Electrical Guide PDF

ABB, BU Marine and Cranes
Energy efficiency guide
energy efficiency
The other alternative fuel

Table of contents | Solutions/products | Passenger vessels | Dry Cargo vessels | Tankers | Oil & Gas | Work boats Table of contents | Solutions/products | Passenger vessels | Dry Cargo vessels | Tankers | Oil & Gas | Work boats
How to use shortcut links in this guide Table of contents
Navigation bar Table of contents Foreword 5

Navigation bar is visible at the Please note that the Table
1. Energy efficiency in marine vessels 7
top of each page. Click the of contents on the facing
shortcuts for instant access to page also has direct links to 2. Design point and energy efficiency 11
main sections in the guide. chapters.
3. How can you improve your energy efficiency? 15
Please note that the navigation 4. Energy efficiency solutions 27

bar is interactive and the links 4.1. Passenger vessels 32
on it may change depending
on the page viewed. 4.2. Dry cargo vessels 36
4.3. Tankers 40
4.4. Oil & Gas 44
4.5. Work boats 48
Circled numbers 5. Solution overviews 53

The circled numbers act as
6. Detailed solution descriptions 77
a link to an overview of each
solution in chapter 5. 7. How to proceed 189
For example by clicking 4

takes you to chapter 5.4.
Winch control with variable
frequency drive at page 58.
Page numbers
The page numbers shown
on the double page of each
vessel type are direct links to
information about the solution
in question. The first number
is a link to Solution overview
and the other number is a
link to Detailed solution
description.
2 | Energy efficiency guide Energy efficiency guide | 3

Preface Foreword
This energy efficiency guide provides data and information for preliminary project Dear reader,
evaluation of energy efficiency upgrades or services related to energy efficiency Energy efficiency is recognized as a global mandate by governments,
upgrades. Furthermore, our project, service and sales departments are available maritime organizations and businesses, and has become a key driver for
to advise on more specific questions concerning our products and solutions ABB.
regarding the various solutions available.
Rising operating costs and stricter environmental regulations are driving
Our energy efficiency and propulsion system offering is constantly reviewed and ship owners/operators, designers and shipyards to find more effective
refined according to the technology development and the needs of our customers. ways of designing and operating ships in an energy efficient manner.
Therefore, we reserve the right to make changes to any data and information
herein without notice. The purpose of this publication is to guide its readers through the latest
ideas for improving energy efficiency, in both technical and operational
All information provided in this publication is meant to be informative only. All terms. We therefore hope that this guide will find its way onto the desks of
project-specific issues shall be agreed separately and therefore any information as many ship owners/operators, designers and shipyards as possible. You
given in this publication shall not be used as part of agreement or contract. can only maintain your competitive edge by being prepared for the future.
It is difficult to foresee how the world will change, but in ship design one
Helsinki, April 2013
thing is certain competition between ship owners will intensify and the
energy consumed by ships will constitute a larger part of total operating
ABB Oy, Marine and Cranes
costs. Environmental regulations for ships will become even tighter. A ship
Merenkulkijankatu 1 / P.O. Box 185
built today must remain competitive, in terms of its operating costs and
00981 Helsinki, Finland
environmental standards, even decades from now. Vessels with electric
Tel. +358 10 22 11
propulsion provide flexibility in the face of change, enabling ship owners
www.abb.com/marine
and designers to adapt to emerging challenges.
Azipod is registered trademark of ABB Oy.

We hope you enjoy reading this first issue of our energy efficiency
2005 ABB Oy. All rights reserved
publication for the shipping industry. Although this issue will mainly focus
on what can be done to reduce fuel consumption on existing ships, all of
the measures discussed can also be applied to new ship designs.
Disclaimer
The data, examples and diagrams in this manual are included solely for the concept or product Jan-Erik Rsnen
description and are not to be deemed as a statement of guaranteed properties. All persons responsible Energy Efficiency Business Manager
for applying the equipment addressed in this manual must satisfy themselves that each intended
application is suitable and acceptable, including that any applicable safety or other operational
requirements are complied with. In particular, any risks in applications where a system failure and/or
product failure would create a risk for harm to property or persons (including but not limited to personal
injuries or death) shall be the sole responsibility of the person or entity applying the equipment, and those
so responsible are hereby requested to ensure that all measures are taken to exclude or mitigate such
risks. This document has been carefully checked by ABB but deviations cannot be completely ruled out.
In case any errors are detected, the reader is kindly requested to notify the manufacturer. Other than
under explicit contractual commitments, in no event shall ABB be responsible or liable for any loss or
damage resulting from the use of this manual or the application of the equipment.
Copyright 2013 ABB. All rights reserved.

1
Energy efficiency in
marine vessels

Energy efficiency in marine vessels
Only a few years ago, fuel efficiency was a lowest priced fuel and is therefore unlikely to be
$/day cost
minor or even neglected topic in many marine replaced as a main fuel source for shipping in
30,000
industrial conferences and journals. Today, the near future. However, the use of lower-sulfur
together with safety and availability, it is at and cleaner fuels, such as MDO and liquefied Bunker cost/$ per day
Bunker cost
25,000 $25,000/day
the top of the marine communitys agenda. natural gas (LNG), will come to dominate
Ship cost/$ per day
What has brought such a dramatic change in parts of the HFO market, as environmental
awareness, in such a short time? regulations and local restrictions on emissions 20,000
are tightened.
Ship cost
The answer is complex and the causes various. $17,000/day
But above all, this development is clearly the During the last decade, the energy market has 15,000
result of the dramatic variations in, and high been turbulent, with rising and changing fuel Ship cost 3x
levels of, fuel costs and income rates. This has prices. Few voices are predicting that this will as much as fuel
10,000
led to hemorrhaging revenues for ship operators change in the next decade. Among ship owners
who are unprepared for rapidly changing fuel and designers, there is a clear trend towards
5,000
costs and lack the ability to adjust vessel designing vessels with flexibility in terms of their
operations and operational expenses. Another fuel sources and the operational loading of their
factor concerns increased public awareness of propulsion systems. 0
pollution and environmental emissions, which
Jan-90
Jan-92
Jan-94
Jan-96
Jan-98
Jan-00
Jan-02
Jan-04
Jan-06
Jan-08
Jan-10
Jan-12
is prompting political decisions on global or The challenges involved in achieving macro
local rules and regulations. While these could targets associated with stabilizing CO2 Source: Clarkson Research Services
be considered a burden for ship operators, emissions, in order to reduce accelerated
they may also create huge opportunities for global warming, are also bound to affect the The shipping cost model has changed - falling capital and rising fuel costs have turned ship economics on its head
operators with the necessary foresight and long- shipping industry, even if the related global
term strategic perspectives. rules and regulations are not yet in place.
Such goals cannot be reached through todays Impact of EEDI and SEEMP Effect of SEEMP
This guide will introduce some of the areas in technologies alone and will require new ways The International Maritime Organization (IMO) The EEDI will mandate improvements in hull
which ABB works, in order to offer solutions that of designing and operating vessels and fleets, commissioned a study by Lloyds Register and design and machinery, while the SEEMP will
will help ship owners and operators reduce their as well as further development of technologies Det Norske Veritas to estimate the impact of the require ship owners to develop a plan for
fuel bills today and in the future. Owners keep and energy sources. While this is a challenge, new requirements. The results from the study their ships. There are significant potentials for
their chartered fleet competitive by responding it also represents a clear money driver for show that the Energy Efficiency Design Index reduction by operational measure, and with
to growing demand of energy efficiency from the long-term strategic players. With the current (EEDI) will, as new ships are built, gradually the current fuel prices, most are also cost-
industry. These solutions will also support yards cost of HFO at above $600 per metric ton, the reduce the emissions from the world fleet effective. However, there appears to be a limited
in offering vessel designs that meet the future shipping industry faces a total annual fuel bill of with 3 percent in 2020, 13 percent in 2030, uptake of these measures caused by non-
needs. Further and more detailed presentations at least $200 billion. For providers of energy- and 30 percent in 2050. The Ship Energy financial barriers, such as lack of capital, lack
of core technologies and services can be found efficient solutions that reduce fuel consumption Efficiency Management Plan (SEEMP) will not of competence, lack of cooperation between
in the following chapters. for environmental reasons, enormous business directly mandate an emission reduction, but by actor and split incentives. Higher fuel prices will
opportunities are in prospect, but only based on increased awareness of costs and reduction lead only to a limited extra implementation of
The fuel dilemma and its opportunities reduced fuel bills. potentials, the study estimated the reduction to measures, but over time will drive technology
Global shipping consumes around 300 million between 5-10 percent from 2015 onwards. development and implement the existing set of
metric tons of fuel annually, comprising heavy The shipping cost model has changed falling measures. The SEEMP will initiate monitoring
fuel oil (HFO) used in transportation and larger capital and rising fuel costs have turned ship and target setting and look at concrete measure
ships, and marine diesel oil (MDO) used in economics on its head. to be implemented for each vessel. Awareness
offshore and smaller near-shore vessels. of the potential savings is expected to increase
Because HFO is a residual oil product, it is the the adoption of measures.

