models is similar to ground
vehicle rolling resistance tests. It involves performing
basic tank tests that define the hydrodynamic resistances
of the baseline vessel (i.e. resistance versus vessel speed).
Augmenting physical testing, HDS uses state-of-the-art
computational fluid dynamics software to simulate vessels
in motion. These same tools can be used to optimize a
propulsion system, such as propeller or impeller systems.
The baseline simulation and physical data is used to
update the thrust and resistance force models that
simulate the propulsion and boat hydrodynamic
resistances. Since electrification of a marine drive system
results in increased vessel weight, empirical data is used
to correlate and correct these baseline models. Once the
baseline model is compensated and correlated to fit the
real-world data, virtual electric or hybrid architectures are
developed and added to the baseline simulation model to
compare performance and efficiencies.
Flexible simulations
Selecting the right propulsion for a vessel is a complicated
task. To simplify high-level architecture decisions, HDS
uses its virtual prototyping and simulation techniques to
quickly perform multidimensional trade-off analyses
(including Pugh analysis tools) to compare various
propulsion architectures. Each propulsion combination
is evaluated against goals derived from customer
requirements, regulations, competitor products and
environmental concerns. Down-selected architectures
are further studied by performing trade-off analysis at
the subsystem and component levels.
For electrified propulsion systems, component-level
virtual models for electric motors, transmissions and
energy storage devices (such as lithium-ion, Ni-MH, and
ultra-capacitors) are used to assess potential options for
various architectures. With input from the customer, the
system architecture is further defined and analyzed to
PROVEN POWER CONVERTER SOLUTIONS FOR HYBRID DRIVES
L-3 SAM Electronics hybrid drive technology cuts fuel costs

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Frequency converter plus battery run independently or in parallel
operation to existing diesel generators
l Adapted from proven shaft generator systems with frequency
converters used on more than 410 vessels
l Diesel-electric propulsion systems delivered for more than 95 vessels
l
G
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Please visit us at Kormarine 2013, October 2225, Hall 4, Stand Q-03,

or on the web at www.sam-electronics.de.
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HDS engineers realized that hybrid and electric

vehicle technologies can be transferred to marine
propulsion applications to achieve similar benefits
James Pin, president, Hybrid Design Services
properly size components (motor power and torque and

energy storage capacity) and to optimize the complete
propulsion system. HDSs experience with electrified
propulsion systems, coupled with a product-, brand- and
technology-agnostic approach, ensures access to a global
network of energy storage, motor, inverter, transmission
and other key system suppliers to develop comprehensive
trade-off matrices in a matter of weeks, Pin says. The
HDS-proprietary multi-tiered investigative system
approach ensures that developed virtual vessel models
provide detailed technical performance, efficiency and
economic insight prior to the investment in traditional
costly prototypes and physical testing.
Rock-solid designs
After careful analysis of the virtual model simulations, a
final detailed architecture is selected, and detailed design
work begins. HDS uses many industry-standard 3D CAD
design tools to create detailed solid models of components
and systems. This enables the team to perform detailed
packaging and integration studies to ensure everything
fits together and that buoyancy and equilibrium of the
base vessel are not disturbed. Similar to the virtual vessel
models, HDS also uses 3D packaging studies to
understand the trade-offs between competing propulsion
technologies, vendors and system configurations prior to
building any physical prototypes. For example, motors
incorporating different technologies (such as switchedreluctance or induction) may both work for an application,
but may require unique controls, and unique gearing or
possibly a transmission depending on the application.
Therefore, to understand which system is the best for any
given application, entire propulsion system complexity,
cost, performance and 3D packaging models must be
studied to select the best possible fit for an application.
The HDS solid models are also used to perform detailed
thermal and fluid analysis as well as static and dynamic
structural finite element analysis, since nautical
applications must be able to withstand constant pitch, roll
and shock. Along with CAD model generation and CAE
studies, trade-off studies and simulations, HDS provides
comprehensive system- and safety-engineering support.
This includes the development of system specifications,
failure mode and effects analyses, preliminary hazard
analyses, interface control documents and boundary
diagrams. These documents are critical to ensuring the
propulsion system is correctly designed to function as the
customer expects, even in extreme operating modes, and
that any potential failures are identified, prioritized and
addressed before prototypes are tested.
During the detailed design process, HDS places a high
value on off-the-shelf components and flexibility for
critical propulsion system components. Pin explains,
High flexibility, especially in motor, inverter and energy
HDSs HVDM receives high

voltage from multiple
independent ESSs and
distributes this voltage
safely to other devices on
the high-voltage DC bus
storage options, allows HDS to trial-fit a range

of off-the-shelf supplier parts, and means the
customer can anonymously compare costs,
system performance and ease of integration of
critical systems from multiple vendors prior to
signing any supply agreements. To aid
customers in developing flexible propulsion
architectures, HDS has developed a
proprietary high-voltage distribution module
(HVDM) that can combine, distribute and
control a variety of energy sources.
Distributing power intelligently

HDSs customizable HVDM receives high
voltage from multiple independent energy
storage systems (ESSs) or sources such as
lithium-ion batteries, turbine generators and
fuel cells, and distributes this voltage safely to
other devices on the high-voltage DC bus. The
HVDM includes intelligent sensing and
controls adaptable to numerous energy
storage technologies, system functionalities
and safety features. An internal controller
reads critical system parameters and can send
these (with diagnostic information) to the
main propulsion system controller through
communication protocols such as CAN. The
HDS HVDM ensures the safe and efficient
distribution of power in any hybrid or electric
propulsion system.
The HVDM can be programmed to actively
respond to various fault events such as
over-voltage, under-voltage and over-current,
by opening the contactors. The HVDM
incorporates pre-charge circuitry that enables
the pre-charge operation of the DC bus. The
HVDM also contains an HDS-proprietary

high-voltage sense unit that provides a safe and isolated
way of measuring the impedance between the highvoltage DC bus (both high and low side) and the chassis.
This sense unit measures the voltages across the main and
negative contactors and perform a voltage-based precharge check for enhanced safety and system protection.
The HVDM provides multiple resolution current feedback
to support accurate and independent battery state-ofcharge (SOC) and state-of-health (SOH) estimation.
High flexibility, especially in motor, inverter

and energy storage options, allows HDS to
trial-fit a range of off-the-shelf supplier parts
James Pin, president, Hybrid Design Services
Energy storage capabilities

HDSs up-front simulation methodology provides a
platform for the next steps in design and development of
custom powertrains when off-the-shelf components or
systems are not available. This happens quite often with
energy storage systems for electric and hybrid propulsion
systems, as the requirements for different vessel
applications lead to different ESS designs, especially when
system cost, system efficiency and packaging constraints
are considered. Fortunately, developing custom energy
storage solutions is a key core competency for HDS.
To the untrained eye, battery energy storage systems
seem like relatively simple mechanical assemblies with
few or no active moving parts. However, the large number
of individual components, coupled with the inherent
high-voltage hazards, high-power circuitry and thermal
performance characteristics of batteries, pose complex
design, engineering and manufacturing challenges. For
example, a 400V battery pack may include 200+
individual part numbers and more than 2,000 individual
components. Each of these components must be designed,
engineered, prototyped and tested to ensure everything
will work as intended in all operating conditions. For this
reason, HDS employs robust product development
processes including phased gate reviews, simulation
reviews, design reviews, DFMEAs, design for manufacture
and assembly, and cost, weight, investment roll-ups.
A safe battery pack starts with selecting the right
battery cell. HDS has developed a proprietary database of
information covering nearly all cell chemistries (from PbA
to lithium), form-factors (cylindrical, prismatic and
pouch) and capacities. Given the requirements of the
HDS undertakes
proprietary cell thermal
characterization testing
and cell thermal
simulations that predict
the amount of waste heat
generated by battery cells
application and propulsion system (range, power, fast

charging and operating environment), and data from this
proprietary database, HDS can simulate the relative
performance of potential battery options. As such, HDS
can select the right cell to optimize the safety,
performance, life, cost and design of a custom ESS.
Custom HDS ESS solutions incorporate a variety of
safety, performance and ESS life-protection systems
including protective circuits such as high-voltage interlock
loops (HVILs), service disconnects, fuses, and monitoring
circuits that reduce the chance of injury to personnel or
the battery system. Every HDS ESS also contains a BMS
(or similar device) to monitor cell voltage and temperature
to prevent or warn of incorrect conditions (such as
overcharge, over-discharge, over temperature, imbalance
of cells). The BMS also determines the overall SOH of
the ESS, and sends critical status information to the
main propulsion system controller to manage power
distribution and energy usage.
HDS-designed solutions also benefit from proprietary
cell thermal characterization testing and cell thermal
simulations that allow HDS to predict the amount of waste
heat generated by the battery cells. These simulations and
tests are used to size and develop an optimal thermal
management system for the application. Effective thermal
management is necessary to maintain temperature
uniformity across all cells to extend the reliability and life
of the ESS. HDS has experience developing, validating
and launching various thermal systems including liquid
cooling, forced air cooling, and passive cooling systems.
Pin concludes, For nautical applications, HDS brings
a team of experienced mechanical-, electrical-, systemand simulation-engineers from automotive and heavyduty truck backgrounds to solve complex problems. Using
state-of-the-art simulation and design tools, specialized
materials, prototyping, manufacturing and knowledge,
HDS can optimize a propulsion system solution based on
environmental demands and customer needs.
Getting more
from less
Nilars bi-polar NiMH batteries represent the

next generation of modular power technology.
The lighter, smaller, greener battery has a unique construction delivering incredible
power. The modular design allows batteries to be coupled in parallel and series to
deliver the power and capacity required to meet virtually any need.
Features
Highly robust and safe batteries with integrated heat transfer, ensuring a long life.
Attractive total cost of ownership with a long calendar and cycle life and low service costs.
Maintenance-free, fully recyclable and environmentally friendly with no hazardous chemicals
VOC-free manufacturing does not create waste streams that could impact air or water.
When a Nilar battery has reached the end of its life, the active materials are recycled
into the raw ingredients for such things as stainless steel.
www.nilar.com
NiMHs lower weight,

higher capacity and longer
operational period means
NiMH is the ideal substitute
for toxic metals
(Swedens Environmental Protection Agency)
Nilar is proud to be powering electric

ferries in partnership with Echandia Marine
www.echandiamarine.com
Drive productivity with Cavotecs inspired engineering
Cavotec designs and manufactures a comprehensive range of automated and power control systems for the ports sector. Its offering
includes the unique MoorMaster mooring technology, shore-to-ship Alternative Maritime Power (AMP), and motorised cable systems.
The Groups technologies for ports include also Panzerbelt cable protection systems, crane controllers, marine propulsion slip rings, power
chains and connectors, radio remote controls and spring driven cable reels.
info@cavotec.com
www.cavotec.com
Inspired Engineering
CAVOTEC
One-stop mooring
and charging solution
Automated mooring and a high-tech shore power
system solutions point to a cleaner shipping future
WORDS: YANN DUCLOT
n an innovative project that demonstrates how transport

has the potential to be cleaner and more efficient, the
Cavotec engineering group is supplying the worlds first
integrated automated mooring and shore power system for
a battery-powered ferry in Norway. As well as underlining
the future green credentials of the global marine industry,
the cutting-edge project also serves to highlight the
benefits automation offers to other transportation sectors.
The plan is for the system to be installed at the Lavik
and Oppedal passenger ferry berths, in the Norwegian
fjords, by mid-2014. From there, it will then be used in
another world first: a fully battery-powered, catamaranhulled ferry, run by Norwegian ferry operator, Norled.
Project challenge
The project will see Cavotecs automated mooring
technology, MoorMaster, be integrated with another of
the groups innovations an automated shore power
connection incorporating a Cavotec automatic plug-in
system (APS) to create a single one-stop shop solution
that will first moor and then connect the ferry to electrical
power to charge its batteries.
This high-tech combination is the result of a challenge
laid down in 2011, when Norways Ministry of Transport
and Communications launched a tender for the
development of environmental ferry concepts to serve
the Lavik-Oppedal route. At the time, the competition
attracted a number of specialists in the maritime sector,
including naval architects and ship propulsion engineers
who worked on the project for two years.
Two key engineering hurdles that had to be tackled at
the very start of the project were the power grid capacity
at the berth, and charging the ferry battery sufficiently
during the short periods of time that the ferry is in port
(up to 10 minutes). As is often the case, while a technology
provides a solution to a given challenge, its
implementation can frustrate its ultimate success, and this
was a particular issue that the project faced during the
early planning stages.
CAVOTEC
However, with its extensive engineering expertise in a
wide variety of sectors, and a network of engineers based
locally in Norway and worldwide, Cavotec had a critical
role to play in the project, helping to overcome these early
and very critical implementation challenges. The groups
leading position in the development of automated
mooring and shore power systems were two key areas
of expertise that the project could tap into.
As a result, Cavotec set up a dedicated project team of
engineers drawn from the groups center of excellence in
Italy, New Zealand, Norway and the UK, with their brief
being to engineer a solution that enabled the automated
mooring and charging of the battery-powered ferry.
The interdisciplinary and geographical breadth of the
multinational team ensured Cavotec was able to develop
a range of uniquely innovative solutions for the project.
Limited technical specifications

As this was the worlds first battery-powered ferry, the
vessels technical specifications were limited. The Cavotec
team had to evaluate a large number of parameters
including the electrical load required by the ferry, the
availability of power from the grid at the berth, and the
Cavotecs acclaimed
automated mooring
technology, MoorMaster
(top), has been integrated
with the companys
automatic plug-in system
(APS) (left), to create a
single one-stop shop
solution that will first
moor and then connect the
ferry to electrical power
to charge its batteries
CAVOTEC
Left: Connected to the

integrated solution,
ships batteries can
be sufficiently charged
in only nine minutes
Below: The 80m
passenger ferry will
begin operation in 2015
and will cross Norways
Sognefjord 17 times a day
the team was in regular contact and

together developed an innovative solution
that met the exacting demands of the
application in the very limited timeframe.
Two innovations, one solution

design of the berth to ensure that there was
sufficient space for the MoorMaster units, the
APS and the charging station.
Another key challenge was the extent
to which tide, waves, current, other vessels
and loading would affect the movement
(horizontal and vertical) of the vessel along
the berth. The solution also had to meet
stringent requirements on noise pollution.
In an effort to meet these varying
requirements, the Cavotec team made several
site visits to fully understand the specific
characteristics of the Lavik and Oppedal
berths, further underlining the companys
commitment to investing significant time in
analysis of on-site conditions, especially when
optimizing automation systems.
More challenging, though, was the limited
timeframe for the delivery of the finished
proposal. However, Cavotec mobilized its
global engineering expertise quickly, and
ensured the rapid transfer of technologies
from its other market units (airports, mining
and tunneling, as well as general industry)
and applications around the world.
Despite geographical distance with
engineers in Norway, New Zealand and Italy
For this project, Cavotecs solution is an

entirely new system that combines two
unique Cavotec innovations: MoorMaster
and an automated shore power connection
incorporating the Cavotec APS. However,
while Cavotecs MoorMaster and shore power
connection technologies are in use separately
at a large number of applications all over the
world, until this project, they had never been
integrated into a single system.
As such, the integration of MoorMaster
and the automated shore power connection
with the APS will ensure the safe and quick
mooring of the vessel, and the charging of
its batteries, while passengers and cars
disembark and board the vessel in just
10 minutes. The ship will be connected to
electrical power for nine of these 10 minutes;
while the nine-minute charge will not fully
replenish the batteries, it will top them up
with sufficient power for the next crossing.
The 80m-long vessel will have capacity for
around 120 cars and 360 passengers, and will
make 17 crossings of the Sognefjord daily. It
is scheduled to enter service in 2015.
At present, the diesel-powered ferry that
operates on this route needs to run its
engines to hold the vessel in position on the
berth. This generates emissions, increases
fuel costs, and causes noise pollution.
With the Cavotec solution, the ferry will
moor quickly and securely with the vacuum
pad-based MoorMaster units, in turn saving
on battery power and ensuring that the vessel
is sufficiently stable to allow the APS to
connect it to the power supply.
The MoorMaster units will be controlled by
Cavotec handheld radio remote controls used
by the ships captain from the vessels bridge.
56// October 2013 // Electric & Hybrid Marine Technology International
The mooring system will signal to the shore

power APS unit when the ship is secure, and
a laser sensor will guide the APS connector to
a hatch in the side of the vessel, connect to
the ships battery, and start charging.
Cavotec engineers have ensured the
efficient connection of the plug and socket by
developing an electronic sensor that moves
along the hull of the vessel and searches for
the plug hatch. The use of MoorMaster, which
is significantly more stable than conventional
mooring techniques, also ensures the vessel is
sufficiently stable to ensure the connection
process works smoothly.
Furthermore, what with being a vacuumbased system, MoorMaster eliminates the
need for conventional mooring lines, with
remote-controlled vacuum pads recessed in,
or mounted on the quayside, which moor and
release the vessel in seconds.
Since its introduction in 1998, MoorMaster
has performed more than 70,000 mooring
operations at passenger ferry, bulk and
container handling, Ro-Ro and lock
applications globally, including Australia,
Canada, Denmark, New Zealand and Oman.
Cavotec is also installing MoorMaster units
at a frequent-use passenger ferry berth at
Port Den Helder in the Netherlands, where
fuel savings are the primary focus. Elsewhere,
Cavotec has been commissioned to work on
projects to research and develop ATEX
(explosion proof) approved MoorMaster
systems potentially for use at LNG berths.
Cavotec believes that the Norled project has
the potential to be used at a large number of
frequent-use ferry routes all over the world.
Given the possibilities that the uniquely
innovative application at Lavik and Oppedal
offers when it comes to automation
applications globally, Cavotec is hopeful of
seeing quieter, seamless ferry services plying
not just the fjords of Norway, but anywhere
where ports want to ensure safe, smooth,
efficient and sustainable operations.
POWER TECHNOLOGY
STADT ELECTRIC PROPULSION SYSTEM