2
Design point and

energy efficiency

Design point and energy efficiency
A key concept in ship design is the design point, A good example of a vessel that barely deviates At any rate, the main implication of these The design point is the
a combination of the variables around which a from its design point is a small/medium inland considerations is that energy efficiency
design is developed and optimized. These can double ended ferry. The speed is always the must be viewed from a much broader
combination of variables around
be speed, draft, consumption, deadweight, same; the deadweight barely changes (even perspective. It is not enough to design a which the design is optimized,
weather and sea conditions, trim (normally even though the cargo deadweight may change vessel that is efficient at a particular design e.g. speed, draft, consumption,
keel) and many other variables, depending on considerably) and the weather is fairly stable point, if any variation from this would lead
the ship type and operational profile. (assuming a sheltered operating area). On to a considerable drop in efficiency. Much
deadweight, weather and sea
the other hand, a Panamax container carrier can be done at the drawing board stage conditions, trim, etc.
In principle, a vessel operating at the design that operates globally faces huge variations in e.g. optimization for multiple design points.
point is as efficient as it can be everything else weather and seas, needs to operate at a wide However, in order to achieve a different level
being equal. In other words, a vessel designed range of speeds and is subject to fairly large of energy efficiency, a sound design must be In principle, a vessel
around a certain design point would have the cargo variations during a round voyage. combined with power management and data
best optimization for the given variables, i.e. the management technology that allow the crew
operating at the design point
least fuel consumption, and a certain draft, trim, Still, there are vessels where the deviation from the to operate the vessel more efficiently across a is as efficient as it can be
cargo intake, propeller and hull cleanness and design point is less obvious. Take a bulk carrier, for wider range of conditions. everything else being equal.
sea/weather conditions. example. These vessels are designed to operate
based on two cargo conditions: full and ballast.
But what happens if the vessel operates outside They are also designed to operate at constant
One draft, one speedor do you need flexibility in design point?
its design point? And how often does a vessel power (i.e. a lower speed with full draft and a
do so? What is the range of variation for the higher speed with ballast draft). In addition, the
different variables? designer assumes that the vessel must be able to
maintain its design speed with full draft and under
One could argue that these issues depend on certain weather conditions, and therefore designs
the type of vessel: that in principle no deviation for a certain Sea Margin. Normally equaling a
from a design point can exist and the idea is percentage of the power required to propel the Single point optimization
therefore meaningless. In the case of some ship at a certain speed and draft, the Sea Margin
vessels, this is probably true. But if we look is usually set at 10-20%. This means that if the Range optimization
deeper into the operational profile of different resistance offered by sea states is different to that
types of vessels, we begin to see a different assumed for the design point, the vessel is likely to
Fuel consumption
pattern. move at a different speed or have a different power
consumption (either more or less). Design range
What happens if the vessel

Since a seagoing vessel is likely to face a wide
operates outside its design range of sea states over its lifecycle for which
point? the added resistance is likely to be different to
the SM used to define the design point we
can conclude that it is highly likely to operate
How often and how far does outside its design point for a significant part of
a vessel operate outside its its lifetime. Consequently, the vessel will not
design point? operate as efficiently as its designers assumed. Design point
The economic implications of the above will

What is the range of variation depend on how far and how often a vessel
for the different variables? operates off the design point.
Speed (DWT, Sea, Weather, Fouling, Trim)

3
How can you

improve your
energy efficiency?

3.1. How can you improve your energy efficiency? 3.2. Where does the energy and money go?
The big picture in energy consumption and Below, the Sankey diagram visualizes the
energy saving energy flow, from fuel to utilization. It should be
Understanding the energy balance is essential noted that values vary significantly according
for addressing the concerns of key consumers to the type of vessel, and that a diagram like
and calculating savings potential in greater this does not capture the dynamics of different
detail. operational modes.
The energy balance can be calculated based on The diagram provides information on the
a ships design documentation and/or verified conversion of all mechanical power into
using onboard measurements. An onboard electricity, for flexible distribution between
energy assessment will enable the calculation various loads. In the case of conventional or
of each source of energy consumption, with hybrid propulsion, some of the power bypasses
sufficient accuracy for use in an energy balance conversion into electricity and is transferred
chart. ABBs advisory system provides energy directly to propulsion.
monitoring tools in EMMA Advisory Suite
with which the total energy balance can be
visualized.
International shipping is facing tough times with strategic perspective, they may also present
escalating fuel prices, stricter environmental vast opportunities.
Infographics of a common energy balance
regulations and very low day rates caused by
overcapacity in most segments. It is not long How to find to the most cost effective
Engines Generators Utilization Actual Optimal
time ago, when ship cost per day exceeded 5 solutions demand demand
times the bunker cost per day. Today, dramatic For ship owners and designers, a broad palette Hotel loads
Thermodynamic power conversion
Electricity production
Conversion
variations and high levels in fuel costs, and of solutions is available for meeting such Fuel Mechanical Electrical
major fluctuations in income rates, are causing challenges. The key question concerns which power power Vessel loads
revenues to hemorrhage for unprepared ship of these are most cost-effective and which
Energy storage
operators that lack the ability to adjust vessel will continue to be suitable in the long-term. Propulsion
operations and the associated expenses. While However, two tendencies seem to be clear: Batteries
HFO costs are now above $600 per metric ton, For ship owners and designers there is a clear
Super-capacitors
the shipping industrys total fuel bill has become trend towards increasing efforts to design
Waste
an extremely heavy burden for the ship owners. vessels for flexibility in terms of their fuel heat
WHR
Heat process
recovery
source and the operational loading of their systems Steam/HT
and LT water* Wasted energy due to:
For providers of energy efficiency solutions, propulsion systems.
Conversion and transmission losses

Equipment tear and wear
St Inadequate maintenance
such as ABB, this represents a huge opportunity There is also increasing interest in reaping the ea
m
/h Non-optimal operation
i
which could also dramatically ease the situation benefits of electric propulsion in new vessel Heat
gh
te
mp
of ship owners. Another, related factor is segments, particularly with respect to hybrid Di
era
es
Propeller losses
Ge
tur
increased public awareness of pollution and propulsion concepts.
el
ew
nera
en
gin
ater
tor los
emissions into the environment, in response
losses
losse
ses
to which rules and regulations are being set at This chapter will guide you on how to identify *High and low temperature water
s
both local and global level. While these could those areas that are essential to maximizing Energy ow Lost or unused energy
be considered a burden on ship operators, your fleets energy efficiency and savings
for operators with foresight and a long-term potential.

3.3. There are many ways to improve energy

efficiency. How to focus on the right things?
In the case of cruise ships, a primary utilization By reading the diagram from left to right, you Energy Efficiency as defined by IMO take account of the fact that no two shipping
factor would provide comfort to guests (the can readily see how a large portion of the fuel The Ship Energy Efficiency Management Plan companies are the same, and that ships operate
hotel load). For platform support vessels, turns into waste heat due to the inefficiency of (SEEMP) represents a possible approach to under a wide range of conditions.
dynamic positioning would be more useful while, the combustion engine. However, reading the monitoring ship and fleet efficiency performance
for tankers, the speed from A to B is the key diagram from right to left could provide an even over time. It is also an option to consider when We already today see an increased demand,
issue. The type of work done onboard would more valuable insight into how the cost driver seeking to optimize a ships performance. where charterers require a well-established
vary in each case the width of the arrows on the left, fuel consumption, could be tamed SEEMP from the ship owners.
indicates how the amount of energy consumed more effectively. Improvements in the processes The purpose of a SEEMP is to establish a
would change from one minute to the next. on the right would affect the left side by a factor mechanism through which a company and/ In order to facilitate a systematic and analytical
of two or three. or ship can improve the energy efficiency of approach to energy efficiency, SEEMP is
In static terms, we can fundamentally view the a ships operation. A ship-specific SEEMP divided in 4 steps as described in the diagram
diagram as representing the energy accounted The most effective strategy for achieving should be linked to a broader corporate energy below. The ultimate goal is to increase energy
for during one year in operation, or as the improved energy efficiency and reducing fuel management policy for the company that owns, efficiency, reduce total fuel costs and, as such,
energy flow for an entire fleet. costs would be extremely simple: closing the operates or controls the ship. It should also reduce emissions into the air.
gap between optimal and actual demand.
Planning
Selecting ship and company
specific measures
Training
Goal setting
Self evaluation & improvement Implementation

Assess the effectiveness of Establishment of implemantation
improvements achieved system
Performance analysis implemantation and recordkeeping
Reporting to key stakeholders
Monitoring
Emphasis on minumum additional
work load for the crew - automatic
function
Continuous and consistent

3.4. Energy appraisal vital knowledge when

making investment decisions
Systematic approach to energy savings by A SEEMP is used to establish ABB Marine Energy Appraisal is a service that significant energy savings can be made.
ABB identifies your potential for making fuel savings Reduced energy consumption lowers CO2,
ABBs straightforward and systematic approach
a mechanism enabling a and emission reductions onboard, by using SOX and NOX emissions.
is illustrated below. It begins by identifying company and/or ship to ABB Energy efficiency solutions. Fuel saving
where you are on the scale of efficiency and improve the energy efficiency and emission reduction, the investment cost You obtain a technically guaranteed,
ends with the implementation of the most and payback time are analyzed for one or all of optimized solution
energy-efficient approach. Ultimately, while
of a ships operation. ABBs turnkey energy efficiency solutions. A typical energy efficiency project begins
operation of the ship includes technical A report of these analyses provides a firm basis with an energy appraisal, in order to analyze
measures, services such as energy efficiency for evaluating the related benefits and making the potential for energy and fuel savings
audits and training play a key role in achieving a investment decisions. and emission reduction. Executed by ABB
more efficient operation. engineers, such a project guarantees a
A typical situation technically optimized solution and qualified
Ships pump and fan applications are typically installation. Once the modified process has
over-dimensioned for the actual needs in been started, measurements can be used to
question. Overdimensioning results from verify the actual results.
design criteria set to meet a vessels extreme
operating conditions. However such conditions Scope of supply
are rarely met in everyday operation. Pumps In every case, this service includes a set of
and fans constantly run at full speed and the analyses related to fuel savings and emission
flow is controlled by valves and dampers. Such reduction potential. The analysis report comes
control methods waste energy. By equipping complete with a price estimate for ABBs
applications with frequency converters, recommended energy efficiency solutions.
Step 0
Understand where
you are
Analyze current
operations
Step 1
Set targets and
Concentrate on
make a plan Step 2
simple improvements
Begin follow-up Improvement of
Daily operation and
systems
maintenance
Minor modifications
Focus on zero or
during normal
low-cost items
operation
Focus on items with
Step 3
a payback period of
Improvement of
less than two years
Fuel systems and ship
consumption hull
Fuel Modifications
consumption requiring dry docking
Fuel
consumption
Fuel
consumption

3.5. Energy efficiency audit the first concrete step

towards saving energy, the environment and money
Energy efficiency audit Environmental efficiency audit
Why? What? Energy efficiency audit steps Why?
The objective of an energy audit is to bring a Such an audit includes an assessment of the Find the potential The objective of an environmental efficiency
vessels overall energy efficiency to a clearly main machinery and equipment, as well as the Behaviors and practices audit is the most accurate identification and
higher level, by identifying various operational evaluation of ship operations and maintenance Monitoring and targeting quantification possible of emissions into the
and technical improvement options. The practices in all of the relevant areas. Reporting Technology and control environment during typical vessel operation.
outcome of the audit is a detailed roadmap of the audits results includes: In addition, the possibilities, both technical
for achieving possible energy efficiency Actual proposals for improving fuel efficiency Introduce the options and operational, for reducing emissions are
improvements, with estimated investment costs in all areas of the vessel. Alignment workshops and prioritization evaluated.
and saving potential. The economic feasibility of all identified process
improvements is evaluated by estimating the Quick-win project implementation What?
saving in operational costs. Project specification You will obtain a comprehensive picture
An outline of SEEMP, required by IMO for all Opportunity confirmation of your multiple technical and operational
ships, can be included. possibilities for reducing the fuel consumption
Gain the benefits of your vessel(s). Your improvement potential is
Reporting Best-in-the-field equipment quantified, based on estimated investments and
An outline of SEEMP, required The written audit report includes an audit plan Advisory solutions annual savings.
by IMO for all ships, can be and targets, the main findings from the onboard Services and assistance
assessment with estimated savings and costs,
included in energy efficiency and a wrap-up presentation with a roadmap for
audit achieving energy efficiency improvements.

3.6. Energy and environmental efficiency trainings
Energy efficiency training Environmental efficiency training What you get

The scope of energy efficiency training includes The objective of environmental efficiency training is increased knowledge and awareness among
improving the fuel economy of vessel(s) by is to lower vessels impact on the environment by your crew of energy and environmental efficiency
raising crew awareness when operating the ship raising crew awareness of various environmental and the related issues. Greater knowledge
and its machinery. This is done through both issues. The emphasis is laid on technical and reduces fuel consumption over a longer
theoretical examples and practical principles. The operational means of reducing emissions, as timeframe, through enhanced competencies
related training sessions consist of an interactive well as on current and forthcoming legislation. among the crew and possible adjustments to
combination of lectures, case studies and Participants should include chief engineers and daily operations.
discussions on energy efficiency. Training material captains, and any other key persons (shore/ship/ Providing the big picture on fuel saving
includes basic theoretical guidelines applicable to technical) chosen by the client. onboard
the selected vessel and operation. Participants Refreshing your theoretical knowledge of the
should include chief engineers, captains and ship and her systems
any other key persons (shore/ship/technical) Providing practical evaluation tools and
proposed by the client. Training can be arranged methods
at your office, onboard or at a training center. Strengthening the commitment to a common
goal
Includes interactive workshop for initializing
creation of a company SEEMP
By acknowledging the current Benefits for the ship owner

Awareness of energy- and environmental
status, and understanding efficiency enables the owner to determine and
measures for optimizing monitor the current status of the vessels energy
processes, action can be taken production, consumption and emissions. Actions
to reduce energy consumption can be performed
to reduce energy consumption. by understanding the ships current status and
the measures required to optimize processes.
The results will appear in terms of increased
competencies amongst the crew, and their
understanding of the potential for reducing the
vessels operating costs.

4
Energy efficiency
solutions

Energy efficiency solutions
Fuel is now the biggest cost element for An overview of each vessel segment is shown, Table 1 provides an overview of our various Hotel & Cargo
charterers. Under these circumstances, energy as in the example in figure 1 below. In addition, offerings, and of the area and vessel segments Heating, ventilation and air conditioning (HVAC)
efficient vessels will manage to attract premium there is an introductory overview and detailed for which each ABB solution provides the best fit. represent the biggest single source of energy
rates, whereas inefficient vessels may struggle description of each solution (see figure 2). For consumption onboard a passenger vessel. A
to be chartered at all. However, the game is not example, for solution 1 an overview is given on Propulsion & Hull great deal of interest is being raised in improving
lost: there are ways of improving the energy page 54, while the detailed description begins Solutions in this category vary between ready the energy efficiency of these processes, since
efficiency of todays global fleet. This chapter on page 78. designed, small propulsion packages and this can lead to major reductions in overall
will introduce ABBs various solutions for the software supported advice for optimized hull power consumption. Overall efficiency can be
marine industry, by vessel segment cleaning periods. ABB has developed an office- increased by installing high-efficiency motors,
based tool for estimating and forecasting hull with 40% less losses, in cargo equipment.
and propeller fouling.
Figure 1: Dry cargo vessel segment, as an example of the vessel specific solution offering
Operational advice
Power production & Machinery spaces Operational advice can be divided into several
Processes within this category are well categories, such as performance monitoring
represented in ABBs energy efficiency offering. based on data automatically collected via a central
This offering can be divided into solutions system. This can also be data collected manually,
4 highly suitable for the retrofit market, as well as processed via an energy efficiency audit and
solutions mainly intended for new build, such as presented in a report. The goal is that, on the basis
the Onboard DC Grid. of such data, the crew will raise awareness and
take action to improve overall efficiency onboard.
Table 1: Presentation of energy efficiency solutions by vessel type
Passenger Dry cargo Tankers Oil & Gas Work boats

vessels vessels (includes OSVs)
o
4 2i Propulsion &
8 12345 12345 12345 12345 12345
7 9 y p 1 t u 1 2 3 Hull
Mechanical shaftline 6789q 6789q 6789q 6789q 6789q
werty werty werty werty werty
uiop uiop uiop uiop uiop
Figure 2: Guide to navigating between solutions and descriptions Power 12345 12345 12345 12345 12345
production &
Machinery
6789q 6789q 6789q 6789q 6789q
Propulsion & Hull
7 Variable frequency drive for shaft spaces
1 ABBs energy efficiency and generator (PTO/PTI) 61 118
advisory systems 54 78 8 Improved fuel efficiency with waste
heat recovery system Hotel & 12345 12345 12345 12345 12345
y Shaft torque and power metering 71 164 62 124
Cargo
9 Diesel electric auxiliary propulsion 6789q 6789q 6789q 6789q 6789q
Power production & Machinery spaces system 63 130 werty werty werty werty werty
t Shore-to-ship power 70 158
1 ABBs energy efficiency and y Shaft torque and power metering 71 164
advisory systems 54 78 Operational
u High efficiency motors 72 170 12345 12345 12345 12345 12345
2 Variable frequency drive for i Diesel engine speed regulation 73 174
advice
6789q 6789q 6789q 6789q 6789q
cooling systems 55 86
o Automatic voltage regulator 74 180
4 Winch control with variable
frequency drive 58 100 uiop uiop uiop uiop uiop

Solutions/products and consulting services to be

introduced in this guide
Solutions Products Solutions Products

1 ABBs energy efficiency A vast portfolio of performance management tools for t Shore-to-ship power Shut down all of your engines while berthed and reduce your
and advisory systems minimizing fuel costs, and maximizing the availability and emissions to zero. Gain a reduced fuel bill, by using onshore
improving the overall safety of vessels. power.
2 Variable frequency drive for A simple and efficient way to achieve major savings in fuel y Shaft torque and power Do you know whether your engines are running optimally?
cooling systems consumption on various onboard pump and fan applications. metering Accurate shaft power and RPM measurement can help
3 Variable frequency drive to Controlling pumps and fans in HVAC processes with VFD determine whether this is so.
control HVAC systems provides substantial savings in fuel consumption and u High efficiency motors ABB high efficiency motors meet the highest efficiency
reduced maintenance costs. requirements in all load points. This enables the use of VFDs
4 Winch control with variable A smooth, stepless speed and torque control solution, with in all motor applications. Losses reduced by 40%.
frequency drive a special winch control program and Direct Torque Control i Diesel engine speed The DEGO III digital governor system not only reduces fuel
feature for increasing system reliability. regulation consumption and maintenance, creating savings in operating
5 Onboard DC Grid Up to 20% fuel saving when taking full advantage of all costs, but also cuts exhaust emissions.
features, including energy storage and variable speed o Automatic voltage regulator UNITROL 1000 products, designed for compliance with
engines. Improved dynamic response in DP mode. worldwide grid codes, for reliable control of a machine, even
6 Hybrid power plants An additional and/or alternative power source to diesel during heavy failure conditions on the network.
enabled by batteries generator sets, providing reduced fuel consumption and p Two stroke diesel engine A well-tuned and balanced engine consumes less fuel. ABB
enabling zero emission operation. performance monitoring Cylmate System enables fuel-consumption reductions of
7 Variable frequency drive for Use the shaft generator in a wider operating window, around 12%, with a short payback time.
shaft generator (PTO/PTI) enabling the use of a hybrid solution with flexibility in power
intake and output modes.
1 Product/solution applicable for both retrofits and new vessels
Improved fuel efficiency Through the WHRS, recovered energy, typically 10% of
2 Product/solution feasible mainly for new vessels
8
with waste heat recovery the main propulsions shaft power, is converted back for
system mechanical work.
9 Diesel electric auxiliary A simple approach to improving a vessels operational profile
propulsion system involves installing an electrical auxiliary propulsion system for
CPP operated vessels running at low speeds: 06 kn.
q Small power propulsion Small power range of ready-designed electrical propulsion
solution system packages; typical power range of 100 to 400 kW is
highly suitable for smaller vessels.
w Azipod propulsion A podded electric main propulsion and steering system Consulting services These services are applicable to all vessel types
driving a fixed-pitch propeller at variable speed, known for its 1 Energy appraisal An easy way to increase awareness of fuel savings and
high hydrodynamic efficiency. emissions reduction potential. A customized study that
e Azipod hydrodynamics A retrofit package for further improving Azipod enables the improvement of a vessels energy efficiency.
upgrade hydrodynamic efficiency, with the fuel savings effect 2 Energy efficiency audit For clearly improving the overall energy efficiency of a vessel
occurring across the vessels entire speed range. by identifying various operational and technical improvement
r Marine automation Run your systems closer to peak efficiency, combine the options.
modernizations and energy automation retrofit with an advisory system to increase your 3 Energy efficiency training To improve the fuel economy of vessel(s) by raising crew
efficiency awareness of power production and consumption. awareness when operating the ship and its machinery.