NO LOSS AC DRIVE
STADT STASCHO drives supplies

sinusoidal voltage and current to the
electric motor and back to the main
switchboard. This gives very low
harmonic disturbances without
using transformers or filters.
Sustainability
Reliability
Partnership
Battery power is optional.
Find us on:
facebook.com/stadt.as
linkedin.com/stadtas
www.STADT.no
FISCHER PANDA
Generation
T
As hybrid drive systems evolve, generators can now

supply power direct to an electric motor in place of
a traditional engine and propeller shaft combination
game
he principle of electric cruising is

simple: connect an electric motor
with a motor controller to a battery
and use a cruise control to adjust the speed.
This will propel the boat forward, but is it
really all that comfortable?
There are numerous mechanical and
electric factors that must be considered when
configuring an electric propulsion system. In
addition, handling comfort and life on board
should be taken into account. Of course, the
electrical drive is by no means a new idea; the
first drive systems were built in 1838. But
based on current and future exhaust emission
regulations, the environmental attitude of
boat owners as well as highly developed
technologies, modern diesel-electric drive
systems offer more than just propulsion.
On one hand, this new way of looking at
electric propulsion offers new possibilities for
system concepts, yet it also poses new
challenges for manufacturers and engineers
on the other. Lower fuel consumption and
reduced emissions levels as a result of optimal
system efficiency and the modular drive
concept are only some of the most frequently
mentioned features of current propulsion
systems. Additionally, generators can be
placed independently from the electric
motors, thus offering a better weight balance,
while a more precise maneuverability can also
be achieved due to consistently high torque
generated by low propeller speeds.
For example, the Germany-based company
Fischer Panda, which was founded in 1977,
has been developing diesel-electric hybrid
drive systems for boats for more than 12
years. As generators have continually been
part of the companys systems, the basic
structure for hybrid systems incorporates
propulsion in combination with an onboard
power supply. Compared with previous
system concepts, most current drive systems
use a battery bank as the main power source.
This can be 24V, 48V or up to several hundred
volt DC nominal voltage at the power battery.
WORDS: JENS LANGER
Dynamic drives
In order to introduce existing and new hybrid
drive concepts, Fischer Panda has equipped
several company-owned boats of different
classes with its own Whisperprop hybrid
drive systems. The Fischer Panda Sloop is
equipped with a rotatable 10kW pod-motor
called Aziprop, and a Kort nozzle for a 20%
increase in thrust. The electric direction
control, called eMove, and a 10kW/48V
generator complete the test boat for Fischer
Pandas 48V systems.
The eMove is a complete motor mounting
with rudder control for 10kW/48V propulsion
systems. This allows the Aziprop motor to be
rotated by 180 using an electromechanical
linear actuator. High operational safeguards
are ensured by synchronous operation and a
redundant bus communication setup. In an
emergency, the system can be manually
operated using mechanical switches.
The 48V Whisperprop hybrid drive system
can also be equipped with an eMove
Autopilot that is suited for motor and sailing
yachts. It can be combined with symmetricalhydraulic systems. Positioning data received
by the GPS module is compared with the
rudders position. A desired course can
automatically be maintained with a single
touch of the C3 cockpit.
Command, control and communication are
the three key elements of the all-new C3
cockpit. All components are connected via a
bus system, so they communicate with each
other by sending and receiving signals for
further processing. The status, parameters
and values of all connected components,
including the drive system, control panels,
generator, onboard devices and batteries are
each displayed so that the captain has full
Right: The Broom 37

motor yacht weights 12
tons and is fitted with two
30kW Fischer Panda shaft
motors supplied from
a 288V battery bank
FISCHER PANDA
Photo: Christian Schneider
Our guests are invited to convince themselves of

the perfect combination of power and tranquillity on
board, and experience the highly dynamic driving
properties of the electric motor on board our boats
Martin Mews, head of diesel-electric drive systems, Fischer Panda
Electric
Electric&&Hybrid
HybridMarine
MarineTechnology
TechnologyInternational
International////October
October2013
2013////105
59
FISCHER PANDA
control, can change parameters and switch

devices. The active battery and alternator
management system is integrated. The
transmitted data of the components
connected to the bus system can be accessed
and displayed. Remote communication,
maintenance and updates are available via
GSM or Ethernet. The system is NMEA 2000
and CANbus-compatible. Diagnostic data can
be stored on SD cards.
Fulfilling potential
Above: 10kW shaft motors

have been installed in
Monaco water taxis
Left: The eMove is an
innovative rudder control
A more sophisticated boat is the Broom 37

motor yacht the flagship vessel of the
Fischer Panda fleet. Weighing 12 tons and
fitted with two 30kW Fischer Panda shaft
motors supplied from a 288V battery bank,
the yacht has a 36kW/288V generator and a
13kW/288V generator, both of which operate
as the power supply to the electric motors as
well as for the onboard power. As such, the
Broom 37 almost provides all of the
possibilities of the new 288V hybrid drive
system. With power of 20kW, the Broom
37 reaches a speed of about 12.5km/h.
Meanwhile, at full 60kW power, the
vessel is capable of reaching a top speed
of approximately 15.5km/h.
Our guests are invited to convince
themselves of the perfect combination of
power and tranquillity on board and
experience the highly dynamic driving

properties of the electric motor on board
our boats, says Martin Mews, head of the
department for diesel-electric drive systems
at Fischer Panda. This offers interested boat
owners not just theory but also valuable
practice first hand.
The motor control unit also includes an
integrated battery charger/inverter for the
power supply on board, meaning that an
additional battery/inverter device is no longer
a requirement. The control and converter unit
for all typical voltages from 24V DC to 600V
DC can be delivered. The performance of this
system confers savings of up to 20%. By
supplying 230V/50Hz power from the battery
bank, the generator, and in some cases both
generators, greatly increases the safety of the
boat and its crew. The unit has been designed
in such a way that it can be used for the
installation of all systems, resulting in a
welcome cost reduction.
Finally, it is vital that comfort and power be
taken into account. This is to ensure that all
components of a diesel-electric or full-electric
drive system are able to perfect the future
propulsion of boats.
Free to attend!
Add the dates

to your diary
NOW!
Save millions
of dollars
Massively
reduce emissions
Hugely increase
efficiency!
Introducing
hybrid marine
100+
WORLD EXPO 2014
EXHIBITORS
EXPECTED!
24-26 JUNE 2014

From the publishers of Electric and Hybrid Marine Technology International
e mos cos
ay o reduce
and emis
a ill you see a Elec ric

Energy storage solutions including lithium ion technology Electric m
onverters Inverters
iesel electric generators
en set
onics so
reduction systems Heat recovery systems Electric hybrid control sys
technology and systems Electric hybrid crane winch cargo door sys tem
power grid tied converters Fuel cell technology
N hybrid propulsion
after treatment technology
usbar technology
100+
EXHIBITORS
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os -effec ive
e your fuel ill
issions!
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NOW!
ic
Hy rid Marine orld E o
ic motors ermanent magnet motors
rushless motors A
motors
sound vibration reduction technology suitable for generators Emission
ol systems Electric pod bow side thrusters Electric hybrid propulsion
ys tems Hybrid electric drive systems
ystem integration
hore ship
sion
ower distribution
haft generator Emission standards Exhaust
ed to electric and hybrid marine drives ever held!

Introducing
hybrid marine
WORLD EXPO 2014
24-26 JUNE 2014

Amsterdam | the Netherlands
TORQEEDO
High-tech
electric propulsion
A rigorous focus on cutting-edge technology, R&D and new production
processes, as well as optimizing performance, comfort, safety and
economic features, has made one German supplier a key player
in electric and hybrid marine technology
WORDS: DR CHRISTOPH BALLIN
TORQEEDO
hen Torqeedos founders, Dr

Christoph Ballin and Dr Friedrich
Boebel, looked at solutions for
electric propulsion systems for boats in 2004,
they noted that existing products did not
reflect the state of technology, with the
solutions coming from low-volume, highprice manufacturing starting points.
This gap in the market prompted the
creation of Torqeedo, a company focusing
only on high-tech propulsion, combined with
industrial R&D and manufacturing, to realize
competitive price points while providing
revolutionary benefits.
Despite being founded less than a decade
ago, Torqeedo has already gathered critical
global acclaim by being first to market with
key innovations. For example, the company
was the first to introduce brushless motors
into marine propulsion. It was also the first to
introduce lithium batteries to the marine
industry on a broad scale and the first to
integrate them into electric outboard designs.
These critical breakthroughs, and many other
high-tech innovations, have made Torqeedo
one of the best-known brands in the field of
marine electric propulsion.
Located in Starnberg, near Munich, with
sales offices in the USA, the UK, France and
Spain, Torqeedo offers propulsion systems
from 0.5kW through to 55kW, as well as twin
motors providing up to 110kW, all developed
according to the same ethos superior
technology with revolutionary benefits.
TORQEEDO
Torqeedos headquarters is in the

Starnberg district, near Munich
Focus on propulsive power

When discussing the power rating of a boat
drive, kilowatt and horsepower outputs are
critical aspects that need to be taken into
consideration. Yet from Torqeedos
perspective, providing horsepower or kilowatt
ratings is only one way to describe, analyze
and optimize boat drives. First and foremost
for any power discussion, one needs to know
where the power is being measured. For
example, gasoline and diesel propulsion
systems typically provide power ratings that
are measured at the propeller shaft a value
that is called shaft power. Providers of electric
propulsion systems sometimes provide shaft
power as a power rating, but sometimes input
power is also referred to within the industry,
with the power being consumed by the
electric motor.
It is clear that shaft power says more about
a propulsion system than input power.
However, shaft power ratings do not express
propeller losses. As propeller losses vary from
30% to 80% (depending on the application),
the shaft power rating of a propulsion system
is only a very rough indicator of the overall
performance of a boat drive and it is vitally
important that this fact is not overlooked.
With this in mind, Torqeedo focuses on
optimizing the propulsive power of a boat
drive, such as the kinetic power exerted
from the boat drive onto the boat after all
losses, with propeller losses also being taken
into account.
Input power, shaft power and propulsive
power are all measured differently, however
all of them can be expressed in both kilowatts
and horsepower. This includes input power

(current x voltage); shaft power (torque x
angular velocity); and propulsive power
(speed x thrust) exerted onto the boat.
Besides propulsive power, overall efficiency
is a key performance indicator for an electric
propulsion system, mainly due to the fact that
electric propulsion systems often operate with
a limited power supply. Consequently, getting
the most propulsive power (speed and range)
out of a limited energy supply is paramount,
and overall efficiency data provides exactly
this performance criterion. This data is
defined as propulsive power divided by input
power and expressed in percent.
2
The overall efficiency of Torqueedos electric propulsion

system is determined by dividing propulsive power by
input power (left) and is expressed as a percentage (right)
Unique powertrain and

battery engineering
For Torqeedo, superior propulsive power
and overall efficiency comes from extensive
in-house development that works
uncompromisingly toward these goals, with
engineers using the very latest technologies
for every component. This includes the latest

brushless motor designs with state-of-the-art
electronic commutation; propeller calculation
based on the highest standards, which are
mostly used in commercial shipping; and
careful design matching of the motor,
electronics, gear and propeller in an effort
to realize superior performance.
Torqueedo powertrain components feature the very

latest technologies, carefully matched to one another
With tens of thousands of lithium batteries

in the field since 2006, Torqeedo has become
a leader in developing lithium battery
technology for electric propulsion. Improving
3
marine lithium batteries year after year since

2006, Torqeedo has created a comprehensive
protection and safety process for marine
lithium batteries, bringing together the three
fundamental R&D goals of performance,
safety and comfort.
As far as safety is concerned, Torqeedo
follows an extensive process that has five
main focus areas, with the first being on
safe battery chemistry, especially as lithium
TORQEEDO
battery chemistries vary in the ways in which
they can react. In the early years of lithium
battery production, highly reactive materials
like lithium-cobalt were commonly offered
on the market. Nowadays, however, safer
battery chemistries such as LiFePo and
LiNMC are commonplace. As such, it is
important to choose the appropriate battery
chemistry in order to ensure maximum
lithium battery safety.
The second focus to Torqeedos five-step
process centers on the safe packaging of
individual cells. As a company, Torqeedo uses
only so-called safety cells, which are welded
steel cylinders equipped with multiple
hardware safety mechanisms. Alternative
packaging, such as foil-welded cells, offer a
reduced safety standard because they dont
provide effective protection against internal
short circuits of the cells (exceptions are
foil-welded cells with ceramic separators,
which provide safe packaging but are
extremely rare on the market).
The third focus area for Torqeedo is precise
and clean production processes at the cell
manufacturer level. Cells with proper battery
chemistry that are packed into the battery
system correctly will ultimately not be safe if
the production processes of the cell
manufacturer are not extremely clean and
precise. As a result, Torqeedo recognizes this
critical fact and only uses battery cells
produced by renowned Japanese, Korean and
American manufacturers.
The next focus area with regards to battery
safety is incorporating an advanced battery
management system (BMS) with additional
safety features. Unlike lead-based batteries,
lithium batteries generally need a BMS to

perform balancing and safety functions. If
electronic components in the BMS fail, then
the BMS can become problematic in terms of
general safety. It is for this reason that
Torqeedo insists that all safety-relevant
components are duplicated within the system
a failsafe measure that is already standard
in the automotive industry, air transport and
medical battery technology.
The fifth and final focus area centers on

waterproofing, with all the companys
batteries being fully waterproof according to
IP67, to prevent short circuits and corrosion
of plugs or safety-relevant electronics.
Torqeedo lithium battery with safety cells, BMS, data

ports, water sensor, breathing valve and terminals
propulsion system that defines state-of-the-art

technology, convenience and safety, along
with competitive industrial price points.
The Zodiac Milpro SRMN 600 rigid inflatable boat

can be fitted with the Deep Blue propulsion system.
These boats were originally built for military use, so their
hulls are reinforced to take the maximum g forces that are
applied when fully laden and powered at maximum speed
Systems engineering
As a company, Torqeedo believes that
performance is best enjoyed when combined
with convenience. As such, Torqeedos
systems allow motors and batteries to be
switched on and off, simply at the push of a
button. Products and components can be
designed to connect via an electronic button,
enhancing user friendliness. Motor
information can be married with battery data
and GPS receiver information to provide the
user with meaningful range forecasts. Whats
more, waypoints can be integrated into the
onboard computer and audible alarms warn
the driver when the battery gets low. These
examples are just some of the noteworthy
convenience system features embedded into
Torqeedos propulsion systems.
GPS-based range calculation, also for electric outboards

in the low power classes, features waterproof connectors
and electronic communication between components
As mentioned earlier, Torqeedos products

can range from 0.5kW to 110kW, and the
latest addition to the companys product line
is the 55kW Deep Blue propulsion system.
This technology is the worlds first production
electric outboard product for the high power
classes, and since its introduction it has
received prestigious innovation awards from
the global boating industry. Deep Blue is

a fully integrated, high-power propulsion
system that can be implemented into various
boats with minimum design-in effort, with
its propulsive power being equivalent to an
80hp gasoline outboard.
Deep Blue has undergone extensive
development and considerable investment
with regard to using bespoke components
and subsystems. The result is an electric
TORQEEDO
A full Deep Blue system consists of the
following components: Deep Blue outboard,
with 98% motor-efficiency, in its own
waterproof housing suitable for saltwater
cooling, with optimized gear and optimized
propeller with hub-vortex vane; and highvoltage batteries, which are the fruit of a
collaboration between Torqeedo and Johnson
Controls. The Deep Blue batteries roots come
from the automotive industry, but for this
development they have been adapted for
marine use and are waterproof according to
IP67. The batteries are fully integrated into
Deep Blues data and safety subsystems, with
the pack coming with a nine-year capacity
warranty, even if the batteries are used on a
daily basis. Detailed analysis has shown that
after nine years of continuous use, the battery
pack will still retain 80% of original capacity
a leading result in the marine sector. The
Deep Blue charger, which also derives from
the automotive industry, is fully waterproof.
The charging capacity can be controlled via
the display.
Deep Blue also features an onboardcomputer and touchscreen 5.7in display with
14 different screens. Information provided
includes: power consumption, speed over
ground, GPS-based range, distance and travel
time to up to four individual waypoints,
battery health, motor run-time and much
more detailed data. Finally, Deep Blue also
has a connection box that enables waterproof
connection of all Deep Blue electrical and
signal cables.
high g-force shock levels. This feature ensures

that cells and cell holders remain intact and
prevents damage to electronic components.
The Deep Blue technology has also been
designed to continuously monitor all
connections in the system, with the system
being able to shut down all components if one
connection is disconnected or if the killswitch
is pulled. Another of Deep Blues key
subsystems is the Venting-Breathing-SealCombination (VBSC) function, where one
Torqeedo products in the smaller

horsepower classes start with the Ultralight,
which is the lightest outboard available. The
1hp equivalent outboard, with integrated
lithium battery, weighs a mere 7kg including
the battery, yet it propels lightweight boats
such as kayaks and canoes at up to 6kts. At
slow speed it provides a range of more than
20 nautical miles. Other Torqeedo products
include the Travel series with integrated
lithium batteries (1-3hp equivalents) and the
Cruise series (5-8hp equivalents, up to 16hp
equivalent in twin-installations) with external
batteries. Whats more, Torqeedos lithium
batteries in the Power series provide the
energy supply for Cruise outboards. Solar and
generator charging is also available for various
product groups.
The Torqeedo Travel series with integrated lithium

battery (1-3hp equivalent) with electric outboard
The Deep Blue electric propulsion system has undergone

extensive development and considerable investment
with regard to using bespoke components and subsystems
As well as superior performance and

efficiency levels, Deep Blue also boasts several
state-of-the-art safety mechanisms, as found
in electric cars, including constant insulation
monitoring of the high-voltage batteries,
which ensures they provide high voltage only
as long as the insulation of the system is
intact. Deep Blue also benefits from battery
damping, which is required if electric boats
go at high speeds or if they are exposed to
component permits slow exchange of air

through a membrane to compensate for
changes in temperature and prevent the
formation of moisture internally within the
battery. This system also allows for a second
component to permit rapid removal of gases
in the unlikely event that the hardware
protection trips and a cell discharges. In this
case, the gases produced are channeled out of
the boat via a tube into the air so that there is
no danger to occupants.
The Deep Blue onboard computer and touchscreen

provides information such as power consumption,
speed over ground, GPS-based range and much more
September 16-18, 2014
Detroit | Michigan | USA
The fastest growing exhibition focused on next generation advanced battery technology
2014 exhibition & sponsorship

opportunities available
BOOK NOW
Exhibition space limited
35%
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INCR NCE
EASE
IN 20
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BECKER MARINE SYSTEMS
Environmental relief
Liquefied natural gas is helping the shipping industry to meet the key challenge of reducing
emission levels of gases such as sulfur and nitrogen oxides, as well as particulate matter
WORDS: TINA FAHJE AND RALPH LEHMANN
orking together with AIDA