Passenger vessels
Product/solution applicable for Product/solution feasible mainly
1 both retrofits and new vessels 2 for new vessels 3 Consulting service Solution overview Detailed solution description
o 26i
o 26i
4
q
w
Mechanical shaftline
7 9 y 1 3 5 r t u 1 2 3
e
Propulsion & Hull Hotel & Cargo Consulting services

5 Onboard DC Grid 59 106
1 ABBs energy efficiency and 6 Hybrid power plants enabled by 1 ABBs energy efficiency and 1 Energy appraisal 21
advisory systems 54 78 batteries 60 114 advisory systems 54 78 2 Energy efficiency audit 22
q Small power propulsion solution 64 136 7 Variable frequency drive for shaft 3 Variable frequency drive to 3 Energy efficiency training 24
w Azipod
propulsion 66 142 generator (PTO/PTI) 61 118 control HVAC systems 56 92
e Azipod hydrodynamics upgrade

68 150 9 Diesel electric auxiliary propulsion u High efficiency motors 72 170
y Shaft torque and power metering 71 164 system 63 130

r Marine automation modernizations Operational advice
Power production & Machinery spaces and energy efficiency 69 154
1 ABBs energy efficiency and
1 ABBs energy efficiency and advisory systems 54 78
y Shaft torque and power metering 71 164
advisory systems 54 78
u High efficiency motors 72 170
2 Variable frequency drive for i Diesel engine speed regulation 73 174

frequency drive 58 100

Passenger vessels Pullmantur reduced fuel consumption and

diminished its ecological footprint
Alejandro Zorzo | Head of Technical Procurement at Pullmantur
Challenge and opportunity In fact, this is what makes cruise vessels We are not only seeking for our cruises to New high-efficiency system
In recent times, little effort has been invested so interesting from the energy efficiency be an example of quality and attention to To achieve the energy-saving objective, ABB
in improving the energy efficiency of passenger perspective. Major savings potential exists in our clients, but also of highest respect to the installed a new system with high-efficiency
vessels. Only lately has a greater focus and their power production and consumption, based environment and this project brings us closer to electric motors, controlled by frequency
effort been put into reducing operational costs on optimizing various processes by means of that objective, says Alejandro Zorzo, head of converters, to drive the pumps in accordance
Technical Procurement at Pullmantur. with requirements at any given time. The
by lowering energy consumption. Even today, technology, software and operational consulting.
scope of the project included a needs analysis,
vessels are being built to older technical
Pullmantur is committed to reducing its ecological engineering, the provision of control cabinets,
specifications, meaning that even new vessels Ferry footprint, particularly in CO2 emissions. It therefore frequency converters and motors, and the
can be highly inefficient. Ferries are characterized by relatively high warmly welcomed and acted on ABBs proposal installation and start-up of the system.
installed power, since they usually operate on from the outset. Throughout the years ABB has
Passenger vessels often operate close to shore short routes with a fixed itinerary and regular developed and installed electrical and automation Installation of the new pump control system has
and call into port in populated areas, which departures. In other words, they must keep systems on Pullmantur vessels and has gained led to an average saving of almost 40%, i.e.
are governed by more stringent environmental to schedule in all kinds of loading conditions detailed first-hand knowledge of their ships. approximately 100,000 kWh per annum. This is
regulations. This requires the use of cleaner and operational modes, for example in icy equivalent to an annual reduction of 50 tonnes
fuel with a low sulfur content, resulting in much conditions during the winter. Increased fuel The Sovereign, the vessel chosen to begin the in CO 2 emissions, in addition to the fall in costs
higher operational costs. prices have made this extremely challenging project, has two cooling systems for its four associated with lower fuel consumption.
propulsion engines. These systems use sea water
for the ferry industry. Indeed, it is perhaps in
as a coolant, which is sent to the cooling circuit by
Cruise the ferry sector that the need to reduce fuel
four pumps. Until now, the cooling system pumps
Because they are often large, cruise vessels costs is most urgent. ABB has the technology,
unnecessarily functioned at full power whenever
require a high amount of propulsion power. software and operational knowledge required to the ship was in operation. An analysis performed Pullmantur Cruises is the largest Spain-based
However, on average the hotel load can be as improve energy efficiency onboard a passenger on the vessel demonstrated significant potential cruise line with a career spanning over 40 years.
much as 50% of total fuel consumption over vessel. Most of its solutions in this regard have for energy savings, if the operation of the pumps The modern fleet consists of five ships with a
a single year. Long port times and modest a reasonable short return on investment and, was adapted to the actual cooling needs. Until daily capacity of more than 12,000 passengers.
cruising speeds are typical of cruise vessels, in most cases, a vessel can remain in normal that time, two of the pumps operated at 100 % The Group, headquartered in Madrid, employs
even when the design criteria are set to meet operation during installation and start-up. capacity in cases where only 40% was actually over 7,000 professionals and it is the holiday
much higher design speeds. required. However, the electric motors that choice for more than 1 million customers per
drove the pumps were incapable of adjusting the year. Since 2006, the group belongs to the
operational power used. Royal Caribbean Cruises Ltd.
*) Compared to conventional diesel electric AC distribution
t
Average payback time
5 years
r w
i 6
y u q7
3 years
4
3 3
o
1 year
2 21 9 e
*
1
5 50 kUSD 500 kUSD 5000 kUSD
Average investment cost

Dry cargo vessels

4 o
8 2i
Mechanical shaftline
7 9 y p 1 t u 1 2 3

7 Variable frequency drive for
1 ABBs energy efficiency and shaft generator (PTO/PTI) 61 118 1 ABBs energy efficiency and 1 Energy appraisal 21
advisory systems 54 78 8 Improved fuel efficiency with advisory systems 54 78 2 Energy efficiency audit 22
y Shaft torque and power metering 71 164 waste heat recovery system 62 124 2 Variable frequency drive for 3 Energy efficiency training 24
9 Diesel electric auxiliary propulsion cooling systems 55 86
Power production & Machinery spaces system 63 130 u High efficiency motors 72 170
1 ABBs energy efficiency and y Shaft torque and power metering 71 164 Operational advice
u High efficiency motors 72 170
i Diesel engine speed regulation 73 174 1 ABBs energy efficiency and
cooling systems 55 86 advisory systems 54 78
4 Winch control with variable p Two stroke diesel engine y Shaft torque and power metering 71 164
performance monitoring 75 184

Dry cargo vessels EMMA will take us and the whole industry
a huge step forward
Container carriers container carriers, which represent the smaller EMMA Advisory Suite - ABBs cutting-edge With these solutions, we are better equipped
Since the maiden voyage of the M.V. Ideal X end of this segment, this means adapting to system shows remarkable results to help ship operators reduce fuel consumption
in 1956, with a consignment of 58 containers, sharp increases in fuel prices and increasingly ABBs Energy Management system for Marine efficiently and provide added-value technology
the container industry has never stopped stringent environmental requirements. Applications (EMMA) has once again shown first to all ship owners, says Heikki Soljama, head of
growing. This has driven the development of class results in real life action. EMMA system the ABB business unit Marine and Cranes.
bigger ships and engines. Container carriers Challenge and opportunity
was installed to five multipurpose cargo vessels
are currently used to transport around 90% of A container carrier is traditionally designed for
with over 23,000 DWT each and to two 13,000 It is vital that EMMA is providing real time
non-bulk cargo worldwide. The industry has been a certain route and speed. But what if these
gaining efficiency by building bigger and faster demands change? The pace of globalization TEU cargo ships. relevant data to the crew so they can analyze
vessels. On long-haul routes, vessels such as the has already shown that cargo flows are the areas where the vessels performance is
Emma Maersk are enabling the achievement of changing much faster than vessel lifecycles. With fuel costs representing 88% of the total lacking. To be able to be proactive you need
unprecedentedly low transport unit costs ($/TEU. Consequently, ship owners are seeking vessel cost of a 13,000 TEU vessel, the customer to know your baseline, your current condition
nm). However, the rise in fuel costs has brought designs that are as flexible as possible, with a selected ABB after being impressed by its and the best possible conditions at that
energy efficiency into focus. Although size is still a variety of power sources that can produce the dynamic trim concept and last September very moment, not one day or six hours after,
key driver of transport efficiency, greater effort is power required for different scenarios, as well confirmed a 6% saving with the retrofitting of commented the customer.
now being directed at reducing the fuel bill. as an advisory system that can inform them of one of the vessels.
the most energy efficient approach to meeting Different analyses with EMMA has revealed that
The largest marine engines can be found in demand.
EMMA is recognized as a unique tool to gather while savings of 10%-plus can be achieved from
todays large container vessels. Although
exact energy consumption data and shipping implementing such procedures as propeller
these, mainly slow speed, two-stroke diesel High-efficiency turbochargers and Waste Heat
companies agree that in these difficult economic polishing and hull conditions, clear voyage
engines are the most energy-efficient propulsion Recovery Systems (WHRS) can transform
engines, even they only achieve an energy a considerable amount of waste heat into times when the vessels are sailing with lower instructions, autopilot settings, trim and ballast
efficiency of 50%. In addition, modern container usable energy. Electricity produced by WHRS cargo volumes, it is essential that performance conditions and weather routing. There are
vessels have a growing number of reefer slots, significantly increases overall efficiency, reducing can be optimized regardless of overall sailing masses of things that cost little or nothing but
with a high requirement for electric power, CO2 emissions by tons. conditions. there are prerequisites, much of fuel saving
usually produced by three to four powerful is due to the attitude and training of the crew
diesel generator sets. Together, these present Our shaft generator provides cost effective, onboard whether on the bridge or in the engine
huge opportunities for efficiency gains. environmentally-neutral electric power to room.
onboard services when required. When excess
The strict emission regulations pose a major electric power is available, it is used to boost
challenge to short-distance shipping. For feeder the propulsion system.
Propulsion power breakdown showing energy losses to different external and environmental conditions.
t
5 years
i 8
y4
3 years
7
u
3
o
21 p
1 year
2 9
1
50 kUSD 500 kUSD 5000 kUSD

Tankers
4 i2
8 o
w Mechanical shaftline
7 9 y p 1 5 u 1 2 3

1 ABBs energy efficiency and 7 Variable frequency drive for shaft 1 ABBs energy efficiency and 1 Energy appraisal 21
advisory systems 54 78 generator (PTO/PTI) 61 118 advisory systems 54 78 2 Energy efficiency audit 22
w Azipod
propulsion 66 142 8 Improved fuel efficiency with 2 Variable frequency drive for 3 Energy efficiency training 24
y Shaft torque and power metering 71 164 waste heat recovery system 62 124 cooling systems 55 86
9 Diesel electric auxiliary propulsion u High efficiency motors 72 170
Power production & Machinery spaces system 63 130
y Shaft torque and power metering 71 164 Operational advice
1 ABBs energy efficiency and u High efficiency motors 72 170
advisory systems 54 78 1 ABBs energy efficiency and
i Diesel engine speed regulation 73 174
cooling systems 55 86 y Shaft torque and power metering 71 164
p Two stroke diesel engine
4 Winch control with variable performance monitoring 75 184

Tankers Overall energy consumption was lowered by

3.5% on a chemical tanker
The chief characteristic of sea-borne crude mainly powered by Diesel Electric/Dual Fuel The target was to improve the energy efficiency engine running hours, propeller rpm, engine
transport, namely the average size of cargo (DE/DF) propulsion plants. This propulsion of the 182 meter, 43,475 DWT chemical tanker. room temperature and pressure as well as
parcels, has directed efforts to achieve solution provides much greater efficiency than Based on ABBs energy appraisal, the decision sea water temperature. The logging data was
efficiency in crude oil tankers to focus on size traditional plants. However, many opportunities was made to invest in variable frequency drive collected with an interval of 10 minutes.
rather than technology. remain for optimising the related power plants, solution for cooling systems, for two on board
using software developed by ABB. sea water cooling pumps and four ventilation An actual and verified energy saving of 72%
Capital has traditionally been the key cost fans in the engine room. Calculated saving was achieved on the engine room fans and sea
component in the overall cost structure. Shuttle tankers based on the energy appraisal was 70%. water cooling pump processes. In annual terms,
However, the rise in fuel costs and increased The operational profile of Shuttle tankers is such this means a reduction in fuel consumption of
awareness of emission control and reduction that, in many cases, diesel electrical propulsion The installation and commissioning of the 319 tonnes, giving a saving of 220,000 USD
have recently drawn the attention of charterers offers the most energy-efficient option. ABBs improved system were done in a short time in monetary terms. Besides the fuel savings,
and operators to the energy efficiency of these recently launched DC-grid can further improve period while the ship was in normal operation. the unburned fuel represents a significant
types of vessels. energy efficiency. The flexibility provided by this Instantly after the installation and commissioning environmental pay-off. Thanks to ABBs variable
novel concept is likely to improve fuel savings by of the system, it was possible to record energy frequency drive solution for cooling systems,
On the other hand, the tanker segment is as much as 30%. savings, when comparing the previous energy the chemical tanker in question emitted nearly
not limited to crude tankers, since it includes consumption to the energy consumption with 1,000 tonnes less of carbon dioxide into the
other types of vessels, each with their own Chemical and product tankers the improved system. atmosphere. These changes resulted in a 3.5%
specificities. Most product and chemical tankers are overall fuel consumption reduction for the ship,
equipped with several cargo pumps, which For saving verification, a one year period was with an investment payback time of less than
LNG carriers require a considerable amount of power. ABB defined. During this period ABB collected half a year. That is to say, upgrading was very
Although most LNG carriers in service are has specific solutions, which could significantly essential data of the ships operation, such as wisely spent money.
powered by steam, the current order-book and reduce both fuel consumption and wear-and-
vessels delivered over the last few years are tear in cargo pumps.
* Compared to conventional diesel electric AC distribution

** Compared to diesel-mechanical propulsion plant. Dependent on tanker type and size, e.g. ice-going tankers.
w* *
5 years
Total fuel consumption [%]
8
i Propulsion
y4 7
3 years
85%
3 u Saving SWC
1%
o Saving EV
21 p
1 year
2 9 2%
*
1 Aux
5 50 kUSD 500 kUSD 5000 kUSD
12%

Oil & Gas

2
i 6
4 o
1 3 5 r u 1 2 3
w

1 ABBs energy efficiency and frequency drive 58 100 1 ABBs energy efficiency and 1 Energy appraisal 21
advisory systems 54 78 5 Onboard DC Grid 59 106 advisory systems 54 78 2 Energy efficiency audit 22
w Azipod
propulsion 66 142 6 Hybrid power plants enabled by 2 Variable frequency drive for
3 Energy efficiency training 24
batteries 60 114 cooling systems 55 86
Power production & Machinery spaces r Marine automation modernizations 3 Variable frequency drive to
and energy efficiency 69 154 control HVAC systems 56 92
1 ABBs energy efficiency and u High efficiency motors 72 170 u High efficiency motors 72 170
cooling systems 55 86 Operational advice
1 ABBs energy efficiency and


Oil & Gas Myklebusthaug Management invested in the

innovative idea to power sharing agreement
Roald Myklebusthaug | Myklebusthaug Management
We have seen increased demand for the rigs and platforms. Despite this, for much of the Norwegian owner Myklebusthaug decided ABB is a strong company and we expect them
opening up of new areas of oil production. New time they operate on stand-by at platforms. to invest in the innovative idea. In November to provide us with the best of the best. We
technologies enable drilling in deep waters, and 2011 the company agreed to equip a newbuild count on their backing both before and after
there is high demand for new drilling vessels with Challenge and opportunity platform support vessel with the DC Grid. delivery of the vessel, said Myklebusthaug.
the required extra capabilities. Large seawater and ballast pumps are
He adds that the companys reasons for
extensively used on drilling vessels. These pumps
Vessel types unnecessarily run continuously at 100%, leading to Roald Myklebusthaug of Myklebusthaug fitting its next vessel with DC Grid are purely
A floating vessel is required for offshore drilling excessive energy and fuel consumption. A variable Management, the first owner to use the DC Grid economical. With performance on a par with
deeper than 120 m. Semi-submersibles frequency drive system for controlling pump speed on board one of its vessels, said he does not conventional diesel-electric propulsion systems,
obtain their buoyancy from ballasted, watertight brings significant energy savings. feel as if his company is taking a risk. the most fuel-efficient vessel will always be the
pontoons located below the ocean surface and most attractive in the market.
wave action. Due to high stability, the operating The power plant/switchboard configuration We saw that only a few things are new. Most
deck can be located high above sea level. can be designed so that the number of running of the equipment is well-known with proven ABBs Onboard DC Grid is flexible with respect
Through de-ballasting, a semi-submersible diesel engines required is dependent on the
performance. We do not see it as a problem to use of various power and fuel sources, and it
vessel can be transformed from a deep into a vessels overall power requirement, rather than
shallow draft. the switchboard configuration. that a new control system and new software is gives clear benefits for vessels operating in DP,
needed. Myklebusthaug is referring to the fact with respect to fuel consumption but also with
Drill ships are most often used for the exploratory The variable power consumption of OSVs makes that while the new control system is DC driven, respect to dynamic performance of the thruster
offshore drilling of new oil or gas wells. They can them excellent candidates for the Onboard DC the AC-based components can still be plugged system.
also be used as platforms when performing well Grid system. Due to redundancy considerations, in.
maintenance or completion work, such as casing DP vessels often run several diesel generators Myklebusthaug Management AS is a fully
and tubing installation. The greatest advantage in parallel. This means that the connected diesel
ABBs Onboard DC Grid is part of a revival integrated ship management company operating
lies in their ability to drill in water depths of more engines spend most of their running hours at
of power solutions using DC and will provide dry cargo vessels, offshore supply vessels
than 2,500 m and in the time saved when sailing relatively low loads, at which fuel efficiency is
between oilfields worldwide. significantly lower than at optimal load. highly efficient power distribution and electric and barges. At present, the total number of
propulsion for a wide range of vessels. It is employees is about 210 persons, of which
Offshore support vessels (OSV), such as For DP equipped vessels, advisory systems with designed for ships with low-voltage onboard 12 are shore staff. The main office is located
platform supply vessels, anchor handling tug advanced features enable maximized workability circuits, such as offshore support vessels, at Fonnes, Norway. The vessels managed
supply vessels, rescue vessels and ice breaking and additional productive hours during DP tug boats, ferries and yachts, and can reduce by Myklebusthaug Management are mainly
OSV are specially designed to supply offshore oil operations. fuel consumption and emissions by up to 20 owned by different companies within the
percent. Myklebusthaug Group
** Compared to mechanical thruster with electrical drive. Dependent on vessel size.
5 years
r
i 6
3 years
u 4
3 32
o
1 year
2 1 9
1* *
*
5w 50 kUSD 500 kUSD 5000 kUSD

Work boats
2
6
o i
4
q
w Mechanical shaftline
7 9 y 1 5 t u 1 2 3

1 ABBs energy efficiency and 6 Hybrid power plants enabled by 1 ABBs energy efficiency and 1 Energy appraisal 21
advisory systems 54 78 batteries 60 114 advisory systems 54 78 2 Energy efficiency audit 22
q Small power propulsion solution 64 136 7 Variable frequency drive for shaft 2 Variable frequency drive for 3 Energy efficiency training 24
w Azipod
propulsion 66 142 generator (PTO/PTI) 61 118 cooling systems 55 86
y Shaft torque and power metering 71 164 9 Diesel electric auxiliary propulsion u High efficiency motors 72 170
system 63 130
Power production & Machinery spaces t Shore-to-ship power 70 158 Operational advice
1 ABBs energy efficiency and u High efficiency motors 72 170 1 ABBs energy efficiency and
advisory systems 54 78 advisory systems 54 78
o Automatic voltage regulator 74 180 y Shaft torque and power metering 71 164

Work boats Geopotes 15 Stable RPM for all dredging

conditions
Robert Aarens | Electrical Superintendent of Van Oord
Challenge and opportunity In order to carry out their missions, tugs are Van Oord Dredging and Marine Contractors electric power delivered by the generators and
Vessels working in harbor areas and close to equipped with large engines considering deploys 25 trailing suction hopper dredgers the shaft power consumed by the propellers
coastlines face environmental pressure from their relatively small size in particular. However, for several dredging projects: these involve in using the output of the Torductor. All load
land-based communities. This new pressure most of the time tugs use less than 25% of the the deepening, widening and maintaining variations are processed into a calibrated
has changed the design of certain vessel types, installed power, which means that the main of waterways and ports, as well as land feed forward action, causing the governor to
such as harbor tugs. Riding the same wave of engines are operated either on idle or at a very reclamation and beach nourishment. inject the right amount of fuel before the RPM
environmental awareness, the related design low load. Consequently, these types of vessels changes significantly. The result is engines that
principles are spreading to vessel types that are amongst the least energy efficient types. On board of one of these dredgers, Geopotes run at a very stable RPM. Electric power is
operate further from the coast. In this case, However, electrical propulsion combined with 15, the dredging equipment is driven by electric guaranteed, no matter how much maneuvering
the main driving force is the savings potential energy storage is opening up new possibilities motors. Because dredging requires huge occurs, ensuring continuous dredging for the
gained by efficient operational design for partial for the design of tugs, allowing these vessels amounts of power, the main engines drive Geopotes 15.
loads. This equation means electrical propulsion to achieve a completely new level of energy not only a propeller but also a relatively large
systems. efficiency. Combined, these two technologies shaft generator. During dredging, the two shaft We selected ABB to upgrade the old DEGO
could improve specific fuel consumption generators must work together in tandem. S governor because we have had good
Tugs, harbor tugs, pushers, pullers, dredgers dramatically at most operating ranges, optimize experiences of ABB products and their reliability.
and other small but powerful ships are the performance of winches through peak Since the main engines also drive the propellers, We are delighted with this new governor
typically made in series. While their design shaving and power regeneration, and make use maneuvering induces disturbances in the engine upgrade, since we need a very stable RPM
philosophy was originally well considered, the of alternative sources of energy. RPM and therefore in the frequency developed for all dredging conditions, explains Robert
final execution of the design does vary, and may by the shaft generators. Heavy disturbances Aarens, Electrical Superintendent.
lead to operations where fuel consumption is Offshore construction vessels, coastguards, easily lead to major variations, which causes the
well above that required. fishing vessels and other ships with clear generators to trip, thus interrupting dredging Van Oord is a leading international contractor
dual-type operation profiles cover longer operations. specializing in dredging, marine engineering
The move from mechanical to electrical distances at greater speed during transport, and offshore projects (oil, gas and wind).
propulsion will continue to gather pace, while before slowing to perform their work, during
To enhance dredging operations, ABBs DEGO The companys expertise ranges from design
the need to create a low-consuming idle which the operational speed is well below the
III governors have been installed in the main to execution. Van Oord is an independent
mode is increasing. This is leading to updates transit speed. An operational profile of this type
engines. Additionally, the propeller shafts are family business and employs around 5,000
involving electrical auxiliary propulsion, concept can be altered to achieve a different level of
equipped with the ABB Torductor shaft torque professionals worldwide. Its modern fleet
changes in traditional diesel-electrical solutions. consumption, by adding the electrical auxiliary
measurement system. The DEGO governors consists of more than a hundred vessels and
propulsion system to the existing propulsion.
not only measure the engine RPM, but also the other specialized equipment.
** Applicable for offshore construction vessels, when compared to mechanical thruster with electrical drive.
t
5 years
i 6
y4
3 years
q
u 7
3
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1 year
2 21
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5w 50 kUSD 500 kUSD 5000 kUSD