Cruises, Hamburg-based Becker
Marine Systems has developed a
concept for an environmentally friendly
LNG hybrid barge solution for supplying
power to cruise ships lying in port.
Cruise ships generally use their onboard
machines to generate power using
traditional fuels. This causes a large
amount of emissions. The new concept
solves this problem by producing energy on
the floating LNG hybrid barge from
environmentally friendly liquefied natural
gas (LNG). Five lean gas generators can
feed up to 7.5MW into the supply grid of
the cruise ship as needed. The liquefied
natural gas is delivered in modular form.
No bunkering procedure is needed.
Eco-friendly power supply

From 2014, AIDAsol will be the first
cruise ship in the world to be supplied with
power via an LNG hybrid barge at the
Grasbrook quay at Hamburg HafenCity.
The LNG hybrid barge represents the
most eco-friendly power supply to date for
cruise ships during lay time in port. The
reduction of emissions achieved with the
LNG hybrid barge compared with the use
of conventional marine diesel with a sulfur
content of 0.1% is as follows: no more
sulfur oxides (SOx) and diesel particles will
be emitted; and emission of nitrogen oxides
(NOx) will be reduced by up to 80%, and
carbon dioxide by 20%.
Another benefit is the ability to use the

system all the year round. An energy
provider is planning to feed the energy
produced in the cruise off-season into the
municipal grid, thus supplying electricity
and heat to 11,000 households (based on
four-person households).
An important advantage of the LNG
hybrid barge is that it requires much less
investment and construction work in ports
compared with a high-voltage shore
connection (HVSC) solution. This results
in less planning and project efforts being
necessary for the city or port authority
(only planning and costs for berth
infrastructure). Due to the year-round
operation, the LNG hybrid barge also has
a positive return on investment.
With the development of a climateneutral ferry service for Europes coastal
waters, Becker Marine Systems is meeting
its responsibilities toward reducing
shipping emissions worldwide. The idea to
develop an emissions-free ferry with very
low draught for shallow European coastal
waters came about after taking a closer
look at the precious and fragile Wadden
Sea National Parks, part of a UNESCO
World Heritage Site, located along the
German coast of the North Sea.
The sister ships Fering and mrang,
newly developed by Becker Marine
Systems and partners, will be the first
vessels in the world with the LNG hybrid
propulsion concept.

Becker Marine Systems,
based in Hamburg, is a
market leader for
high-performance rudders
and maneuvering solutions
for all types of ships.
Beckers reliable rudder
systems are used in luxury
yachts and super tankers
as well as mega container
ships, passenger ferries
and large cruise vessels
Green ferry operation

The concept consists of the newest lithium
battery technology in combination with
environmentally friendly LNG generators.
Each generator produces a maximum power
of 285kW at 1,800rpm and will supply the
battery pack during daily operation.
Two highly efficient electric drive motors,
each with a maximum power output of about
630kW, will speed the ferry to 11kts. At
night, the large battery capacity of the ship
is additionally charged by means of
environmentally friendly wind energy.
Due to the trade in CO2 emission
certificates, it is possible for the first time to
introduce a green ferry operation, such as
emissions certificates from energy savings of
other Becker Marine Systems products, for
example the Becker Mewis Duct, can be offset
against each other. So the new Wadden Sea
Ferry no longer contributes to the pollution of
environmentally sensitive coastal waters with
sulphur oxides and exhaust gas particles.
Each passenger benefits from a flexible
booking system with guaranteed transport for
regular customers and, in addition, he or she
is able to contribute to environmental
protection by purchasing a ticket. The new
ferries exceed the strictest environmental
requirements.
With a length of 74.2m, a width of 15.8m, a
draught of 1.50m and ice class, the ferry will
perfectly suit the shallow waters of the
Wadden Sea and the operating route between
Dagebll Wyk auf Fhr Wittdn/Amrum.
A maximum of 480 passengers and 52 cars
or 10 trucks can be transported. Both ships
will be built at European shipyards and
equipped with the latest LNG hybrid and
Becker Marine Systems technology to ensure
the highest environmental protection of the
Wadden Sea. The modular LNG hybrid
concept is transferable to other ferry routes
throughout the world.
pioneering
With Beckers two newly developed LNG concepts, the company
is proving once again its innovative spirit on behalf of our environment.
The Wadden Sea Ferry with its ground-breaking LNG HYBRID drive signicantly
reduces the negative impact of passenger shipping on shallow European
coastal waters.
Additionally, the LNG HYBRID Barge generates energy for cruise ships lying in port.
Compared to the current method of producing energy using their on-board diesel
engines, the implementation of power supply by the LNG HYBRID Barge will lead to
a dramatic reduction of harmful particle emissions during harbour layovers.

W W W. B E C K E R - M A R I N E - S Y S T E M S . C O M
Visit us at The International
WorkBoat Show, New Orleans,
USA, Morial Convention Center,
booth no. 3938
Visit us at Kormarine International

Shipbuilding & Marine Machinery,
Bexco, Busan, Korea, German
Pavilion, hall 4B, booth 4P23
September 16-18, 2014

Detroit | Michigan | USA
Americas first exhibition dedicated to the engineering of hybrid & electric vehicle technology & innovation
d with
Co-locate
2014 exhibition & sponsorship

opportunities available
BOOK NOW
Exhibition space limited
Supported by
www.evtechexpo.com
info@evtechexpo.com
AVL
he increasing number of challenges

facing the marine industry now, and in
the future, is leading manufacturers of
all types to explore new methods of
propulsion. Challenges such as noise and
exhaust emission regulation, decreased fuel
consumption, and increased performance and
reliability, are all adding to the complexity of
the marine propulsion system. This
complexity can quickly overwhelm engineers
relying on traditional methods of
development and testing, which adds time
and cost to the project and opens doors to
technical issues after the launch. How can
efficient development and testing
methodologies from the automotive world be
applied to help with this complexity?
Like in the automotive industry, hybrid
powertrains are being explored for the marine
market to help with these challenges. These
hybrid applications are being investigated
for many of the marine market segments
with a wide range of goals, components and
configurations. Efficiently managing all of
these factors during the development process,
from concept to reality, for customers specific
needs, requires proven development and
testing methodologies and tools. AVL has
developed and uses a complete chain of these
methodologies and tools for automotive and
marine powertrain customers on a daily basis
for all sizes of engines and is now increasingly
being asked to apply them to marine hybrid
powertrain development as well.
Complex interactions
The biggest challenge in hybrid powertrain
development is the complex interaction of all
the different components in the system. For
example, how does the state of charge of the

battery affect the performance of the electric
motor? And the performance of the electric
motor could, in turn, affect the exhaust
emissions from the engine if the engine
has to work harder to compensate for the
poor performing e-motor. So if there is an
unexpected high exhaust emissions number
during a test, trying to fix the engine for the
high exhaust emissions could be looking in
the wrong direction. It could be poor battery
performance that is causing the problem.
Hybrid Marine Vessel Development Proces

SYSTEM
virtual
DESIGN
real
CAE
MIL/SIL/HIL
COMPONENT TESTB
AVL
Hybrid testing solutions

The use of intelligent development toolchains and testing methodologies is key to
achieving efficiency in increasingly complex hybrid marine powertrain configurations
Driveshaft
Clutches / Transmission
Propeller
Propeller
WORDS: DONALD WRIGHT
Engine
Fuel Tank
Propulsion
Control Unit
e-Motor /
Generator
Inverter
Onboard
Charger
Battery
A generalized hybrid marine powertrain sample
Generalized Hybrid Marine Powertrain Sample
Process
ENT TESTBEDS
SYSTEM TESTBEDS
IN-WATER TESTING
A wide range of control strategies can also

be quickly implemented and tested to check
for performance and reliability issues. How
does the control strategy of the hybrid system
and performance of the electric motor affect
the lifetime of the engine?
Using traditional development
methodologies, these interactions and
strategies might not be able to be explored
until all the physical components are available
and the powertrain is installed on a system
testbed (or even built into a prototype vessel
and tested on the water). Finding a serious
problem at this late stage can lead to extensive
delays and substantial cost increases for a
product launch.
Several years ago, as powertrains in the
transportation industry started to increase
in complexity, AVL recognized that this
complexity would inevitably lead to longer
development processes and had a much
higher risk of incompatibilities of
components being found late in the
development stage, or even worse, by the
final customers. To remedy this, AVL began
developing a toolchain of tools and the
methodology needed to help reduce this risk.
AVL uses this methodology in the hundreds
of development projects that are performed
for customers around the world. Independent
studies by Ford and other OEMs have shown
that despite a 50% increase of complexity
in hybrid powertrains, these tools and
methodologies can have a 4-6x reduction
in development time and/or budget.
AVL
AVL
Driveshaft
Engine
Fuel Tank
Onboard
Charger
Propulsion
Control Unit
Battery testbed real battery with virtual components
Driveshaft
Propeller
e-Motor Testbed - Real e-motor and virtual components
Engine
Fuel Tank
Propulsion
Control Unit
e-Motor /
Generator
Inverter
Onboard
Charger
Battery
E-motor testbed real e-motor with virtual components
Driveshaft
Propeller
Engine Testbed Real Engine with Virtual Components
Engine
Fuel Tank
Propulsion
Control Unit
e-Motor /
Generator
Inverter
Onboard
Charger
Battery
Engine testbed real engine with virtual components
Driveshaft
Inverter Testbed - Real Inverter with virtual components

Propeller
The most important step in component

testing in hybrid marine applications is
applying the proper load to the component.
This was traditionally done with recorded
or pre-calculated mechanical or electrical
loads on the unit under test. While this can
be an efficient method of testing for certain
scenarios, AVL has pioneered a method using
mathematical models of the fluid interactions
with the propeller to more accurately load the
propulsion system of a marine vessel. These
models include effects of different types of
cavitation, hull to propeller interactions and
propeller leaving the water.
These models then take the current
operating condition of the vessel and the
environment (water, air) and calculate in real
time the load on the propulsion system.
This is then fed into the system or component
testbed for proper loading of the system or
components. The proper loading of the
components is the most critical aspect for
proper sizing of the components and
successfully reducing the design safety factor
used for components.
Once the proper load on the propulsion
system can be realistically calculated, this
load is then applied to the respective
components in the hybrid system. How much
of this load is applied to the engine versus the
e-motor? What does this physical load mean
to the battery and the inverter as an electrical
load? This all leads to the ultimate goal of
Battery
More accurate loads
Inverter
step and efficiently investigate the issue and

troubleshoot the problem.
The area where AVL sees the biggest benefit
in this methodology is for component testing
on component testbeds. Traditional testing is
certainly still applicable and can be used to
validate components when the specific loads
on that component are known (and accurate).
However, as the number of different
components in the powertrain increases (as in
hybrid systems), its the unknown interactions
of the components that really need to be
found. In addition, as the number of control
modules in the system increase, so does the
amount of communication, error checking
and fault control between the components. It
is critical to thoroughly test all the control
modules in conjunction with the other units
(in real-world conditions) to make sure the
system doesnt get into a condition where it
wont operate correctly or safely.
e-Motor /
Generator
This methodology and these tools begin in

the virtual world by modeling the individual
components, systems, complete vessel, and
environment. Numerous simulations can
be performed autonomously and quickly in
order to optimize the system and component
requirements needed for the specific goals
of the powertrain.
From the virtual world, AVL then begins
to actualize real controller components and
control strategies on MIL/SIL/HIL testbeds.
This next step allows advanced development
of software and control strategies to give
the highest chance of bug-free systems at
product launch.
Replacing virtual components with actual
e-motors, batteries, inverters, engines and
other powertrain components, and testing on
physical component testbeds, accomplish the
third step. This step still has an important
virtual aspect where the virtual environment
is used to drive the tests and the missing
components from the rest of the system are
emulated. This is a critical part of the
development process.
After the components are tested on
component testbeds using virtual
interactions, the system is further verified by
physically testing the components together on
a system testbed to make sure the original
performance targets for the hybrid system are
met. This is also a popular time to extensively
test the system for regulatory targets such as
exhaust emissions and fuel consumption.
There is still the possibility of a virtual vessel
and environment to run the tests, allowing for
the powertrain system to be tested in all sorts
of conditions in all sorts of vessels, around
the world, without leaving the safety of the
system testbed.
The final step is installing the powertrain
system in the final vessel and testing it in
the real world. Measurements can be
administered with testbed accuracy by
using a mobile measurement system that
can measure all the critical aspects of the
system such as fuel consumption, exhaust
emissions and combustion efficiencies.
However, the extensive testing and validation
undertaken before this step should result in
very few and minor surprises.
The biggest advantage of this step-wise
methodology is that if any problems are
discovered at any step, it is very easy to
take the data from the current step and
compare it to the results from the previous
Battery Testbed Real Battery with virtual components
Propeller
Engine
Fuel Tank
Propulsion
Control Unit
e-Motor /
Generator
Inverter
Onboard
Charger
Battery
Inverter testbed real inverter with virtual components
AVL
component testing: will the component meet
the design requirements for performance and
durability over the expected lifetime of the
system and in all operating conditions?
To properly test an engine from a typical
hybrid configuration, the properly calculated
load described above to load the engine with
a dynamometer is not only needed, but the
load effect from the e-motor must also be
considered. This would typically mean that
during certain situations the e-motor has a
positive effect on the load (adding load if the
e-motor is generating to charge the battery)
or a negative effect (reducing load when the
e-motor is motoring).
For this, a model of the e-motor (from
earlier in the development process) is added
in the modeling environment on the testbed
and the load on the engine from the
dynamometer is compensated for this.
Taking it to the next level, the models of the
power electronics and battery are also used
to give additional accuracy and calibration
options for the engine and the system.
Testing of the e-motor is actually quite
similar to the concept used for the engine,
but more models move into the electronics
power supplies for the e-motor. The load
on the propulsion system is calculated from
the environment and the engine model and
the e-motor is loaded by a dynamometer.
A battery emulator is used (instead of just
a DC source) with a model of the expected
battery to emulate the actual electrical
characteristics of the battery. A universal
inverter is used and configured to emulate
the expected inverter for the e-motor.
The inverter is the heart of the electrical
power system in a hybrid powertrain. Proper
design, development and testing of this
crucial component are key to performance
and efficiency. The ability to test for e-motor
faults (shorts in the windings and encoder
failures) and production variances leads to a
more robust inverter. In this situation, the
e-motor is replaced with an e-motor emulator
that uses highly accurate and fast power
electronics to emulate the e-motor phases to
the inverter with full power.
As the rest of the system is emulated, tests
on the inverter can also include a number
of situations that would be difficult to repeat
on an e-motor testbed, such as catastrophic
e-motor failures.
Real Ship Powertrain

Propeller
Propeller Shaft
Gearbox
Engine
e-Motor
Virtual Components Simulated
Virtual Components Simulated
Engine
e-Motor
Ship Simulation on an Engine Testbed
Battery testing
Finally, for proper testing of a battery used
in a hybrid marine powertrain system, the
environment the battery will live in and the
very dynamic loads on the battery must be
considered. Luckily, due to the nature of
water, very low temperature tests are not
typical (except for storage), but the extreme
temperatures found in tropical boating should
be considered. This, along with the motion
and effect of waves on the cooling system
and the battery welds, presents an extremely
tough environment for the battery.
The battery testbed usually consists of
an environmental chamber to simulate the
temperature on the battery, and an e-storage
tester to charge and discharge the battery
based on the calculated demands. To further
test the physical abuse to the battery, a
motion table can also be used to simulate the
Ship Simulation on an e-Motor Testbed
motion of the vessel in the water. All of these

demands are derived from the modeling
environment and used to drive the testbed.
Successful development
New challenges are presenting themselves
to all methods of transportation every day.
Designers and engineers all over the world
are exploring methods of solving these
problems and many of those solutions are
increasing the complexity of the powertrain.
Efficient development and testing
methodologies need to be incorporated
into the development process to be
successful. AVL has developed and is
using a complete toolchain of software
and hardware tools, with an advanced
methodology as the framework, to
successfully develop complex hybrid
powertrains for all types of applications.
SUPER B
A new-generation traction battery

using lithium iron phosphate technology
offers better thermal and chemical
stability for longer lifecycles,
safer performance and higher
fuel savings in marine applications
WORDS: AMBRE EPPLER
Right: As many as six Super

B traction batteries can fit
inside any 19in Lloydsapproved enclosure system
Battery
breakthrough
n the current climate, environmental

considerations are a priority for the shipping
industry. Key to this latest development is
the issue of redundancy. For example, marine
generators running on standby, only to be
used in failure mode, are wasting between
3 to 4 liters of fuel per hour.
This makes the new-generation traction
battery a very attractive option for marine
applications. Super Bs lithium iron phosphate
battery technology in particular shows great
promise for ever more demanding marine
applications. Super B has taken innovation
one step further, to deliver a battery with even
more power, even more capacity, and even
more competitive and ecological performance
and innovative technology. The new
SB24V4.2kW-BR traction battery is the result
of Super Bs continued drive to develop the
most reliable and safe battery.
Big advantages
Compared with the majority of liquid fuels
the energy density is relatively low, however,
the big advantage is that the batteries only
consume space rather than expensive energy
sources. The most exciting technical
developments, though, are in the series range,
where Super Bs complementary technology
provides a wide range of options. The Super B
traction battery is designed to fit inside any
19-inch Lloyds-approved enclosure system
and a standard enclosure can house as many
as six Super B SB24V4.2kW-BR batteries. In
other words, 4.2kW x 6 = 25.2kW per
cabinet. The batteries can be placed in series
up to 1,000V, and an almost unlimited
parallel wiring is possible.
The batteries can be stacked quite high,

which has the added advantage that an
enclosure can be housed almost anywhere on
board. This allows for a huge range of design
and installation possibilities. This, together
with the advantage of not having to work
around weight and dimension issues, will
conquer most if not all needs. With this
comes the added bonus that such construction
can be created on shore in order to provide
maximum efficiency.
This kind of hybrid power will offer
improvements in fuel efficiency and therefore
cut CO2 emissions. When full power is
required, stored energy from the batteries
comes into play. The battery system can
operate in parallel for low-power operation,
as well as providing the necessary boost
for infrequent high-power operations. The
lithium-ion energy storage system is charged
as the vessel runs on mechanical power
directly from the genset.
The battery banks also have a CANopen
interface, which means that they are capable
of supporting mission-critical operations,
even if that particular product is not directly
related to the mission-critical functions
being conducted on the CANopen backbone.
Data messages are transmitted as a series
of data frames, each with robust error
checking, confirmed frame delivery, and
with deterministic transmission times.
SUPER B
Coming full circle

To bring this new solution full circle, these
new-generation batteries have a battery
management system (BMS) that controls
electrical distribution within the battery pack
and protects against over- or under-voltage
conditions, as well as excessive current or
temperature. The Super B BMS has the
capability to adapt the balancing according
to the battery charge and discharge current,
as well as the series balancing of individual
batteries in case of a string of series
connected batteries, in which it takes care
of the balancing of each individual battery
without the need for extra cabling.
In other words, the batteries are being
monitored on their state, calculating
secondary data, reporting that data,
protecting the battery, controlling its
environment, and balancing it. This is
done by transmitting battery alarms and
information to the CAN interface and to
the external I/O contact for over-voltage,
under-voltage, deep discharge, over charge
and temperature control, and complete
battery performance history.
As such, this innovative technology ensures
that every amp is used as effectively and
efficiently as possible to reduce waste in the
broadest sense of the word. Ship operators
will notice not only the benefits of saving fuel,
but also of reduced maintenance overheads
due to the lifetime span of these batteries.
New ways of thinking

Super B is enabling marine engineers to
rethink how they can store energy and use
power. Energy can be stored in regions that
previously did not have consistent power.
Its revolutionary battery packs have the
capacity to output sustained power in both
hybrid and full-electric vessels.
In fact, lithium-ion phosphate batteries
are already well established in a range of
industrial applications ranging from energystorage systems supporting renewable energy
installations to light aircraft. The compact,
lightweight battery has already demonstrated
high performance and long cycle life,
combined with low maintenance.
The new-generation traction battery
is definitely the way forward for marine
applications. Super Bs innovative technology
has already gained a lot of interest from
designers and engineers alike due to the
great flexibility of the product and its use.
Super B is talking years rather than decades
in which the marine industry will have been
transformed by this innovative technology.
SEMIKRON
Highly integrated
inverter systems
Marine applications require
reliable electrical drive systems
that can operate in harsh
environments. Affordable
semiconductor technology
is critical to help develop
hybrid marine projects
WORDS: ROLAND MHLEMANN
SEMIKRON
The SKAI2 HV-powered solar

yacht MS Tranor at sea
utomotive applications and their impact on

environmental conditions continue to create
challenges when trying to meet the requirements
for power electronic conversion. Factors such as high
ambient temperature levels, a higher number of
thermal cycles, high power density to minimize weight
and space consumption, as well as resistance to shock
and vibration, all serve to maximize the efficiency
and reliability of hybrid and electric vehicles.
To meet these requirements, Semikron has
developed a series of complete off-the-shelf power
electronics inverter systems. As a result, electric
powertrain applications in the markets of material
handling, commercial vehicles and the marine
industry to name just a few benefit from reduced
development costs, shorter time to market, and ease
of meeting international emissions standards.
Semikron has offered its customers and the market
advanced integrated power electronics for almost 20
years and can build on many years of experience in
operating in specific markets. Semikrons operations
initially only combined power silicon and drivers in
custom-designed enclosures, but these solutions have
now evolved to become more highly integrated,
including control electronics and software, to produce
a complete power conversion system. To date,
Semikron has manufactured more than half a million
highly integrated inverter systems.
There are many factors that affect the efficiency and
reliability of power electronic systems. To achieve
maximum energy, cost and space efficiency, coupled
with high reliability, it is important to combine the
best silicon, packaging, layout, thermal performance
and control in the design and manufacture of power
converter systems.
SEMIKRON
As Semikron is a major manufacturer of power

semiconductors, it can push boundaries in areas such as
temperature and size. For example, the company produces
very large volumes of IGBT drivers, and from this
expertise its engineers have developed optimized
application-specific integrated circuits to greatly reduce
component count and increase reliability, while reducing
size substantially.
Being a total power electronics supplier, Semikron
has the capacity to cover all aspects of engineering, from
feasibility and proof-of-principle studies, through to
the development of optimum system architecture,
undertaking electrical and mechanical simulations,
executing end qualification, and realizing complete
system series production.
Robust inverter
The SKAI2 HV platform is made of highly integrated
inverters that provide the ideal powertrain solution for
mobile electric and hybrid applications. Initially aimed at
on- and off-road vehicles and agricultural machines, the
specification of these inverters is equally well suited for
propulsion and generator systems in the marine industry.
Power densities of up to 20kVA per liter provide a
notable size reduction compared with other available
standard 600V/1,200V IGBT inverter products. The
systems are designed to operate with supply voltages
of 150-800V and with output power ratings of up to
250kVA. Corresponding current ratings are 300A RMS
continuous, 500A RMS overload for 30 seconds (600V
IGBT system) and 400A RMS overload for 30 seconds
(1,200V IGBT system). Higher power demand may be
covered by the operation of two SKAI2 HV inverters
on a six-phase electric machine.
All SKAI2 HV systems are fully qualified using analysis,
such as highly accelerated life testing (HALT) and
end-of-component-life testing, with failure mode and
effect analysis (FMEA) conducted at all critical points of
the design-development cycle to ensure that they are in
Power densities of up to
20kVA/liter provide the
SKAI2 HV platform with
a notable size reduction
compared with other
standard 600V/1,200V
IGBT inverter products
line with relevant international standards. The SKAI2

HV inverter is based on the sintered 100% solder-free
Semikron SKiM93 IGBT module and it features a
polypropylene film DC-link capacitor, driver electronics, a
latest-generation DSP controller, plus current, voltage and
temperature sensors. The built-in EMI filter system
attenuates electromagnetic emissions by implementing
Y-capacitors, two RC filters, and two common-mode
chokes for filtering critical frequency ranges. The SKAI2
HV system is also configured for the connection of
shielded power cables.
Communication with the system master controller is
undertaken via a CANbus. Motor temperature sensors,
and sensors for angular and motor speed feedback
(encoder, resolver), can be directly interfaced to the
SKAI2 HV. The signal interface is complemented with
additional analog and digital I/Os, and a wide range
auxiliary power supply.
The compact inverters have been designed to withstand
high vibration amplitudes up to 10Grms. Quasar motor
control software functionally complements the system and
completes this tried-and-tested package. Skaitek, a
joint-venture company between Semikron and Swissbased electric drivetrain specialist Drivetek, is the
development partner for the Quasar motor control
software. The motor control is based on a modern,
field-oriented control system. It guarantees stable control
of the electrical machine up to the strong field weakening
range, and thus enables the development of dynamic and
efficient propulsion or generator solutions. The Quasar
package typically receives input commands from the
master controller via a CANbus and converts this
technical data precisely into a speed or torque power
output for the control of brushless DC, interior or
surface-mounted permanent magnet synchronous and
AC induction machines.
Thermal and electrical contact of the power
semiconductors is established by pressure contact
technology, which boasts extended service life and high
load-cycling capability. The systems and semiconductor
components are manufactured in high-tech production
processes that include end-of-line function and 100%
burn-in tests, thus ensuring a high degree of quality.
The inverter is integrated into a waterproof IP67
enclosure but with the cost-effective design solution of
leaving the power terminals open. IP6K9K is achievable
with additional shielding of the power terminals against
high-pressure water jets.
With a current rating of 300A RMS continuous for the
SKAI2 HV system, it quickly becomes obvious that special
care has to be taken on the customer interface for the
connection of the DC and AC terminals. The traditional
solution with cable glands, cable lugs and screw terminals
offers a high degree of flexibility. However, in an effort to
meet higher production volumes, an automotive interface
terminal version for accommodation of pre-assembled
cable harnesses is also available.
Semikron and Drivetek continue to provide engineering
services to support customers in the integration of the
SKAI2 HV inverter systems. Available services include
lifetime estimation based on mission profiles, field
application support, and individual parameterization of
motor control software.
SEMIKRON
Extensive marine endurance
The PlanetSolar project, which was the cover story in
the launch issue of Electric & Hybrid Marine Technology
International, accomplished the first ever fully electric
journey around the globe with a solar powered
catamaran. At the core of the electrical powertrain at the
heart of the MS Tranor solar yacht is Semikrons SKAI2
HV inverter system, which was subject to very extensive
endurance and reliability testing in harsh environments.
The idea behind the project completing a round-theworld journey with a solar electric yacht sounds simple,
but from the first program plan to realizing the end goal
and completing the mission, a myriad of technical
challenges had to be solved. One of the biggest
engineering hurdles was the electrical powertrain of the
ship, and as such, Drivetek was given the task of leading
the powertrain development project.
Given the tight schedule of the entire program, Drivetek
decided to rely on Semikrons off-the-shelf automotive
graded high-voltage SKAI2 HV inverter platform for
integration into the ships powertrain. As a result, Quasar
motor control software was the natural choice for the
control of the ships two propellers, with the liquid cooled
permanent magnet synchronous motors, as well as the
complete powertrain system, being designed and
integrated into the catamaran by Drivetek engineers.
The technical specification of the ship is truly
impressive: installed solar panels that cover 537m 2
on the surface of the yacht and weigh 95 tons,
provide photovoltaic power of 93.5kW. With
this setup, the catamaran was able to
circumnavigate the globe in 584
days, with the project
reaching its climax
when the team
The SKAI2 HV inverter

system 800VDC/250kV
has been reliability proved
in harsh conditions for
more than 12,000 hours
returned to Monaco on May 4, 2012. During this voyage,

the ship navigated all the climatic regions on earth and
the powertrain system accumulated a total operating time
of more than 12,000 hours.
This endurance testing of the SKAI2 HV inverter
system under real-life conditions in incredibly harsh
environments provides further proof of the reliability
and performance of Semikrons systems. Furthermore,
extensive in-house test results have been confirmed with
the accumulated field data.
The Quasar motor control software and the SKAI2 HV
inverter hardware platform are an established team that
work together to deliver advanced propulsion solutions.
Thanks to their robust design, these two technologies
have proved that they are also perfectly suited for tough
marine applications. The successful solar yacht
powertrain project is a good working example of the
cooperation between Semikron as the inverter
manufacturer and Drivetek as the systems integrator
toward the end customer. This network of partners also
offers additional benefits to customers, with Drivetek
being able to provide the catamarans energy management
and solar-power tracker system.
OEM INTERVIEW: WRTSIL
Engineering
change
Mikael Troberg, head of technology development at Wrtsil,

takes time out of his busy engineering schedule to discuss future
developments relating to sustainability and emissions reduction
WORDS: STEVIE KNIGHT
XX // XXXXXX 2013 // Electric & Hybrid Marine Technology International

I believe any winner is going to have to

bring a huge amount of adaptability into a
single engine. If you concentrate on just one
technology, you cant cover all the bases
Mikael Troberg, head of technology development, Wrtsil
Electric & Hybrid Marine Technology International // XXXXXX 2013 // XX

What makes it harder is the sheer

complexity of the global situation
Mikael Troberg, head of technology development, Wrtsil
lthough the notion of emissions reduction on a

serious scale has been around for a while in the
maritime world, seeing the then new legislation
on the horizon some 15 years ago was a game changer
in every possible sense, admits Mikael Troberg, head of
technology development at Wrtsil.
And that game continues to change on a yearly basis
for many vessel operators, with January 2015 being a key,
landmark date that will see SOx emission levels in
Emission Control Areas (ECAs) reduced to 0.1%. These
critical ECAs cover large swathes of coastal regions,
reaching around Western Europe and both coasts of
America. Its assumed that other global waters will follow
suit, drastically dropping their present 3.5% SOx limit by
2020. Whats more, the IMO is looking at market-based
measures to tackle another emissions hot spot: CO2. As
such, the climate couldnt be more complicated for vessel
operators and propulsion developers if they tried.
However, despite the new wave of legislation, Troberg
says that Wrtsil started exploring emissions reduction
propulsion technologies, such as liquefied natural gas
(LNG), some 25 years ago simply as a price-cutting
measure: Originally, it was as a purely economic
proposal because a client had a local, cheap source of
fuel. The first gas-diesel engines were limited to the
static powerplant market. They gave us fuel flexibility
as they can operate on diesel, heavy fuel oil, or even
crude; are tolerant to a wide range of gas qualities; and
Further engineering work

commences on the Wrtsil
dual fuel Viking Grace, the
worlds first large passenger
vessel to run on a gas operation
allow any gas-to-diesel ratio. But you do have

a high pressure burn and there were certain
issues with putting this technology on board
ships. The second generation design, says
Troberg, fared far better for the powerplants,
especially the low pressure, spark-ignited,
pure gas developments.
Technology that keeps on giving

Yet it was the third-generation iteration that
followed in the 1990s that proved to be the
real technological breakthrough and it was
around this time that Wrtsil presented its
first dual-fuel engine. By 2006, the Wrtsil
50DF became almost standard on new LNG
carriers. With its slightly smaller sister, the
34DF, it is now finding a home on vessels as
diverse as offshore support, harbor craft and
the feeder coastal market.
When using gas, the Wrtsil dual-fuel
engines operate in a lean burn mode, with
the mixture in the cylinder containing just a
fraction more air than what is needed for
complete combustion. This reduces peak
temperature levels and brings down NOx
formation by an astounding 85%.
And the technology just keeps on giving. Its
got no sulfur dioxide to speak of, and since it
contains less carbon per unit of energy than
liquid fuels, CO2 emissions are also lowered.
Particulates are practically non-existent, too.
Such engineering inroads have led many
industry commentators to ask, why not just
develop gas engines? The difficulty with that
is that although I see that there will be more
take-up of LNG bunkering, it will still be
patchy for quite some time to come, explains
Troberg. In some places you have a very
good LNG infrastructure and its quite normal
to fill up on gas. Outside these areas, it can be
a very long way between facilities.
Fuel flexibility, therefore, is one of the biggest
drivers of the development, as the Wrtsil
technology head explains: Certainly, if we
had a crystal ball, there wouldnt be so much
Top: The Wrtsil 9L20

engine is fully compliant
with IMO Tier II exhaust
emissions regulations
Above: The Wrtsil 50DF
powertrain has been
specifically designed to
give high output with fuel
flexibility, low emissions,
efficiency and reliability
Right: Wrtsils advanced
research and development
engineers continue to
work on new, breakthrough
propulsion designs that
promise to save on fuel
and slash emissions