5
Solution
overviews

Table of contents | Solutions/products | Passenger vessels | Dry Cargo vessels | Tankers | Oil & Gas | Work boats | Detailed solution description Table of contents | Solutions/products | Passenger vessels | Dry Cargo vessels | Tankers | Oil & Gas | Work boats | Detailed solution description
5.1. ABBs energy efficiency and advisory systems 5.2. Variable frequency drive for cooling systems
ABBs Advisory Systems provides a complete product portfolio for performance There are always cooling systems on board vessels, such as sea water cooling system
management in marine applications. It includes a wide range of products for reducing energy and engine room ventilation. These processes are always dimensioned according to the
consumption, increasing the availability of the vessels, and improving the safety of the whole design point so that they can deliver the cooling demand for all the extreme conditions that
fleet of vessels. the vessel may operate in. However, how often do these vessels operate in these extreme
conditions? Some of them operate very much in these conditions, but most of the vessels do
not approach these conditions in everyday operation.
ABBs Advisory Systems modules can be either Savings and payback time The easiest and most efficient way to reduce Benefits
retrofitted in operations or installed to a new As an example, a combined solution for the power consumption in these processes is to Soft starting no high starting currents
building at the shipyard. Retrofitting can be done optimizing the dynamic trim and speed/rpm can install a variable frequency drive (VFD) to control causing disturbance on the network.
without interruptions to the vessel operation. easily save up to 7% in propulsion energy costs. the cooling capacity when operating at less than No process disturbance due to voltage drops;
On a large container vessel with a capacity extreme conditions. ABB provides specialized no trips of other electrical devices connected
Advisory Systems has two product lines which of 13,000 TEU, this means a payback time solutions and services to improve the energy to same bus.
can be combined freely to enable the perfect as short as two months. Taking into account efficiency in these processes. Average annual No excessive thermo-mechanical stress on
fit for each vessel type and operational profile. the three-month delivery time and the data savings are 40-60%. the motor; longer lifetime of the motor.
The first product line, EMMA Advisory collection period of approximately three months Immediate start-up without warming-up
Suite, includes energy-related monitoring and required before trim and speed optimization is Pumps and fans on board vessels are mainly of delays (e.g. steam turbines).
optimization tools. The second product line, taken into use, the investment is returned in a a centrifugal type, which means that a speed Controlled and smooth start-up.
OCTOPUS Advisory Suite, provides vessel total of eight months. A graphical presentation reduction of 10%, will give 27% power savings. Accurate process control flow based on
motion based tools (monitoring, calculation and of the project cash flow is illustrated in the figure This is called the cube law or affinity law, where production need.
forecasting) that increase the availability of the below. the relationship between speed, power and flow Mechanical wear of piping is minimized.
vessels and improve the safety of the operations. are as follows: Risk of cavitation in the pump is minimized.
Passenger comfort (in air conditioning
Benefits of ABBs Advisory Systems Figure 1: Cash flow (net present value with 16 % interest applications).
A complete energy, fuel and process rate) for a combined solution of Trim and Speed optimi- Reliability/technical improvement.
zation for a large container vessel. Projected return of
monitoring and benchmarking tool. Environmental compliancy.
investment is about 8 months with delivery and commis- Affinity laws Proportion of speed (n), flow (Q), head (H)
Dynamic trim optimization for reducing energy sioning time included. Lower energy bills.
and power (P)
costs.
Optimal use of the Dynamic Positioning (DP) Savings and payback time
system with DP Capability forecasting. Q1 n1 The ABB VFD solution reduces a ships energy
Flow =
Speed/RPM optimization for making the whole Q2 n2 and fuel consumption, bringing savings in
voyage with minimum energy costs. operational costs. Based on affinity laws, a
Power plant optimization for ensuring the linear reduction of pump or fan speed leads to
( )
most economical way to produce the required H1 n1 2 a cubic reduction of electric power consumed.
Head =
power on board. H2 n2 Consequently a 10% reduction of pump speed
Motion monitoring including alarms in case saves 27% of the energy cost related to the
vessel limits are exceeded. pump.
Motion forecasting for preventing damages or
( )
P1 n1 3
losses to cargo. Power = The ABB sea water cooling pump solution
P2 n2
The Clean Hull module for reminding typically has a 6-18 months payback time.
personnel on hull and propeller cleaning
schedules.
2012
2013
2014
2015
2016
2017
The sloshing forecasting system for preventing

damages within LNG tanks.

5.3. Variable frequency drive to control HVAC

systems
In passenger vessels, heating, ventilation and air conditioning (HVAC) are the second-largest Fans use approximately 40% of all electricity in Savings and payback time
consumers of energy, after propulsion. Onboard HVAC systems are generally divided into HVAC systems. Despite the range of textbooks Installing VFDs on chilled water pumps and
three elements: the cooling system (chiller plant), chilled water circuit, as well as air handling and handbooks on the issue, which describe on the evaporator cooling side provides
units (AHU). These processes normally function in separation from each other. the proper procedure for the selection of fans, accurate control and energy consumption
practice shows that fans in existing HVAC based on process demand. In most cases,
systems have a very low overall efficiency. the typical payback time is less than one year.
On average, savings are between 3040% of
Chiller plants play an important role in air Several methods are available for capacity Cooling and heating coils are contained in the total power consumption.
conditioning systems, since they supply the air control of the centrifugal compressor, each of AHU. These coils are connected to a pre- Using VFDs for supply and exhaust fans,
handling unit with chilled water. Onboard ships, which has its advantages and disadvantages. heating or a re-heating system, which uses a rather than relying on inlet vanes and two-
the most commonly used chiller systems are Two of the most common capacity control combination of pumps, fans and compressors. speed motors, generates energy savings in
vapor compressed refrigeration cycle chillers, methods are speed variation and pre rotation Incoming fresh air passes over these coils and every case. The payback time is less than one
comprising compressor, condenser, expansion vanes, also known as inlet guide vanes. Pre is warmed or cooled, depending on the room-air year.
or flow control devices, as well as evaporators. rotation vanes modulate capacity by altering quality requirements. In theory, installing a VFD on a centrifugal
The most commonly used compressors are the direction of the refrigerant flow entering the compressor can reduce power consumption
screw or centrifugal types, with an indirect impeller. Capacity control based on variable Using VFD for the speed control of fans by as much as 25%. This depends heavily
central cooling system design. This means that speed (with VFD) is more economical than provides an effective way of improving air on the chiller plants control strategy. The
secondary circuits are also installed, where the pre rotation vanes, in applications where the quality and optimising energy use. Choosing investment cost of a chiller upgrade is
condenser is cooled via a seawater cooling pressure requirements vary under a part load. ABB standard drives for HVAC provides users relatively high, generating a payback time of
circuit and the chilled water circuit (evaporator with ready-made macros for the most common between 22.5 years.
side) uses cold water to cool the air handling HVAC applications, such as pumps, fans and
units. condensers.
A typical HVAC system with an AHU and central cooling
system.
Consideration can be given to using a variable Benefits
frequency drive (VFD) for the chilled water Accurate process control based on the
circuit in both variable flow and constant actual operating conditions, rather than on a
pressure systems. In practice, energy efficiency theoretical design point of the process.
improvements are always achieved in cases Solutions for retrofitting existing cooling
where the existing system uses balancing valves circuits.
to adjust either the flow or pressure. If the Running motors at reduced speed lowers
operational profile of the ship varies significantly energy consumption.
during the year, it is worth considering whether Precise control of air quality leads to a
to install VFD on seawater cooling pumps on the healthier and more comfortable environment
condenser side. Smooth control reduces mechanical stress on
pumps, fans and compressors, while lowering
maintenance costs.

5.4. Winch control with variable frequency drive 5.5. Onboard DC Grid
Deck winches are commonly used on board todays ships. Traditionally the marine winch ABB delivers motors and drives from the smallest to the largest ones used in propulsion
market has been dominated by hydraulic systems and three-speed direct-on-line electrical systems. These motors and drives can be used to simplify and improve the power plant of
systems. Both systems have their drawbacks. The hydraulic system requires a significant the vessel.
amount of space, while the oil used can constitute an environmental hazard. The three-speed
electrical system has limited speed control, resulting in mechanical wear and coarse winch
operation.
ABBs winch control program enables the ABB External programmable logic controller Imagine a ship which has an efficient and Benefits for the shipyard and designers
variable frequency drive (VFD) range, rated from (PLC) not needed because the winch control modern propulsion system. It is electric, More flexible placement of electric
0.55 kW to 5,600 kW to be used in different program includes winch operation and featuring state-of-the-art equipment. Now, components.
winching control configurations found on board protection functions. take this vessel and increase the efficiency Reduced footprint and up to 30% weight
ships, offshore oil or gas platforms and in Multi I/O functionality allowing three different by up to 20% and reduce the footprint of saving of electrical equipment.
harbors. control stands to be connected directly to the electrical equipment by up to 30%. Add to Less cabling and connections, thanks to the
drive. that the freedom to integrate and combine use of bus ducts and fewer components.
ABB variable frequency drives are certified for Anchor-in or anchor-slowdown protection different energy sources, including renewables,
marine applications, enabling smooth stepless reduces the speed as the anchor approaches gas and diesel, and flexibility to place system Although the use of bus ducts is a relatively new
speed and torque control of anchor winches, its end position. Slip protection operates components around the vessel. type of installation work for many shipyards,
mooring winches, Ro-Ro quarter ramp winches between the winch drum and winch motor. there are several benefits to using them. For
and towing winches. The peak torque protection in hand-mooring This is the ABB Onboard DC Grid, a solution example, reduced cross section, no bending
function detects severe tightening of the rope designed for all types of vessels which have a radius, and significant reduction of fire load
Benefits enabling immediate speed adjustment to low voltage power plant. compared to traditional cables.
The ideal solution for retrofits the existing protect the rope and the winch system from
winch motor, motor cable and operator overload. Benefits for the ship owner Savings
control can be reused. Mechanical brake control with torque memory. Up to 20% fuel saving when taking full An Onboard DC Grid can reduce the equipment
Space saving on the deck simplified winch Easy start-up and maintenance of drive advantage of all of the features, including footprint and weight by up to 30%, and can
arrangement. system. energy storage and variable speed engines. reduce fuel consumption and emissions by up
Lower noise level. Adjustable auto-mooring provides accurate Reduced methane slip for gas engines at low to 20%.
Reduced maintenance costs - Soft starting rope tension control and eliminates the need load.
reduces startup current peaks. Smooth for load cells on the ropes. Reduced maintenance of engines as a
stepless speed and torque control reduce consequence of more efficient operation.
stress on the whole mooring system. Improved dynamic response by using energy
DTC (Direct Torque Control) eliminates the storage, which may give a better dynamic
need for a pulse encoder, increasing the positioning (DP) performance with lower fuel
reliability of the winch system. consumption or more accurate positioning.
Safe and accurate anchor and mooring winch Increased space for payload due to the lower
control throughout the whole speed range. footprint of electrical plant.
Cost reduction compared to closed loop More functional vessel layout because electrical
systems. components can be placed more flexibly.
Environmentally friendly solution Oil-free A system platform that enables simple plug
operation with fully electronic equipment. and play retrofitting possibilities to adapt to
Reduction of mechanical wear. future energy sources.