Below: The Quip power
module will feature three
main power powertrain
systems, each comprised
of two Wrtsil 50DF
tri-fuel engines, auxiliary
equipment and alternators
of an issue; wed go, say, for efficiency in one

particular fuel and follow that path. Simple.
However, the reality is more difficult, and I
believe any winner is going to have to bring a
huge amount of adaptability into a single
engine. If you concentrate on just one
technology, you cant cover all the bases.
What makes it harder is the sheer complexity
of the global situation coupled with the fact
that no owner really knows where a vessels
route is going to run five years from now, he
adds. You have full ECAs now in certain
areas, while outside these zones there will be
different sulfur limits, plus there may be
carbon trading on different parts of the route.
On top of this, you may well have varied local
liquids or gases; after all, fuel costs are rising,
and while these may be niche markets, if you
have a cheap fuel available, this is what
operators will want to bunker.
However, Troberg is equally quick to point
out a different perspective: What customers
want is to make the switch as seamlessly as
possible, without loss of power. And it has to
be easy, without the crew being overly involved.
The Wrtsil DF engines can be switched
automatically from fuel oil to gas operation at
80% of the full load. During switchover,
which lasts about a minute, the fuel oil is gradually
replaced by gas. If the gas supply is interrupted, the
engine automatically switches back to fuel oil operation.
This happens instantly, adds Troberg, and at any load. The
separate liquid fuel system also makes it possible to
switch from light fuel oil (LFO) to heavy fuel oil (HFO)
without load reduction.
Public perception
Its not just the vast range of engine types, fuels
(including electric propulsion) and emissions
legislation that play an important role in
shaping future developments for the marine
industry. Public opinion, says Troberg, can
have even more influence than state-of-the-art
propulsion systems.
There are certain issues that can have a
dramatic effect on development. Operators can
be subject to pressure from things such as visible
smoke in the harbor areas or methane slip. This
kind of issue is even more difficult to predict than
the change in fuels, explains Troberg.
Take the issue of methane slip. It is something
we had been working on simply because it
impacts on efficiency, but this suddenly rose in
importance in Norway and very quickly became
a public issue. However, there were no limits or
values to engineer around you cant work with
something that simply says as low as possible.
This is why, says Troberg, the time between
public opinion making itself felt, and legislation
nailing the figures down, can be murky for
engineers. With legislation, at least you have a
schedule and a forum to get involved with policy
public opinion is far, far more volatile, but we
just cant ignore it. Its a very new ingredient in
the engineering.
A matter of control
But such advanced propulsion technology needs a huge
element of control, as Troberg outlines: A lot of research
went into gaining the most efficient gas admissions and
exhaust configurations there are many possible positions
to evaluate, but in the end it was determined by the need to
rely on flow characteristics, so we have put it close to the air
inlet valve, which gives good control over both the quantity
Hybrid sales
Proving its expertise in the hybrid
arena, Wrtsil earlier this year
received a key repeat order to provide
a hybrid exhaust gas cleaning and
SCR system to a major customer.
The state-of-the-art technology
complies with international sulfur
limits including the North American
ECA, the 2015 0.1% ECA in Europe,
the worldwide 0.5% sulfur limit from
2020, and Tier III IMO NOx limits
from 2016. The hybrid exhaust gas
cleaning technology also enables
the choice between open-loop and
closed-loop scrubbing to be made
at any time, therefore maximizing
control. Such an engineering setup
means that exhaust gas cleaning
using only seawater can be enabled at
sea, but while maneuvering (or when
in port) the system can be closed,
recirculating the water already within
the scrubber. In addition, the SCR
system, which is integrated into the
engine downstream of the exhaust
gas turbine, will remove up to 95% of
NOx from the vessels emissions.
Sigurd Jenssen, director of
exhaust gas cleaning for Wrtsil,
says, This repeat order further
validates scrubbing technology as a
proven, efficient and cost-effective
method of meeting and exceeding
ECA compliance, and is evidence
of the strong customer partnerships
that we develop, and the quality of
the systems that we provide.
and the overall timing. The combustion

chamber shape has also benefited from
attention: The geometry and the homogeneous
qualities are actually very important its the
small details that really make the difference.
However, at its heart, the Wrtsil dual-fuel
engines rely on separate fuel and gas injection
running through a twin-needle injection valve.
The larger needle is used in diesel mode for
LFO or HFO operation, and the smaller for
pilot fuel oil when the engine is running in
gas mode; it is also used during liquid fuel
operation to ensure nozzle cooling and avoid
clogging of the injector tip. While the main
diesel injection is hydro-mechanical, the
pilot injection is electronic; meanwhile,
individually controlled solenoid valves get
the best from the timing and duration of the
pilot fuel injection pulse in gas mode. As an
indication of efficiency, the pilot fuel amounts
to less than 1% of the full-load consumption.
Since NOx formation depends partly on the
amount of pilot fuel, this design ensures very
low NOx, while giving the lean burn
combustion mix a stable ignition source.
We also have influence over the engine
firing through adaptive control, which means
the system remembers the last cycle and feeds
back into the next loop, explains Troberg.
Such a setup means that if a cylinder gets close
to knocking, the parameters will change. Light
knocking leads to the automatic adjustment
of the pilot fuel timing and cylinder-specific
air-fuel ratio, while heavy knocking leads to
a load reduction or a gas trip.
It all results in being able to run the engine
much closer to its peak capacity, meaning
theres much less downtime and the operator
gets longer running hours with better
efficiency. So if you have an issue such as gas
quality, or less than ideal ambient conditions,
or virtually any issue that would normally
make the engine load down, then this approach
gives you the ability to push the operational
window that much further open, he adds.
As for the future, Troberg concludes, There
is a big push toward two-stroke theres a 50
bore Arctic notation engine under development
that will open new markets. But even more
than this, I believe people will want alternative
engine tuning handled on board whether
through variable valve mechanisms, software
updates, or simply by pushing a button. I
believe this is the future: making one engine
able to take on all these markets with no
break in running.
Passing the test

The new P-63 floating production storage
and offloading (FPSO) vessel featuring
Wrtsil 50DF dual-fuel engines the first
such ship to use gas engines to produce more
than 100MWe of power has successfully
completed all the required full 100% load
tests. The assessments were carried out
earlier this year at the Cosco shipyard in
Dalian, China.
The Wrtsil dual-fuel engines are
capable of being run on treated well gas or
treated crude, as well as marine diesel oil
(MDO), which means that virtually no MDO
will need to be shipped to the P-63. This
will reduce operating costs and the efficient
gas-fired power solution will also have
much lower levels of CO 2 emissions than
conventional technologies. In real terms, the
company estimates that the level of carbon
emissions will be slashed by as much as
93,000 tons per year.
Wrtsil was contracted by the Brazilian
industrial group Quip to provide a turnkey
package for the vessel. The package includes
three main power modules, each comprising
two 18-cylinder Wrtsil 50DF engines in
V-configuration, alternators and all required
auxiliary equipment, as well as commissioning,
start-up and operational supervision.
This validation of Wrtsils technology is
a key milestone that demonstrates Wrtsils
ability to execute complex integration projects
for the oil and gas industry with a solution
that contributes notably to successful client
operations, says Magnus Miemois, VP of
solutions, Wrtsil Ship Power Offshore.
The Wrtsil turnkey project model is an
effective means of enhancing project
completion targets. We have enjoyed
working closely with our client, Quip, and
look forward to the final tests when the
FPSO is on location.
Top left: Wrtsil offers

LNG system integration to
the market. The company
is a strong supporter of the
technology as the industry
looks to become greener
Left: The Wrtsil 50DF
engine operates on the
lean-burn operating
principle, enabling a high
compression ratio, which
increases engine efficiency
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MAGNOMATICS
A support vessel in action. In a recent research

study, the application of Magnomatics PDD
propulsion pod to a vessel resulted in
predicted annual fuel savings of nearly 19%
MAGNOMATICS
Direct drive
systems
A new type of electrical machine that combines the high torque
density of the magnetic gear and the functionality and performance
of a brushless permanent magnet machine aims to develop more
power-dense, lightweight and efficient podded propulsion units
WORDS: DAVE LATIMER
he diesel engine remains the predominant means of

marine propulsion, although many naval and some
merchant vessels may use gas turbine (GT) engines
or a combination of GT and diesel powertrains.
Hybrid diesel-electric configurations (parallel and series
hybrid systems) are now being seen on naval vessels
such as the UKs Type 23, Type 45 and the new Queen
Elizabeth class aircraft carrier, along with the US Navys
Zumwalt-class destroyers. Merchant marine vessels are
also embracing hybrid electric propulsion topologies, for
example Cunards RMS Queen Mary 2, which features
diesel and gas turbine power units with propulsion being
delivered by four pod motors. A breakdown of sales (both
made and committed) of the ABB Azipod are shown in
Figure 1 on the next page. This chart reveals the broad
range of applications and powers where pods are being
deployed. The ABB reference list shows committed sales
of over 250 pods. Pods in the lower power range currently
use permanent magnet motors, while above the 4.5MW
level, wound field synchronous machines are used.
New tanker, cargo and container vessels are also now
using electric booster motors on the shaft line to improve
fuel efficiency, and some OSV, LNG and fishing research
vessels have been developed with full power electric
propulsion systems. These booster motors can also be
used to provide a low emission operating mode in
environmental control areas.
Smaller leisure vessels are making increased use of
electric propulsion to realize fuel savings, boost torque
at low speed, and provide silent zero emissions running
when operating on battery power when in harbor. One of

the challenges of modern hybrid electric propulsion systems
is to develop power dense, lightweight and efficient
motors, and their associated drive electronics. In response
to this challenge, theres now a new type of electric motor
that aims to address this motor requirement.
Multiple benefits
The benefits of podded propulsion units for marine
applications are well accepted and include increased
maneuverability, greater efficiency, and reduced noise and
vibration. The generator set powering the pods can be
located anywhere in the vessel. The pods themselves can
be installed at the optimum position on the hull to reduce
hydrodynamic losses. Using a very efficient and compact
electric drive multiplies these benefits. Magnomatics is
developing such a machine the Pseudo Direct Drive
(PDD) by combining a high-speed electrical machine
with a magnetic gearbox.
This motor offers key benefits for marine propulsion. It
increases the electrical efficiency by up to 7%. Moreover,
it can reduce pod diameter by up to 30%, thus bettering
hydrodynamic efficiency by up to 10%. It is calculated
that use of a PDD podded system can increase total vessel
efficiency by up to 25%. There will be further benefits
since magnetic gears require minimal maintenance and
increase system reliability.
In a recent case study, the application of a PDD
propulsion pod to a vessel resulted in predicted annual
fuel savings of nearly 19%. But how does the PDD work?
MAGNOMATICS
SURVEY
13%
CRUISE
41%
T
CH %
A
6
Y
Y
F ER R
6%
>15MW
33%
0-5MW
38%
IC E
BR E
A
9 % K ER
SERVICE/RIG
12%
TANKER/
CARGO
13%
10-15MW
20%
5-10MW
9%
Figure 1 (above left): A breakdown of

made and committed sales of the ABB
Azipod in terms of power and application
Figure 2 (above right): Magnomatics
magnetic gear is made up from two
rings of permanent magnets with a
ring of steel pole pieces in between
Figure 3 (left): The magnetic gear
functions in much the same way
as a conventional epicyclical gear
At the heart of PDD technology is a magnetic gear.

Magnomatics magnetic gear consists of two rings of
permanent magnets with a ring of steel pole pieces in
between, as shown in Figure 2. These steel pole pieces act
as flux paths between each of the magnet rings. This has
the effect of creating harmonics in the fields produced
by each ring of magnets. By careful selection of pole
numbers, one can couple to the harmonic field and this
creates a gear ratio. For example, if there are 23 pole pairs
of magnets on the outer array and 27 steel pole pieces,
then this will produce a dominant four-pole field at the
inner, high-speed rotor. The gear ratio between the inner
and outer magnet arrays will be 23/4 or 5.75:1. In this
case, the inner array of magnets will rotate in the opposite
direction to the outer magnets.
This magnetic gear functions in much the same way as
a conventional epicyclical gear (see Figure 3). The outer
array of magnets is analogous to the ring gear and the
steel pole pieces form the planet carrier, while the inner
array of magnets take the place of the sun gear. If any
of the three rotors are ground, then a fixed gear ratio is
achieved between the other two rotors.
Magnetic gears offer the functionality of mechanical
solutions while avoiding the negative in-service issues
resulting from wear, such as system reliability and the
requirement for lubrication and regular maintenance.
Efficiency is also very high as there are no contacting
parts or oil drag losses.
A magnetic gear can be incorporated into

a conventional stator with the outer array of
magnets attached to the inside of the stator
(see Figure 4). The resulting combination of
magnetic gear and motor is the PDD. In it,
a rotating field in the outer stator is used to
drive the inner high-speed rotor. This is no
different from a traditional permanent magnet
electric machine though with a large air gap.
The interaction of the flux from the inner
rotor with steel pole pieces and the outer
static magnets results in a magnetic gear. The
steel pole pieces are connected to the output
shaft. With gear ratios between 5:1 and 15:1,
this produces compact electrical machines
with torque density levels that exceed
conventional technologies by up to 300%.
In addition, PDDs operate with much lower
thermal loading of the stator. This light
loading also results in a very robust machine
with a long life.
Bearings apart, the PDD is lubricant-free
and there are fewer wearing parts, thus
avoiding both losses and failure mechanisms.
Mechanical gearbox designs are often
over-rated to tolerate occasional excessive
loads. However, repeated or excessive
high-load conditions will still cause
catastrophic failure of gear teeth. The
magnetic gear is tolerant of excess loads. It
is designed to merely slip then re-engage
once the torque is back within the stated
limits. Furthermore, the natural compliance
or elasticity inherent in a magnetic gear
provides a low level of torsional stiffness,
resulting in a very smooth, low-noise drive.
PDDs have been built with less than 0.3%
torque ripple.
Those designing a PDD have a high degree
of flexibility. The optimum design can be
determined by changing either the magnetic
gear element of the drive or changing the
motor element. Magnomatics has extensive
electromagnetic modeling capabilities that
permit the rapid evaluation of a large number
of potential solutions. This means that the
PDD can be tailored to a particular set of
drive cycles to provide the optimum solution
MAGNOMATICS
Figure 4 (left): A
magnetic gear can be
incorporated into a
conventional stator
with the outer array of
magnets attached to
the inside of the stator
Figure 5 (right): A PDD
offers good efficiency
even at relatively low
power output levels
in terms of materials used, space, efficiency

and, of course, lowest operating costs. Many
marine vessels spend much of their life
operating well away from the peak power. As
such, a PDD will have good efficiency even at
relatively low powers (see Figure 5).
Recognizing the technology

Magnomatics has already built a number of
PDDs for a variety of marine applications. Its
most recent proof of concept is a 300kW unit
has been designed and constructed using the
same techniques that would be used in a
much larger machine. The company has
recently been awarded funding from the UKs
Technology Strategy Board (TSB) to take the
PDD to the next size level and produce a
multimegawatt propulsion motor under the
Vessel Efficiency funding competition. They
will be working in close collaboration with a
large machine manufacturer to build and test
a full-size unit.
The purpose of this project is to scale the
PDD motor for the under 5MW propulsion
sector and to primarily demonstrate its
suitability for compact podded propulsion
systems. The project will also demonstrate its
uses for in-hull electric propulsion for a range
of naval and merchant vessels, and other large
electrical machine applications. It is recognized
that the adoption of a podded propulsion system
can lead to a 4-8% efficiency improvement over
conventional architectures (regardless of drive
technology) by virtue of the increased vessel
hydrodynamic efficiency. The podded
propulsion sector is expected to be an early
adopter of this PDD technology since there
is a requirement for low diameter, highly
efficient motors to complement this
advantage, and new motor systems can be
evaluated without having to design the entire
ship around them. Furthermore, the
requirement to dry-dock the vessels for
servicing, guides the propulsion technology
away from serviceable parts such as slip rings
and oil-filled gear systems, and hence the
brushless, lubricant-free PDD technology is
an ideal motor for this application.
It is recognized that the adoption of a podded

propulsion system can lead to a 4-8% efficiency
improvement over conventional architectures
The unique, compound gains of the intrinsic efficiency,
coupled with the low-diameter solution for both podded
and shaft-line drive, lead to a highly relevant low carbon/
green shipping propulsion system that is ultimately
exploitable across the commercial, offshore, naval and
leisure sectors. In summary, the efficiency gains are
compounded with the following: adopting PDD drive
7.3%; adopting podded propulsion 4-8%; exploiting low
diameter up to 10%; and hence a total efficiency benefit
of up to 25% can be achieved. PDD pods will offer more
efficient performance than the current azimuthing
L-drive, Z-drive or permanent magnet thrusters that are
often fitted to offshore support and other vessels.
The aggregated efficiency benefits and low operational
maintenance advantages mean that more flexible podded
propulsion systems can be used on offshore and other
vessels, and may increase the market size for podded
propulsion systems, leading to an improvement in average
fleet efficiency and therefore emissions reduction. The
project will also demonstrate that the PDD is suitable for
both naval and merchant shipping in-hull propulsion,
and for many other large machine applications including
offshore wind turbines.
For booster motors, the PDD also has benefits. It can
be used to provide extremely high levels of torque from
a machine of a relatively small diameter, even when
operating at the low rotational speeds typical of large
two-stroke marine engines. In many applications, there
simply is not enough room for a conventional motor.
At low vessel speeds, two-stroke engines normally
become very inefficient. However, the PDD booster can
also be used as a generator. So the main propulsion engine
can continue to be run at relatively high power to
maintain efficiency. The surplus energy is diverted by the
PDD generator into the vessels electrical system.
In summary, the PDD is a new class of electric machine
that can be used as a highly efficient and compact propulsion
motor, and it is suitable for a wide range of propulsion
applications. Magnomatics and its partners are developing
the motor for commercial use and it is hoped that it will
be seen on new vessels within two to three years.
STADT
Refining all-electric
ship propulsion
All-electric ship propulsion has long been the standard for cruise
ships and LNG carriers. Now, lossless AC converter technology is
capable of making the system even more efficient and reliable
WORDS: NORA LONGUM
tadt has experience with both full

diesel-electric and LNG-electric
propulsion arrangements, and this
year secured several major orders in these
segments, including diesel-electric propulsion
systems for eight seismic support vessels,
which will be used by Petroleum Geological
Services (PGS) in Oslo, Norway. The ships
will be owned and operated by Thor Offshore,
and long-time chartered to PGS. These ships
are designed for operation in the most severe
conditions, including ice. They meet DNV ice
class 1A, one of the highest available for
ships, and use redundant diesel-electric
propulsion systems. As such, PGS and Thor
Offshore have concluded that the Stadt
Stascho No-Loss AC drive is the best fit for
these types of vessels.
PGS, which offers products including
seismic and electromagnetic services, has a
very good track record using Stadt technology
in various other seismic vessels and has found
that noise-free technology suits its advanced
seismic operations extremely well. LNGelectric propulsion is another very interesting
solution, specifically in terms of reducing
emissions and fuel consumption. The first
ship of this kind used for Asian domestic
waters was delivered by Samsung Heavy
Industries earlier this year, which based the

vessel on Stadt technology in combination
with dual-fueled LNG/diesel generators.
Battery boosting
Stadts all-electric solutions can easily
implement the use of alternative energy
sources such as rechargeable batteries and
fuel-cell technology. A battery will be used to
minimize emissions in different operating
modes, working together with diesel or
LNG-operated gensets. The size of the battery
depends on the operation profile of the ship.
For ships that operate in international
waters for long periods of time, diesel-electric
propulsion is still the optimum solution. For
ships with a dynamic operation profile, it will
produce a major reduction in fuel and
emissions.
Stadt Stascho is an AC converter that
delivers sinusoidal voltage to the motor and
back to the main grid without losses. This
provides very low harmonic interference
without the use of transformers or filters. The
system is specially developed for marine
propulsion systems, where it is used with
controllable pitch propellers in various
configurations, both electric shaft lines and
azimuthing thrusters.
STADT
STADT
Stadt CEO, Hallvard Slettevoll,

says the companys Stascho
technology has been specially
developed for marine propulsion
systems, where it is used with
controllable pitch propellers
Ship owners and designers have

put reliable and efficient operation
into focus for their ships, with the
aim of securing their safe operation
in the worlds most remote places
Hallvard Slettevoll, CEO, Stadt
Above: Diesel-electric
propulsion is to be used
in a new generation of
anchor-handling vessels
built in Asia by Nam
Cheong, Singapore
Below: In total, 19 ships
worldwide have installed
or ordered Stadts Stascho
reliable AC propulsion
motors and drive system
For 25 years we have developed,

manufactured and installed electric motordrives, process controls and integrated
electric propulsion systems for ships, with a
focus on sustainable solutions, says Hallvard
Slettevoll, CEO at Stadt.
The Stascho converter system is available
for a wide power range. The range at medium
voltage is 500kW to 100MW, and at low
voltage from 100kW to 25MW. Stadt says the
losses are below 0.03% or close to lossless.
With Stadts propulsion system, big, bulky
transformers arent necessary and space,
weight and power losses are at a minimum.
The Stadt sine-wave technology (Stealth) also
eliminates the need for harmonic filters and
avoids problems related to pulse-width
modulation, such as electromagnetic
interference and switching noise.
Ship owners and designers have put
reliable and efficient operation into focus for
their ships, with the aim of securing their safe
operation in the worlds most remote places,
says Slettevoll. This is an extremely
important selection criterion when
considering Stadt electric propulsion.
Positive impacts
Stadt system layout with AC

distribution and battery options
The Stascho No-Loss AC drive technology is

a patented invention from Stadt, which also
designs fully integrated system solutions for
new offshore vessels. The companys product
scope includes main switchboards, the
Stascho No-Loss drive, AC propulsion motors
and power-management systems.
The companys overall goal for the
technology is to provide highly efficient and
reliable solutions that can have a major
positive environmental impact in areas such
as fuel savings and emissions reduction. It
offers great flexibility for fuel types that can
be used on board, as well as fuel cell and
battery technologies in various combinations.
System upgrades will become easy as new
energy sources develop over time.
The Stadt system will adapt to any
operation profile of the ship and secure
optimum performance at all conditions, such
as slow steaming, says Slettevoll. The
Stascho No-Loss AC drive solution is most
likely the most efficient propulsion system on
the market today, and is now installed, or
ordered, for a total of 19 ships worldwide.
During the past few years, we have
established ourselves as a leading company
for electric ship propulsion systems within
emerging shipbuilding markets, concludes
the CEO.
The latest order for a full electric
propulsion package, for at least four new
anchor-handling vessels, to be built by Nam
Cheong in Singapore, signals major growth
for Stadt for years to come.
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ECHANDIA MARINE
Green marine
commuting
Taxis, buses, trains and cars ferry around commuters in the worlds largest
cities thanks chiefly to huge investment in green transportation from
governments and private companies. Now, a novel and new marine
development may offer the most environmentally friendly solution yet
WORDS: KARL VADASZFFY
ounded by naval architect Magnus Eriksson in 2008,

Echandia Marine has re-engineered submarine
technology to produce a more environmentally
friendly electric driveline capable of powering boats.
The Swedish company has developed two types of pod
motor, the first for high-speed planing boats and the other
for displacement boats. Both solutions comprise a
submerged permanent magnet electrical motor enclosed
in watertight housing, eliminating the need for additional
gearboxes and cooling subsytems. Furthermore, different
propeller solutions, ranging from conventional open
propellers to ducted pump-jet, super-cavitating and
surface-piercing propellers, are available from the firm.
The high-tech propulsion motors range from 125kW to
500kW, while energy storage systems have a capacity of
up to 500kWh. The drivelines have been designed for
new-build applications and retrofit projects. During a time
when both market sectors new-builds and retrofitting
are keeping a close eye on costs, Echandias technology,
says chairman Hans Thornell, is particularly apt as its
design locates the motor outside the hull, thus increasing
maneuverability and limiting maintenance, making the
total package far more cost effective. In addition, weighing
330kg, the high-tech driveline is a lightweight solution.
Such has been the impact of Echandias driveline that it
recently played a key role in a new development program
with Green City Ferries in Sweden. Thornell further
explains: The technology isnt new, but the application is.
For years, submarines have used battery-fed drivelines in
their submerged operations. Now the same technology,
which is DNV-certified, can be used on ships.
Echandia and Green City Ferries have partnered on the
design and construction of a US$3.1m electric ferry that
has the capability to make use of supercharging. The plan
is for the high-tech emissions-free ferry to be added to one
of Stockholms most popular commuter ferry routes by
mid next year.
ECHANDIA MARINE
Right: Echandia Marine
founder, Magnus Eriksson,
and company chairman,
Hans Thornell
Below: 7,000kg of nickel
metal hydride batteries will
be used to power the ferry,
while two types of pod
motor, comprising a
submerged permanent
magnet electrical motor
enclosed in watertight
housing, eliminate the
need for additional
gearboxes and
cooling subsytems
Starting at a small island suburb of

Stockholm, the ferry will be able to collect
120 passengers from up to seven stops on an
eight-nautical-mile route. The journey, from
the inner part of the Baltic Sea to the center
of Stockholm, will take only 45 minutes.
In total, the electric ferry will weigh 45
tons and have a length of 24m. System output
uses of 400V, 220V, 24V and 12V, all based
on a 650 VDC main bus bar, will enable the
ferrys motors to be powered at up to 11kts,
and cover the running of critical internal
systems, like lighting and air conditioning.
On a full charge, the electric ferry is
expected to be able to complete the voyage,
back and forth, on only one charge, and
will run up to eight round trips a day.
In addition to the motor, the charging
connection is situated outside the hull.
The charging system enables two types of
charging options: slow charging, which
sees the ferry plugged in overnight, and,
supercharging, which enables a recharge in
only 10 minutes probably while passengers
disembark the vessel. To enable the latter
supercharging process to occur, the power
range reaches an impressive 600kW level.
Heart of the project

Such capability makes for impressive reading,
but according to Thornell, at the heart of the
impressive electric ferry project are the
high-tech batteries: Unlike with a car, you
can put a lot of weight in a ferry and theres
no negative effect. So, well use 7,000kg of
nickel metal hydride batteries to power the
ferry, which have been selected because
theyre more robust, safer and cheaper than
alternative solutions on the market.
The Echandia chairman is particularly
proud that the system uses automation to
facilitate ease of use: As the ferry approaches
the dock, its system communicates with the
charging station, which is housed inside a 2 x
2 x 2m container on the dock and provides a
DC charge up to 600A.
Super Stockholmh
Its Stockholms many waterways that make the city an ideal location
for Echandia Marines first completely emissions-free commuter ferry solution to be launched.
A US$1.5m grant from the Swedish Energy Agency enabled the company to run a full-scale
demo project last year. As part of this pilot program, a 8.5m (28ft) test boat was constructed
and successfully passed testing and assessment, allowing for further development.
Eager to embrace the solution, the Stockholm Transport Agency soon got involved when
further R&D took place, with the agency agreeing to subsidize the first two years of running
costs. Hans Thornell takes up the story from there: The EU and some national funding bodies
offer grants to support projects for programs like ours. In Stockholm, our ferry will be the third
on the line and will run alongside the other two applications, which are diesel powered and
used all year round because the line is so popular. However, our hope is that in the future, the
two diesels will be replaced with electric ferries, based on our concept.
The lifetime of the batteries is variable due

to a number of factors, says Thornell, but
early estimates indicate that the Stockholm
lines pack and cells will have a seven-year
lifetime. A battery pack that lasts longer isnt
really necessary for this project because in
that time battery technology will evolve.
Such is the excitement the project is
generating that Thornell and his team are in
discussions about future electric propulsion
applications for Green City Ferries, with a
timeframe of 2015 being aimed for. There is,
however, one hurdle to overcome, as Thornell
explains: Even though the governments
keen, theres a huge shortage of electric boats
in development. This is the picture across the
world simply put, more need to be built.
For Thornell, many of the advantages of
employing fully electric ferries especially as
commuter and car transportation cant be
stressed enough. Therell be cleaner city air
and no noise pollution its a win-win
situation, he says. Our system completely
eradicates emissions of NOx; this is a really
important point because nitrogen oxide
produced by diesel, even in a diesel electric
powertrain, is damaging to human health.
In addition to the Green City Ferries
project in Sweden, Echandia is also keen to
expand its electric propulsion marine
activities in other major hubs around the
world, with Berlin, Rotterdam, New York and
London all being targeted by the company in
the next five years. And according to
Thornell, the main challenge to achieving full
electric marine power in all major cities and
ports isnt engineering-based. The Echandia
chairman explains, You need to convince
ferry operators and politicians that the time is
right to change. People have been reluctant
and suspicious about full electric ferries.
Operators and planners have had to work out
where to install charging stations, which type
of propulsion systems to use, and understand
battery power, but now is the time to do this.
For its part, Echandia has agreed to provide
high-tech equipment necessary to realizing
the electric boat vision, and build charging
stations and maintain them until ferry
operators are ready to take over the day-today running of the charging infrastructure.
And in an effort to ensure the Stockholm
electric ferry is a truly emissions-free
solution, its charging station will be powered
by wind power. This is a really important
point, adds Thornell, because our electrical
system will enable 90% usage of generated
power. A diesel engines usage is 30-35% and
the rest is lost in heat. Therefore, our option is
much more economical and the operating
costs for ferry operators will be lower, even if
it costs more to get the charging current from
a wind power provider.
SOLBIAN ALTERNATIVE ENERGY | CNR
Let there be light

The use of photovoltaic panels made from lightweight polymer films and monocrystalline
silicon cells instead of traditional glass can help improve efficiency and lower emissions in electric
marine applications, in the process creating cleaner coastal areas and helping to realize the
sustainable shipping dream
WORDS: MARCO BIANUCCI AND LUCA BARUZZO
SOLBIAN ALTERNATIVE
ENERGY
| CNR
LEES MOTOR
COMPANY
Solbians high-tech photovoltaic
technology is helping to ensure
ferry routes on the Italian coast
are cleaner, quieter and safer
Image courtesy of leoks/shutterstock.com
he hybrid electric propulsion of boats

equipped with state-of-the-art, highly
efficient Solbian photovoltaic (PV)
panels offers many distinct advantages when
compared with conventional endothermic
propulsion systems.
Key benefits to the high energy efficiency
levels of electric powertrains includes
guaranteed reduced emissions in air and
water; the large and highly efficient PV system
contributes greatly to the energy balance of a
boats electrical systems during the summer;
the strong reduction of noise and vibrations
allows for superior comfort; and the high
torque output of the electric engines allows
for better control, a quick response of the
pushing force and rapid and secure
maneuvers. Additional system advantages to
this technology include higher torque output,
which means increased transport capacity
without increasing engine power; an energy
cost (per kWh) that is much reduced when
using an electric engine rather than a
standard endothermic diesel engine; and far
safer navigation thanks to easier control of
automatic devices and subsystems.
However, its important that all of these
advantages should be compared with the
high cost, reliability problems and reduced
capacity of energy density in the electric
energy-storage systems that are available today.
In the nautical sector, for example, the
weight of the energy storage is often not so
important and there are situations in which
the benefits of electric mobility are so great
that customers are willing to accept
compromises such as a limited cruising range.
Small boats used as tenders of sailing/motor
yachts are a good example of where electric
mobility is making huge strides forward.
Solbian Alternative ENERGY | CNR
In marine applications, light weight, flexibility, power

and resistance to harsh environmental conditions are
critical requirements that have been met by these panels
SEZIONE LONGITUDINALE
PROFILO
PROFILO
SEZIONE LONGITUDINALE
MAIN DECK
Engine power
VISTA DALLATO
DWL
DWLDWL
LC
LC
LC
LC
B'
10
15
BH
20
25
30
35
40
45
BH
BH
50
LOWER DECK
10
BH
15
20
BH
25
10
BH
VISTA DALL'ALTO
15
20
25
A'
BH
BH
35
30
40
45
50
BH
BH
MAIN DECK
30
35
BH
40
45
50
BH
10
BH
15
20
BH
25
30
35
BH
40
45
kW
DWL
50
BH
V [k]
When looking at the feasibility and convenience of

using an electric ferry in the Italian tourist areas of
La Spezia, Portovenere and Cinque Terre, it is necessary
to assess the various technical details of the ferry
applications, such as the type of electric engine, the
variation in the series hybrid system setup and the types
of lithium batteries that are used.
Left: The advanced propulsion and

inner engineering layout of the
ferry, which features Solbians
emissions-reduction technology
Right: Graphic outlining the
connection routes of the ferry
in terms of speed and duration
Studied configurations
In this case, the boat is equipped with a 12kWp Solbian
PV system that, on average, from June to September
(during the peak tourism season), produces 60kWh per
day. A typical power consumption level of around 10kW
was estimated for the onboard systems, and although this
might seem like a small power output, 10kW is not so
small when compared with the power required to propel
the ferry at a slow cruising speed. However, this figure
is not included in the total energy balance of the ferry
as it is completely offset by the energy production of the
Solbian panels.
This setup is made possible by the unique qualities
of Solbians panels. In marine applications, light weight,
flexibility, power and resistance to harsh environmental
conditions are critical requirements that have been met by
these panels. Solbian technology has been developed in
cooperation with the Italian National Research Council
for the race boats of sailor Giovanni Soldini thus with
the specific objective of marine applications.
Apart from the fixed 12kWp Solbian PV system, the
following possible configurations were also considered:
500kWh of lithium-ion battery storage, making possible
electric-only operation without the use of genset for all
routes; 300kWh of lithium-ion battery storage, making
possible electric-only operation without genset for
slow-speed cruising and electric operation with genset for
fast cruising toward the farthest touristic