5.6. Hybrid power plants enabled by batteries 5.7. Variable frequency drive for shaft generator
(PTO/PTI)
Facing a growing demand for higher power plant efficiency, reduced fuel consumption and Shaft generators are commonly used to produce electrical power for the ships network, in
lower emission levels, the marine industry is evaluating concepts based on the use of hybrid vessels equipped with a conventional propulsion system, where a mechanical shaft is driven
power plants with energy storage systems. by a slow or medium speed engine.
With the availability of high-power and energy Use of batteries as a source of energy brings in System design often restricts how and under also be made to the efficiency and operational
dense batteries, such systems are now being a big portion of flexibility in every day operation. what conditions the shaft generator can be flexibility of an existing shaft generator system
considered as a possible additional and/or The objective with using batteries may be: used to generate electricity since, because most by retrofitting it with a VFD.
alternative power source to diesel generator An energy backup source which is systems lack frequency control, such power
sets for on board electrical power plants. Load instantaneously available for the equipment generation depends on the ship maintaining a A power source which, under most
sharing has to be controlled, especially when essential to safety and operations, in case of constant speed. conditions, generates much cheaper energy
the battery system is operating in parallel with main power supply interruption. than auxiliary diesel generator sets
other power sources. Overall efficiency improvement by temporary In vessels equipped with a fixed pitch propeller With CPP propulsion, VFD installation allows
storage of braking energy and smoothening (FPP), this generally means that the shaft efficient use of combinator mode instead of
Hybrid systems will reduce the energy of power consumption from power network generator can only be used on open seas when fixed speed operation, thus reducing propeller
consumption. When an offshore supply vessel in case of process dependent fast load the vessel is operating at its design speed, losses significantly on partial propeller loading
is operating on dynamic positioning, the fuel fluctuation (load shaving). which does not allow a flexible use of the shaft conditions.
saving potential is significant. When in harbor, Reducing frequency variation in network generator. With a VFD, it is possible to utilize the shaft
the vessel should be able to simply use the by avoiding fast load gradients of diesel generator at a wide range of main engine
power stored in the batteries, which again will generators. In the case of vessels equipped with a RPMs, enabling operational flexibility:
have a positive impact on the environment. Low emission power plant by use of hybrid controllable pitch propeller (CPP), more Nominal voltage and frequency output from
Additional benefits are related to the reduction system; a combination of combustion engine hydrodynamic efficient combinator control the shaft generator can be maintained
in the machinery maintenance cost and in lower and electrical energy storage system, or pure mode cannot be used together with the shaft For improved efficiency, main engine shaft
noise and vibrations. electrical power plant with electrical energy generator, due to the fact that this would power can be used to produce electricity
storage systems. generate incorrect frequency into the electrical over the entire operating area,
Ferries operating on short-distance routes, network. Generating power for ship network via the
such as river and fjord crossing ferries, can Benefits shaft generator alone reduces the need to
operate fully battery driven with fast charging Reduced fuel consumption A shaft generator is the most practical solution use auxiliary generators
at both ends or only at one end, depending Reduced emissions when equipped with a variable frequency drive Flexibility in PTI/PTO function
on the distance of the crossing. A hybrid Improved dynamic response of the power (VFD). By this addition the shaft generator may Parallel running with generator sets is
version, where the vast majority of the energy plant be used on the wider speed range and often possible
is delivered by the batteries supported with Increased power plant availability due to the the meaningful part of combinator speed range Increased efficiency from optimal operation
onboard diesel generators can also be instantaneous availability of energy backup is covered. The operational flexibility of an of the propeller with CPP
considered. source existing shaft generator can also be significantly Lower noise levels
improved, by retrofitting it with a VFD for Improved energy efficiency reduces
controlling the shaft generators output. emissions
Benefits Savings
Using a shaft generator with a VFD for power Although the benefits vary from vessel to vessel
production is economical, environment-friendly and are dependent on the operating profile, the
and provides a range of advantages. This is not payback time can be short and the reduction in
limited to new builds major improvements can the vessels environmental footprint significant.

5.8. Improved fuel efficiency with waste heat 5.9. Diesel electric auxiliary propulsion system
recovery system
Using a waste heat recovery system to increase the energy output from combustion engines A simple means of improving a vessels operational performance is to install an electrical
is becoming an increasingly viable means of reducing fuel costs. auxiliary propulsion system. In this system, the electrical motor is included into the shaft
line of the main propulsion engine running the controllable pitch propeller (CPP). On vessels
where the space between the shaft line bearing or support and the reduction gear is limited,
similar results can be achieved by installing the electrical motor onto the reduction gearbox
(when this is made physically possible in the gearbox).
Waste heat recovery has significant potential Savings and payback time Electrical auxiliary propulsion (EAP) is fed from Benefits to the shipyard / designer
for use in marine propulsion systems. Even The savings provided by the utilization of WHRS an auxiliary generator or from some other Simple installation.
with the current conventional two-stroke and the payback time of the investment vary energy source, such as a battery. The EAP Reduced gear stress (in case of shaft line
propulsion power plants, approximately 50% from one application to another. The initial cost mode is utilized when the main propulsion installation).
of fuels energy content is lost, mainly as heat, of the WHRS will eventually be covered by the engine is not connected to the propeller shaft. Risk reducing by gear output removed (in
without being used for mechanical work. By fuel savings made during the operation of the Slow speed operation is possible without the case of shaft line installation).
supplementing the ships main propulsion plant vessel. The WHRS can be optimized to meet the main propulsion motors. Best performance is Gear/support for motor (sensible) installation
with a waste heat recovery system (WHRS), required level of efficiency and tailored for the reached if the CPP curve can be modified for not needed (in case of shaft line installation).
fuel can be utilized more efficiently because specified propulsion plant. Based on these main this new use and best blade angle practices Ready design options available.
less energy is lost in the exhaust gas flow. As a parameters, a payback time can be estimated are designed for electrical auxiliary and main Slow speed noise targets can be described
further environmentally beneficial consequence, in advance, relative to the prevailing cost of fuel mechanical modes individually. without main propulsion engines.
the amount of CO2 emissions in relation to the and the operational profile of the ship.
engines mechanical power output is decreased. Benefits to the vessel owner Savings and payback time
New operational mode for the vessel. Consider electrical auxiliary propulsion if your
Through the WHRS, the recovered energy, Shaft power output: Fuel savings. vessel operates in slow speeds (06 kn) and
which typically amounts to about 10% of the 49% energy WHRS: electric power Reduced noise and vibration in low speed utilizes CPP propulsion with main propulsion
main propulsions shaft power, is converted efficiency production 5% operations. engines. Electrical auxiliary propulsion enables
back to mechanical work. When the WHRS is Increased comfort. you to fully change your operations to be much
provided with a propeller shaft generator/motor, Increased redundancy. more economical. The payback time of such
further savings are gained by improving the main New fueling and energy generation options. savings is typically very short, but the change
engines loading condition at various points Standard and proven products, supported requires project-specific evaluation.
within the ships operating profile. In addition, worldwide.
energy recovered from the main engine exhaust
can be converted back to mechanical work and
Exhaust gas
added back to the propeller shaft as well.
Benefits Scavenger
Energy efficiency increased by 10%
Reduced CO 2 emissions
Jacket water
Flexibility and redundancy in power plant
operation, for example less operating hours
Lubricating oil
for auxiliary engines at sea if so desired Energy in fuel:
100% Radiation
Figure 1: The energy efficiency of a large two-stroke