locations; and 160kWh of lithium-ion battery
storage making possible electric-only
operation without the use of genset for short
distance connections, and electric operation
with genset for the other routes.
For the validation of these configurations,
the following factors have been taken into
account: the propulsive power required by the
boat at various speeds, without considering
the onboard systems energy consumption
that is compensated by the Solbian PV energy
yield; and the connection routes both in terms
of speed and duration (see graph chart above).
Selected configuration
The third configuration was the most
interesting in terms of lower costs and higher
versatility, and for the specific routes and
services of the ferry. To reduce energy
consumption (see table on page 103) it is
assumed that the boats speed will be limited
at 8kts when using the battery pack as the
sole source of power.
Equipped with 160kWh of battery storage,
at 6-8kts the ferry has a range of four to six
hours, which would allow for many connections
to be made. This hybrid propulsion solution
ensures a continuous service of short distance
connections whereby in the morning, the
system uses only the batteries as a source of
power, until discharging them at up to 20%
of the full charge. The ferry then takes on
longer connections by turning on the genset
as soon as the speed exceeds 8kts. During
Solbian Alternative ENERGY | CNR
V=8kn
ROUTES
DISTANCE
[nm]
TIME
[min]
V=9kn
ENERGY
[KWh]
La Spezia Portovenere
4.5
Portovenere Palmaria Terrizzo
0.6
Palmaria Terrizzo
Palmaria Pozzale
1.8
14
Portovenere Cinque Terre
11.5
Portovenere Lerici
4.1
Tour of the islands
6.3
V=10kn
V=11kn
TIME
[min]
ENERGY
[KWh]
TIME
[min]
ENERGY
[KWh]
30
25
27
34
TIME
[min]
Below center: A rendering

of the pioneering ferry
Bottom: The route that
the ferry undertakes
around the Italian coastline
12
10
63
27
47
ENERGY
[KWh]
Left: The ferrys specific

energy consumption with
regards to the different
routes it undertakes
23
25
118
32
25
cruising at 10-11kts, the genset provides the

power for both propulsion and the recharging
of the batteries. Near to the destination, the
speed drops again below 8kts and the genset
is turned off to maneuver in the harbor
without polluting and making too much noise
Finally, for the last part of the day, the ferry
might need to undertake short distance
connections, using only the batteries, which
by this point would have been fully recharged.
According to this configuration and the use
of the ferry, the genset is made of two 150VA
generators to maximize efficiency and allow
recharging of the batteries during navigation
at fast speeds. In fact, 70-75% of maximum
power is often the most efficient working
range for an endothermic engine and only
75% of 300kVA is the amount of power
required to charge the batteries up to 80% in
one hour, starting from 20%, and provides
the necessary power to the electric motor
while the ferry navigates at a speed of 11kts.
This configuration means the ferry does not
have to stop during the day to recharge the
batteries. However, at night, a full slow charge
will be carried out via a plug-in at a proper
charging station. In this configuration, the
genset can work at constant speed (constant
output power). This means that to optimize
performance, the use of very complicated
technology that underpins a variable-speed
permanent magnet synchronous generator
coupled to the electric motor can be avoided.
As such, the genset used as a generator for the
variable reluctance motor optimized for
continuous high-speed rotation is a costeffective solution that guarantees high
efficiency and reliability compared with
conventional AC or DC motors.
SUPER B
Battery systems
know-how
A combination of extensive electronics expertise and Enduro

motorbike racing is an unconventional start point for any battery
development company, but thats how one leading supplier was formed
WORDS: AMBER EPPLER
ounded in 2010, Super B is a globally

renowned manufacturer of one of the
worlds most reliable and safest lithium
iron phosphate battery technology. Yet a
combination of extensive electronic expertise
and a passion for Enduro motorbike racing
makes the story behind the company
beginnings a very interesting one.
Super Bs roots can be traced back to
electronic specialist organization, Gybe
Engineering, which sparked into life in 2004.
At the same time, Gybe CEO and Super B
founder, Prins Doornekamp started taking
part in Enduro motorbike racing as a
hobby. Learning that weight saving was an
important factor in beating the competition,
Doornekamp and his team started to look at
lithium batteries. The result of this was that
Super B, the Dutch lithium iron battery
brand, was formed, and the companys initial
battery designs started getting interest from
motorsport teams participating in the most

challenging in all off-road endurance races,
the Dakar Rally.
From the offset, the aim has been to
produce a battery with optimum power to
weight ratio, while at the same time delivering
a very safe and reliable product to suit
different riders, circuits and track conditions.
Constructed in the beginning mainly for
Enduro bikes, the battery uses a unique
combination of high passive safety, high
power output, low self-discharge and
durability all integrated in a bespoke casing,
thus cutting weight while increasing power.
Its widely known that the racing community
is very conservative but with the Super B
batteries we hoped to prove to teams that
thinking outside the box, combined with
rigorous testing and development, we could
deliver a competitive advantage, explains
Doornekamp. One of Super Bs many satisfied
SUPER B
Super Bs lithium iron

phosphate battery is
around half to one-third of
the weight and size of a
standard 12V battery, but
has the capacity to offer
up to four times the power
SUPER B
We are totally unrivalled when it comes to

high voltage rates, and we are also big with
hybrid vessel applications, from smaller
yachts through to offshore vessels
Prins Doornekamp, founder and CEO, Super B
customers is famed car manufacturer Aston

Martin, whose official racing team has been
using the batteries with much success.
New traction batteries

As a result, Super B today is seen as an
innovative brand that has always competed at
the highest level. While developing a new
range of traction batteries, Doornekamp says
it was important to remind the motorcycle
world what Super B stands for. In the
meantime, he adds, our presence on the
starting grid will underline the fact that
Super B is a brand of today- one thats alive
and well, and will soon be claiming its
rightful place at the top table of current
battery brands.
In parallel to the motorsports arena,
Super B has also had particular success
in the marine sector, and this is a
business area that continues to grow for
the company, admits the Dutch engineercome-entrepreneur: Not so much the yachts
but the offshore segment is big for us, and
thats mainly because of the reliability and
quality that we offer. Our batteries last longer
and offer less downtime, both of which mean
we save money for companies. We are
Right: Super B is today

globally recognized for its
reliable, safe and powerful
battery technology, but the
companys roots are linked
to Enduro motorbike racing
unrivalled when it comes to

high voltage. We are also big
with hybrid vessel applications,
from smaller yachts through to
offshore vessels.
A single lithium iron phosphate battery is
around half to one third of the weight and
size as a standard 12V battery and offers up
to four times the power, making them a
natural and popular choice with the marine
industry and in particular carbon-fiber
boats.
Lithium-iron-phosphate batteries have two
important advantages over other lithium-iron
chemistries: thermal and chemical stability,
and both of these factors improve overall
battery safety. While these batteries still
have some disadvantages, their progressive
development over the past few years has
meant that they are far outweighed by
the advantages.
As Super B demands high standards in
terms of quality, the company took the
decision to start up its own production
facilities in the Netherlands. To achieve this,
Super B cooperated with several highly
qualified institutes and organization. In
addition to lithium iron phosphate being one
SUPER B
Below: Super Bs hightech battery products are

helping operators of support
vessels to slash emissions
of the safest and most reliable lithium

technologies available, a specifically
developed bespoke housing and BMS further
guarantees the safety and reliability of the
batteries. As a consequence, Super B has
produced a complete range of batteries, from
a tiny 3.2Ah product through to one with a
capacity of 160Ah, which can be used up to
1,150V in series and unlimited in parallel.
With the marine industrys current
emphasis on environmental impact and the
need to reduce emissions and lower operating
costs, many international commercial
operators as well as individuals are
increasingly looking to new, sophisticated
electric powertrain solutions such as
hybridization. This gives the industry the
opportunity to measure the improvements
made regarding emissions as well as to realize
the further development of sustainable
technology solutions.
As a company that values cutting-edge
engineering, Super B thrives on being the best
in terms of product and safety, and as a result,
certifications have already been granted for
several subjects. Super B has perfected a
four-phase cycle that ensures the company
can develop products that meet the needs of
Above: Super Bs batteries

go through a four-phase
cycle process. They are
manufactured in a
new production plant
located in the Netherlands
the industry. This is a very important aspect

to all operations and enables Super B to
tackle projects labeled impossible by other
organization.
The future for battery developers such as
Super B depends on the commercial
availability of cell technology. The industry is
working on getting more energy in the cells
but maintaining the same volume and weight,
and Super Bs innovative lithium iron
phosphate battery aims to address that. New
chemicals that have lower resistance
including graphite are also exciting
developments that this industry is working
on, especially for higher energy density.
But despite coming a long way in a short
period of time, Super Bs quest to innovate
wont stop. The pioneering company will
continue to provide customers with a Dutch
designed and manufactured product. Using
advanced technology and innovative
development techniques combined with
rigorous testing will result in even more
radical designs with innovative features. For
Doornekamp, this is definitely the best way
forward, not only for the automotive and
industrial industries but also the aviation
and marine industries.
E-POWERED MARINE SOLUTIONS
Viking River Cruises
The E-PP diesel-electric propulsion and power

generation concept was first implemented
on board the RCV Viking Legend in 2009
Higher power potential

Highly integrated diesel-electric propulsion and power generation systems not only help to
reduce fuel consumption and emissions, but also aid the development of all-electric ships
WORDS: BRITTA KRAFT
lectromobility is a hot topic at the

moment, especially in the auto industry.
BMW has just launched its first massproduced electric car, the i3, to help meet the
EUs long-term CO2 emissions limits and
Detroit Electric is presenting its new electric
super sports car, the SP.01. With its 150kW
motor, the SP.01 will sprint from 0-100km/h
in 3.7 seconds, and its 250km/h top speed
will make it the worlds fastest massproduced electric car. Production of 999
SP.01s started in August 2013. Meanwhile,
Tesla has made a name for itself with the
Roadster electric sports car, followed by the
four-door Model S. The crossover Model X is
scheduled to appear in the coming year.
But while the electric vehicle market is
growing rapidly, all-electric ships (AESs) are
still rare. As early as 1838, M H Jacobi in St
Petersburg reached a speed of 1.4kts against
the current in the River Neva with his 8m
electric-powered paddleboat. Notable
examples of early diesel-electric (DE) systems
are: Naphtha tankers in St Petersburg (1903);
the tanker Vandal on the Volga (1903) and its
sister ship Sarmat (1904); the turbo-electric
(TE) submarine tender Vulcan (1908);
diesel-electric ice-breakers in Sweden and the
liner Normandie in France (after 1932); and a
total of 525 mass-produced T2 turbo-electric
tankers built in the USA (1941/1945).
In 2007, researchers at Siemens developed
a new type of propeller engine for AESs: the
synchronous machine is part of an electric
power system based on high-temperature
superconductivity (HTS) technology. The new
motor is a milestone in the evolution of HTS
technology and the operation of AESs. The
Fjellstrand shipyard in Hardanger, Norway,
has won the contract to build the all-electric
car ferry Batteriferja. It is scheduled to go
into service in Norway between Oppedal
and Lavik in 2015.
However, E-MS, an engineering firm in
Hamburg specializing in diesel-electric power
supply and propulsion systems on board
The E-PP is a highly

integrated system put
together from modular,
functional units and very
advanced components,
offering precise current
and load control, even in
extreme load variations
ships, has so far found nothing to replace

internal combustion engines. Most ships are
powered by diesel engines, with main and
auxiliary power units, while the units also
supply electric power on board. As such,
E-MS recommends its own diesel-electric
propulsion and power generation concept
E-PP developed in 2008 and patented in
2012. The common DC bus bar in the E-PP
allows diesel generators and onboard consumers
to be connected intelligently. In the AC/DC
switching units, electrical energy generated
on board is controlled and supplied to meet
the often wildly fluctuating energy needs on
the ship, such as for specific voyage profiles;
for stepless speed changes in the main engines
down to the lowest values and the highest
torque levels (for example on ice-breakers);
or on cruise ships, to meet the fluctuating
requirements of a five-star hotel on the water.
E-MS engineers plan and calculate the need
for and the optimum use of energy for
ships with the most demanding requirements
for availability, maneuverability and thrust
variations, such as ships for the offshore oil
and gas industry; tugs and ice-breakers; ships
operating in very variable conditions with
high standards of comfort in terms of engine
noise, structure-borne sound, oscillation and
vibration, such as mega-yachts, cruise ships
and ferries; and ships with powerful
consumers connected to the onboard network
that are only run occasionally, such as platform
supply vessels, anchor handling tugs, diving
support ships, and pipe and cable layers.
E-MS regards the different systems for power
generation, power drive, emergency power
systems, power supply, E-MC (monitoring and
control) and E-RD (e-remote diagnostics) as a
finely adjusted whole and develops new and
intelligent connections. Silent engineering
stands for quiet and smooth propulsion and
operation of the whole assembly. The locations
of the subsystems may vary. There is a wide
choice of components, and the redundancy
in the system is at least 50%.
Optimum operation
Energy from diesel, gas and turbo generators,
shaft generators, fuel cells, solar and
photo-voltaic panels and shore connections
are included in the overall system. The
propulsion system, comprising 360 steerable
propellers, twin and/or POD drives or
propellers with shafts and gears, is a very
sophisticated combination designed to
deliver constant availability, reduce fuel
consumption, minimize harmful emissions,
save weight, prolong the life of the system
components, and to be reliable, user-friendly
and low-maintenance, while lowering
operating costs and increasing efficiency and
performance. The modern, high-efficiency
engines are flexible enough to deliver the
required torque at all times. On ships with
dynamic positioning, the engine output is
mostly low. Nevertheless, high thrust is
quickly available.
The IGBT (insulated gate bipolar transistor)
technology in the inverters enables efficient
switching between direct and alternating
current, as well as changes of voltages and
frequencies. The inverter acts as a circuit
breaker, handles switching, protective and
monitoring functions, and can easily be
combined with buffer storage. The electric
power units can be individually and very
precisely configured, and flexibly managed
and controlled based on optimum
characteristic curves and precise parameter
settings. Power can also be fed back. The
power electronics system offers maximum
efficiency with low switching and conduction
losses. In exceptional cases, in the event of
faults, the use of inverters based on IGBT
technology significantly reduces the scale and
duration of short-circuit currents and protects
the components against excessive mechanical
stresses and abrasion.
These very sophisticated electrical,
electronic and electromagnetic parts are
interconnected, regulated and controlled by
the E-PP in such a way that they run control
sequences independently and extremely fast
by means of measurements, signals and
sensors, do not interfere with each other, and
maintain at least partial operation of the E-PP
even when there are faults.
Speeds of up to 22km/h
against the stream are
feasible in river cruise ships
currently under construction
with E-MSs E-PP concept
E-MS designs the bespoke E-MC (electric

monitoring and control system), based on
decentralized functional units for generators,
motors, transformers, shore connections and
onboard networks. The latest systems analysis
and calculation methods are used to test
system availability and reaction times. E-MC
means real-time system monitoring and is a
milestone in the fine-tuning of the system
with the potential for substantial energy
savings. A key element of the comprehensive
E-MC is its functional power management,
which has also been optimized for the
operation of variable-speed diesel generators.
E-MS believes development of E-PP, E-RD
and E-MC is an important step toward
realizing the green ship. However, the
concepts for mass-produced, all-electric ships
leave many questions unanswered. As oil
consumption increases and wells run dry,
future developments are anticipated. So what
role will fuel cells and photovoltaic panels
play on cruise ships in the future? And what
will the electric ship of the future be like?
Fewer assembly parts,

less wiring, a reduction
in failure-prone cable
connections and reduced
installation and
maintenance time are just
some of the advantages of
the E-PP propulsion and
power distribution system
and the common DC
bus technology
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WE TECH & THE SWITCH
Game-changing
permanent magnet
solutions
Soaring fuel prices, global overcapacity and lower profit margins are opening the way
for advanced technologies that revolutionize the way ships generate and use energy
WORDS: MRTEN STORBACKA, MIKA KOLI AND MAN YANG
ext-generation hybrid propulsion systems from WE Tech and

The Switch, a pair of Finnish companies, are game changers in
their own right when it comes to reaching the highest energy
efficiency, lowering the costs of operation and helping to comply
with future environmental legislations. Solutions such as these
enable ships to stay afloat and profit in a sea of fierce competition.
Best of both worlds

The shaft generator has been successfully used on board ships for the
past 30 years. The main benefit of adding a shaft generator is to
produce electrical power with main engines that have lower fuel
consumption and run on cheaper heavy fuel oil, thereby greatly
reducing the use of auxiliary generators. The downside, however, is
that the propulsion machinery can only be run at constant speed.
The other alternative has been to operate without a shaft generator.
In this case, ships continue to take advantage of variable speed
operation of the main engine while auxiliary generators produce
electricity on board. However, the downside with this method is that
the ship operator pays a premium in higher fuel cost, as well as
auxiliary generator maintenance costs.
Now merchant vessels can get the best of both approaches by using
a game-changing solution that combines the WE Drive variable frequency
drive with advanced control and The Switch permanent magnet (PM)
technology. This enables vessels to produce electricity with better
efficiency for the entire ships network, lower costs by keeping
auxiliary generators off, and allow the main engines to operate at
variable speed. In total, it represents major operational savings for
vessels with four-stroke, but in particular two-stroke, engines.
Although a newcomer to the shipping industry, PM technology is

renowned for its unmatched design flexibility. Thanks to their higher
power density, PM machines can be more compact, lighter in weight
and smaller in size.
Better efficiency
With its active front-end frequency drive technology, the WE Drive
allows a shaft generator to operate at variable speed. This enables the
propulsion machinery to be operated at its optimal duty point at all
times, giving a vessel up to 20% better propulsion machinery
efficiency compared with constant speed operation.
The WE Drive variable frequency drive is based on IGBTs with
advanced vector control technology and is optimized to work with PM
machines for the best overall system efficiency. The WE Drive offers a
modular, lightweight design, which is air cooled or liquid cooled, and
exceptional thermal management. Flexible active power and torque
control ensure smooth operation. The drive incorporates island mode
operation, which means it creates the ships electrical network alone
or in continuous parallel operation with auxiliary generators.
Recent hybrid propulsion system vessels using the WE Drive to
improve energy efficiency include M/V Miranda and M/V Mistral,
owned by Godby Shipping, as well as M/V Bore Sea and M/V Seagard,
owned by Bore. These vessels are equipped with four-stroke main
engines, and thus have reduction gears with a power take out (PTO)
shaft where the shaft generator is connected.
Game-changing solution for hybrid propulsion systems:

WE Drive variable frequency drive with The Switch PM
technology
WE Drive: air cooled or liquid cooled variable frequency drive
The Switch PM machine: provides unmatched power density, energy efficiency,
design flexibility and operational reliability
Control: Dedicated Power Management System (DPMS)
Electrical power generation (PTO mode): generating the ships electrical network
while the main engine is operated at variable speed
Take me home/boost mode (PTI mode): operating the PM machine as a motor for
various hybrid operations
DC-link: brings energy efficiency to the entire vessel
The WE Drive system

removes the need
for constant speed
operation by using
variable frequency drive
technologies in shaft
generator systems
PM high power density
Ideal for merchant vessels
PM technology has been proved in numerous

industries to provide unmatched power
density, energy efficiency, design flexibility
and operational reliability. Now these same
advantages are available for numerous marine
applications.
A synchronous PM machine contains
neodymium-iron-boron (NdFeB) magnets,
which are materials with a very high flux
density, which makes them ideal for variable
speed generators throughout the entire speed
range. The magnetic field is created with
almost zero rotor losses.
A PM machine gives high-efficiency
performance over the entire operating range,
leading to considerably reduced fuel
consumption. A PM machine is typically
2-4% more efficient at full load and 10% more
efficient at part loads compared with
induction machines. These technical
efficiencies result from a lack of current losses
in the rotor, the absence of an exciter, and
reduced winding losses.
Thanks to the higher power density, the
size and weight of a PM machine can be
substantially smaller compared with
induction machines. This leads to greater
flexibility with the limited space available in
ship configurations.
PM machines have proved their high
reliability and durability under a number of
extremely harsh operating conditions in many
other industrial applications, such as onshore
and offshore wind power. They deliver
excellent performance with corrosion
resistance and temperature tolerance.
The combination of WE Drive and The Switch

PM technology opens up an all-new territory
for hybrid propulsion systems, namely the
large merchant shipping sector, where
two-stroke main engines are the preferred
type of prime mover.
Ocean-going merchant vessels are
predominantly propelled by fixed pitch
propellers that are directly driven from
slow-speed two-stroke main engines. Along
with being very reliable, the two-stroke main
engine is also able to keep fuel consumption
at least 20g/kWh lower than in a medium
speed four-stroke main engine.
As a merchant vessel is sailing long
distances in the deep sea during most of its
operating time, fuel economy is the most
important factor after safety and reliability.
The two-stroke main engine operates at slow
speed, equivalent to the required propeller
speed, and thus this type of engine is directly
connected to the propeller via an intermediate
shaft and requires no additional gearing to
match the desired propeller speed. This leads
to a more straightforward propulsion system
with fewer components, and fewer
maintenance needs, which translates to a
lower cost of operation.
Traditionally, adding a shaft generator to a
system like this requires special equipment
such as tunnel gears with a step-up PTO shaft
for the generator drive. These arrangements
add complexity to the system and are fairly
costly in the investment phase. This has led,
in most cases, to omitting a shaft generator for
two-stroke main engine propulsion plants,
and relying on auxiliary generators for

electricity on board.
A direct-drive PM shaft generator with a
variable frequency drive offers the advantages
of a hybrid propulsion system to the twostroke main engine-driven propulsion system.
The mechanical setup of a direct-drive PM
shaft generator is remarkably straightforward:
the PM rotor is mounted on the intermediate
shaft of the propulsion system. Mass and
inertia are very low and thus the impact on
propulsion system torsional vibration
calculations (TVC) remains minimal. No
additional bearings are required, thus the
propeller shaft system design remains
uncompromized. The generator housing,
consisting of a compact, foot-mounted stator
package, including the rotor and intermediate
shaft, is positioned on the generator bed in
the propeller shaft line and connected via
flanges. Other interfaces such as cooling
water pipes and power cabling are handled in
a conventional manner.
With the WE Drive and direct-drive PM
shaft generator in PTO mode, a ships
electrical power is generated by the fuelefficient two-stroke main engine. This means
that auxiliary generators can be stopped.
Electrical power is generated at a rate of
160-170g/kWh from heavy fuel oil, compared
with 210-220g/kWh for the more expensive
marine diesel oil or marine gas oil that
auxiliary generator sets use. As the operating
hours of the auxiliary generators therefore
remains at some 2,000 hours annually, there
will be substantial savings in service and
maintenance costs as well.
PM technology has been proved in

numerous industries to provide unmatched
power density, energy efficiency, design
flexibility and operational reliability
Above: The Switchs

permanent magnet
generator offers superior
energy efficiency along
with decreased motor
size and total weight
Below: The WE Drive has
been successfully
commissioned on board
Bores M/V Seagard
In power take in (PTI) mode, the WE Drive

converts auxiliary generator power to
propulsion power by employing the directdrive PM shaft generator as a motor. By using
the PTI feature in boost mode, it is possible
to design the propulsion machinery with a
smaller-sized main engine for normal
operating conditions, while using the boost
mode in exceptional conditions. With the
addition of a mechanical clutch in the
propeller shaft line, which enables the
two-stroke main engine to be disconnected,
the PTI mode can be used as a take me home/
take me away feature (operating the PM
machine as a motor for various hybrid
operations). This provides safe return to port,
or enables main engine maintenance within
the normal operation schedule.
Multiple application use

PM technology can also be used for other
applications, such as auxiliary generators,
bow thrusters and winches. When used with
auxiliary generators, PM technology can run
auxiliary generators at lower speeds when
possible, to create savings. This enables a
higher energy efficiency and longer auxiliary
generator service lifetime. The auxiliary
generators can be connected to the DC-link
so that the main switchboard can be smaller.
PM technology can also be flexibly
integrated with bow thrusters. Shapes vary
from a standard, pipe-like form with a small
diameter to a custom-made short PM machine
with a large diameter that can be optimized
for specific tasks and placement on the vessel.
For winch applications, PM technology

enables better torque over conventional
systems and have a wide speed range, from
zero upward. The rugged PM-based solution
complies with full torque at zero rpm as
specified by duty type S1. This is essential to
create constant tension, for instance when a
tugboat has to tow a ship in fluctuating
conditions such as waves, current or wind.
PM technology can withstand extreme
temperatures, vibrations and heavy use.
Proven track records

With their own individual proven track
records, WE Tech Solutions and The Switch
are cooperating to provide this gamechanging technology for various kinds of
marine applications. WE Tech Solutions has
been successfully lowering the cost of ship
operations since the company was founded at
the start of 2010. Renewable energy
applications that are based on PM technology
from The Switch have also been proved
successful in extremely harsh operating
conditions, such as onshore and offshore
wind power, where the company has an
installed capacity of over 6.5GW.
Together, the companies can provide ship
designers and builders with turnkey
deliveries for the most energy-efficient
operation in the challenging marine
environment. Additional services include
design consultation for selectivity, project
management, and the capability to deliver
integrated solutions for new build ships or
upgrades of existing fleets.
LAST WORD
Electric & Hybrid Marine Technology talks

marine propulsion with Luca Francese, business
development engineer, Solbian Energie Alternative
Did you always want a career in the
marine industry?
I always wanted to be an engineer and to help
develop new technology. In 2007, Giovanni
Soldini, working together with researchers
from the Italian National Research Council,
introduced lightweight, flexible highefficiency photovoltaic modules to the world
of sailing. A few years later, I had the chance
to join a team of professionals who constantly
strive to develop new photovoltaic solutions
for the marine industry. The marine
environment is challenging for photovoltaic
technology, and that is made even more
intense by the need for lightweight and
flexible high-efficiency systems. Research into
the use of new technopolymers and extensive
experimentation has led to the development
of Solbian photovoltaic modules. I am proud
to take part in the development of new
products for sustainable transportation.
As a business development engineer,
what are the best and worst aspects
of your job?
The application of new technology and the
search for new ways to integrate photovoltaic
modules into electric and hybrid boats is
exciting. However, the challenges never stop
in an ever-changing market where customer
expectations grow all the time.
What has been your career highlight
so far?
Working together with the researchers who
developed the technology behind Solbians
products and have applied them to many

innovative projects in the marine industry.
Our partnership with companies who share
our passion, such as the Italian Assea Boat,
who have developed unique applications with
our modules for sailing yachts, is enabling
more widespread usage of renewable energy
on board.
What do the next five years hold
for you?
I believe photovoltaic energy will be used
more, especially with the integration of
electric motors on board. Our engineering
division, in close cooperation with Dr Marco
Bianucci, of the Italian National Research
Council, is developing an application
specifically for electric/hybrid pleasure boats.
Is hybrid and electric propulsion the
answer to a sustainable marine sector?
The move toward cleaner sources of power
cannot be brought about by legislation alone.
It must be accompanied by economic and
performance benefits. Recent developments in
the efficiency of electric propulsion systems
(up to 95%), generators and improved battery
technology will make electric propulsion
more competitive compared to traditional
fossil fuel-powered systems.
Do legislators help or hinder you?
Certainly, the prohibition of fossil fuels in
conservation areas is helping our industry to
grow and is pushing boat builders to cater for
these new requirements.
What is the biggest challenge facing

the marine industry in furthering
research and development of electric
and hybrid propulsion systems?
The single biggest challenge at the moment
is the cost of the system. The higher cost of
hybrid and electric systems discourages boat
owners from making the initial investment.
This cost will decrease over time, through
economies of scale and technological
development, particularly for batteries.
Added to that, with purely electric propulsion
systems, as opposed to hybrid, range anxiety
is a real issue. In some cases it may be
psychological, in others a real safety
consideration, but it still adds up to a
challenge to which the industry must find
ways of making boat owners feel comfortable
and safe with this technology.
For organizations in the marine
world that have not yet made the
leap to sustainable propulsion
systems, is now the time?
The benefits of doing so are undeniable. We
have supplied photovoltaic systems for a wide
range of marine applications with private
owners, charter businesses, shipbuilders and
environmental research institutes, as well as
a large number of ocean racers, including
Giovanni Soldinis Maserati. In conjunction
with electric or hybrid propulsion systems,
there is a definite competitive advantage for
those willing to bet on a more sustainable
marine industry in the future.
How will marine propulsion
technology have changed by 2030?
Its difficult to know for sure, but I believe
that battery and fuel cell powered craft will
be the norm. I hope that renewable energy,
and photovoltaic in particular, will be used to
produce hydrogen and to charge batteries. But
if this is to become a reality, then significant
investment in infrastructure and propulsion
technology will be required.
INDEX TO ADVERTISERS
AVL List GmbH...............................................................................................................25
Becker Marine Systems GmbH ................................................................................. 72
Cavotec International ...................................................................................................53
Echandia Marine Sweden AB.................................................................................... 53
Electric & Hybrid Marine Technology International Online Reader
Enquiry Service .................................................................................................50, 111
Electric & Hybrid Marine World Expo 2014 ..................................... 9, 11, 12, 61, 62
Electric & Hybrid Vehicle Technology Expo 2014 ................................................. 73
e-powered marine solutions GmbH & Co KG.......................................................... 47
ESTechnologies BV ......................................................................................................43
Fischer Panda GmbH ...................................................................................................40
Hybrid Design Services Inc ..........................................................................................21
Kolektor Group d.o.o ..................................................................................................... 57
Lees Motor Company Ltd ............................................................................................ 47
Lithionics Battery ..........................................................................................................35

Magnomatics Limited...................................................................... Inside Back Cover
Marine Maintenance World Expo 2014............................................................ 89, 97
Mastervolt.......................................................................................... Inside Front Cover
Propulsion Marine.........................................................................................................32
SAM Electronics GmbH ...............................................................................................50
Semikron International GmbH ................................................... Outside Back Cover
Solbian Energie Alternative Srl...................................................................................18
Stadt AS .......................................................................................................................... 57
Steyr Motors GmbH ......................................................................................................40
Super B ......................................................................................................................18, 32
The Battery Show 2014 .............................................................................................. 69
Torqeedo GmbH .............................................................................................................. 3
WE Tech Solutions Oy .................................................................................................29
SKAI
POWER
IGBT
Most Compact Power Electronics System: 20 kVA/l
V battery: 150 V - 800 V

3-phase IGBT inverter
EMI compliant
Sintered chips
3-phase IGBT inverter system up to 250 kVA

For electric and hybrid drive trains & auxiliaries
Compact integration in IP67 enclosure
Voltage, current and temperature sensors
Gate driver with protection
IGBT power semiconductors
Fully programmable digital signal processor

EMI filters
Liquid cooling
DC link capacitor
Motor control software
esko +420 37 80 51 400 China +852 34 26 33 66 Deutschland +49 911-65 59-0 Espaa +34 9 36 33 58 90 France +33 1-30 86 80 00
Australia +61 3-85 61 56 00 Brasil +55 11-41 86 95 00 C
India +91 222 76 28 600 Indonesia +62 2 15 80 60 44 Italia +39 06-9 11 42 41 Japan +81 3 - 68 95 13 96 Korea +82 32-3 46 28 30 Mxico +52 55-53 00 11 51 Nederland +31 55-5 29 52 95
sterreich +43 1-58 63 65 80 Polska +48 22-6 15 79 84 Russia +7812 232 - 98 25 Schweiz +41 44-9 14 13 33 Slovensko +420 378 05 14 00 Suid-Afrika +27 12-3 45 60 60
Suomi +358 10-321 79 50 Sverige +46 303-8 16 16 Trkiye +90 216-511 50 46 United Kingdom +44 19 92-58 46 77 USA +1 603-8 83 81 02 sales- skch@semikron.com www.semikron.com

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electric & hybrid marine technology international

New environmental demands are pushing

UKIP Media & Events Ltd

Successor to the legend

See www.mastervolt.com/batteries for the specifications

14: Cell-by date

54: Charging solutions

60: Power generation

30: Nuts and bolts

64: High-tech propulsion

70: Environmental relief

44: Energy management

74: Hybrid testing

Electric & Hybrid Marine Technology International // October 2013 // 01

80: Inverter systems

The word wizards

84: Wrtsil eco-plan

The ones who

94: Perfect propulsion

The ones in charge

98: Green commuting

100: Green light

02 // October 2013 // Electric & Hybrid Marine Technology International

The views expressed in the

DEEP BLUE NEW

04 // October 2013 // Electric & Hybrid Marine Technology International

f you look at the technologies that are

Electric & Hybrid Marine Technology International // October 2013 // 05

06 // October 2013 // Electric & Hybrid Marine Technology International

In a permanent magnet machine (PMM), it is

Left: One of the UK Royal

Above: The propulsion

GEs facility at Whetstone in the UK has been

Electric & Hybrid Marine Technology International // October 2013 // 07

Being able to use induction technology,

customer. Basically, the single-drive solution

Built in China for China

English says that GE is

08 // October 2013 // Electric & Hybrid Marine Technology International

From the publisher of Electric and Hybrid Marine Technology International

Add the dates

WORLD EXPO 2014

24-26 JUNE 2014

The international exhibition of electric and hybrid marine propulsion systems

The MV7000 unit has been

For navies, it is about reduced footprint

10 // October 2013 // Electric & Hybrid Marine Technology International

when they are operating in dynamic

From the publisher of Electric and Hybrid Marine Technology International

Add the dates

WORLD EXPO 2014

24-26 JUNE 2014

The international exhibition of electric and hybrid marine propulsion systems

From the publishers of Electric and Hybrid Marine Technology International

a ill you see a Elec ric

Add the dates

ed to electric and hybrid marine drives ever held!

WORLD EXPO 2014

24-26 JUNE 2014

The international exhibition of electric and hybrid marine propulsion systems

BATTERY TECHNOLOGY FUTURE

Together with the Norwegian shipyard

14 // October 2013 // Electric & Hybrid Marine Technology International

Despite the emergence of rival solutions based on

Electric & Hybrid Marine Technology International

Electric & Hybrid Marine Technology International