diesel engine can be increased by 10% using WHRS

5.10. Small power propulsion solution
As environmental issues have become an important factor for many of us, the need for
electrical propulsion solutions in the smaller propulsion power ranges has become a very
common request for ABB Marine.
Traditionally, the additional weight from the vessels and this expertise should also be made Benefits for the owner Savings and payback time
power generation and the equipment size available to smaller vessels. Additionally, the Possibility to run one, two or more common Consider electrical propulsion option if
increase due to slower main engine revolutions propulsion system providers are often large engines with two propellers with relatively your vessel does not follow the pattern of
have been a limiting design criteria in the companies, looking for big projects. This has good efficiency throughout the vessels speed continuous full speed operations. Diesel-
utilization of electrical propulsion systems not been favorable for smaller vessels, where range, especially at lower speeds. electrical propulsion system makes it possible
(the execution limit has been somewhere the design task of the electrical propulsion New operational modes for the vessel. for the vessel to stay moving longer, for longer
between 20 - 40 meters of the vessel length), system is equally demanding as with larger Fuel savings. distances and with a higher comfort level. This
but nowadays we are often ready to accept vessels, but the project size is too small to be Reduced noise and vibration in low speed makes diesel-electrical propulsion system a
some performance reductions for the sake of of interest to many of the system providers. As operations. different concept compared to the noisy but
environmentally healthier operations. Such a a result, the electrical propulsion system market Increased comfort. fast-moving mechanical version and comparing
mindset change is leading to the utilization for smaller vessels has been dominated by all Increased redundancy. these two in parallel a bit of a challenge.
of electrical propulsion in smaller and smaller kinds of tailored solutions using components New fueling and energy generation options.
vessels, ranging from leisure boats to fishing that are made for small series and are often Standard and proven products, supported When the concepts were compared in the
vessels. supported only locally. This is a pity for the worldwide. operation profile of a less than 50-meter yacht,
vessel operators, who even though their New sources of energy can be utilized. the study outcome reflected the same result as
Another design-related obstacle in the utilization vessel size is smaller often operate their ships in the whole small vessel segment: compared
of small electrical propulsion systems has in various areas, requiring services and support Benefits for the shipyard / designer to mechanical propulsion, electrical propulsion
been the lack of solutions available from the at the same scale as larger ship operators. Day 1 material availability for the main brings savings at the same cruising speed,
global propulsion system manufacturers who component dimensions. extends the cruising time (at 25 Kn from 15
are delivering these systems to the larger As a market leader in many various vessel Support from the system designers. hours to 17,7 hours) but the vessels maximum
vessels. Such companies, including also ABB types, ABB wants to introduce a systematic and Simple installation. performance (top speed) was reduced from
Marine, often work as system suppliers, being standard product portfolio for small electrical Hull design does not need to follow the 31 Kn to 27 Kn in order to keep the weight
responsible for the total design and scope of propulsion systems. We want to make the same propulsion engine and shafting (the main within allowed limits. Therefore the savings
the system. These companies have the best electrical propulsion options that are already in engines do not have to be side-by-side by the concept selection are clear and have a
experience, know-how, service network and use in larger vessels available also to smaller either). defined payback time, but they also require the
practices to build working solutions for large vessels. Flexible location of equipment. owner to make selections regarding the vessels
No gear boxes. operational requirements.
Industrial risk levels due to standard product
offering.
Slow speed noise targets can be achieved
easier with small engines.

5.11. Azipod propulsion
Efficiency and availability and design. As an example of the latter, sliding propeller hub and motor module diameters were before the introduction of asymmetric fin, X-tail
Azipod technology was introduced in 1990. The bearings were selected for thrust bearings. reduced and the unIt is entire hull was optimized and ADO, which can improve the efficiency of
first cruise vessel installation on the Fantasy- with the help of CFD and model testing. the Azipod system overall by up to four percent.
class vessel Elation in 1998 showed remarkably The outer shaft seal was also completely
positive results with high efficiency and excellent redesigned to provide similar benefits: reliability During 2011, ABB introduced an additional Operation experience
maneuverability. The new technology provided and maintainability. The seal system enables package to improve Azipod propulsion efficiency With regards to fuel savings and ship
ship designers with greater freedom to optimize advanced condition monitoring to a degree not further. This package consists of an asymmetric maneuverability, the expectations set by
the ships general arrangement. seen elsewhere in the market. lower fin and crossed plates (X-tail) that are ship operators have typically been fulfilled
integrated in the aft cone. The asymmetric lower or exceeded by the Azipod. Ship captains in
After processing further knowledge from For larger models the seal can be changed from fin will improve efficiency up to 1 percent by particular have expressed satisfaction with the
experience and getting a better understanding inside the pod. The seal is designed for a five- reducing the losses from the propulsion system ease of operation and the maneuverability of
of the systems behavior in operation, the scope year lifetime and to be replaced during normal and the X-tail will further increase efficiency by their ships. Concerning energy efficiency, some
of development was widened to cover larger dry-dockings, but in case of an emergency up to 1.5 percent by reducing the rotational flow operators have claimed fuel savings of more
systems. situation this can also be done with the vessel losses at the aft cone section. These changes than 20 percent, compared with their vessels
afloat. can also be made as a retrofit installation on operating with conventional propulsion.
Design improvements open water units. The first retrofit work with
At first the improvements were mainly The fully electric steering gear was originally asymmetric fin and X-tail was done in 2011 Over 8,5 million operating hours with Azipod
concentrated on shaft bearings and seals. While designed for smaller Azipod sizes, but it was during the vessels normal dry docking. propulsion have resulted in the largest pool of
the basic mechanical design remained the same, the right time to introduce it for larger open experience in how podded propulsion systems
the focus was to provide improved lubrication water unit sizes to replace conventional electro- Also in 2011, ABB launched a method of should be designed, used and maintained for
conditions and to improve seals to prevent any hydraulic steering gear. The main reasons optimizing the energy efficiency of Azipod trouble-free reliable operation.
leakages into the lube oil or into the sea. for this step were that it reduced energy installations on board vessels. This was based
consumption and noise, as well as cutting the on the finding that further fuel consumption During the two decades ABB has established a
After collecting several years of operational amount of oil in the installation, in order to make savings can be reached by optimizing the toe unique position being the only company that has
experience with wider knowledge of system it more environmentally friendly. Electric steering (steering) angle of the Azipod units dynamically, in-depth and in-house product and integration
behavior, improvements were broadened gear is now installed on recent Azipod deliveries in addition to the angle optimization already knowledge, with a responsibility covering the
to include processes like better control of for open water conditions. undertaken at the vessel design stage. This whole concept from hydrodynamics, mechanics,
manufacturing, delivery and operational package has the acronym ADO from the words electronics, cooling to operating, maintenance
processes, and general quality control. Improved fuel efficiency Azipod Dynamic Optimizer. Fuel consumption and services, as well as the integration of the
The propulsion efficiency of Azipod propulsion, is estimated to be reduced further by up to 1.5 complete electrical and control system.
Time for redesign when originally installed on cruise ship Elation percent using ADO.
After several generations of updates from the back in 1997, improved by some 9 percent, Nowadays, Azipod propulsion and thruster units
original design, it was seen that a concurrent when comparing identical sisterships with The overall improvement in propulsion efficiency are designed for five years dry-docking and
redesign would be necessary to be able to traditional shaftlines. Since then, the propulsion has been above 10 percent over the course of maintenance intervals. For some applications
combine all identified improvement ideas. The efficiency has been improved by several steps in the existence of the Azipod, with a more than 20 a longer maintenance interval of even up to 10
first such development project addressed design optimization. percent gain when compared to the shaftlines years has proven supportable. This conclusion is
the larger open water unit series, which was being used back in the mid 1990s. However, it based on results drawn from a well documented
subsequently given the identifying type code One major hydrodynamic improvement was is fair to acknowledge that there have also been operational and maintenance history. Today, there
Azipod XO where X stands for next generation gained early by installing a fin under the Azipod improvements in shaftline propulsion during are some 100 vessels using Azipod propulsion. It
Azipod and O means that it is mainly made to reduce rotational flow losses generated by this time. Even so, a recent comparison test at has been selected for a wide range of ship types
for vessels that will operate in open water the propeller. In the next steps, the Azipod strut Marin showed that Azipod propulsion compared and operations; such as cruise ships, icebreakers
conditions. In this research and development design was modified by making it slimmer and to a fixed shaftline propulsion design still had a and ice-going cargo vessels, ferries, megayachts,
project ABB Marine decided to utilize well- more optimal for operation in the propulsion 68 percent lead what regards to propulsion offshore supply vessels, research vessels, wind
known, proven technologies for components environment. Finally, with the Azipod XO, the efficiency. Furthermore, these tests were made turbine installation vessels and drilling rigs.

5.12. Azipod hydrodynamics upgrade 5.13. Marine automation modernizations and

energy efficiency
The ABB Azipod propulsion system is known for its high hydrodynamic efficiency. Azipod In traditional automation retrofits, the objective is to replace the existing system or part of
has been on the market from the 1990s, since when several improvements have been made the existing system, while retaining the same functionality. Little focus has been placed on
to its hydrodynamics. The latest major step in this development comprises three separate the possibility of increase energy efficiency at the same time. For example, energy efficiency
enhancements. improvements in the HVAC (heating, ventilation and air conditioning) system, can create
substantial fuel savings onboard a vessel.
As an option, the shape of the propulsors fin Benefits Retrofit solutions are available for the Higher output and quality per unit of energy
has been redesigned and is now asymmetric, Lower fuel consumption due to reduction in following onboard processes used
and the aft cone of the propulsor now has cross required propulsion power Machinery Alarm & Monitoring System Ability to manage environmental impact
plates. Both of these modifications reduce Lower emissions due to reduction in fuel Vessel Integrated Control System
rotational losses. The third part of the Azipod consumption Power Management System Maximum efficiency: System for process
hydrodynamics upgrade comprises the Azipod Shore Connection automation enables
Dynamic Optimizer (ADO) a system that Savings and payback time Propulsion Control System Systems run closer to peak efficiency,
optimizes the toe angle between propulsors, The improvement in hydrodynamic efficiency Engine Safety System reducing waste and consumption
based on the vessels operating conditions. reduces the required propulsion power, for ESD Higher output and quality per unit of energy
The total savings potential of the Azipod the vessels entire speed range, not only when Cargo Alarm & Monitoring System used
hydrodynamics upgrade can account for up to 4 at top speed. For the Azipod hydrodynamics HVAC System Ability to manage environmental impact
percent in propulsion power. upgrade, the typical payback time is less than Energy Efficiency Solutions Product innovation
24 months. Energy Monitoring and Management (ABBs Sustainability in supply chain
Advisory Systems) Improved health and safety
Benefits for the ship owner Integrating electrical equipment increases

Automation retrofit can be combined with uptime and overall energy efficiency
ABBs Advisory Systems, for an increase in ABB is leading the trend in integrating process
overall awareness of energy production and automation and power management systems.
consumption onboard System 800xA is fully compliant with the IEC
Automation system can be used to control 61850 standard, enabling the integration of
variable frequency drives in pump and fan process control, electrical systems, power
applications, in order to increase energy generation and distribution into one and the
efficiency same system, on the same vessel. This creates
Systems run closer to peak efficiency, savings over the system lifecycle, thanks to a
reducing waste and consumption smaller footprint, lower power consumption and
reduced risk of blackouts.

5.14. Shore-to-ship power 5.15. Shaft torque and power metering
The auxiliary engines of ships that run in ports produce SOX, NOX, CO2 and particle Engine RPM, propeller pitch, vessels speed, tons of fuel burned per day does this
discharges, as well as noise and vibration. These pollutants have a negative health and information suffice to tell you whether you are efficient?
environmental impact on the surrounding communities.
Probably not, for various reasons, such as Benefits

lack of information on whether the engine is Robust construction, without mechanical
running optimally contact with the shaft
lack of information on how much water the No delicate optical instruments involved, so
fuel contains no sensitivity to moisture and dirt
the vessels speed cannot be measured No moving parts in the system, so no wear or
accurately drift
lack of information on how the trim changes Excellent, long-term stability (0.5% in 10
when fuel is being burned years)
No recalibration or periodic zeroing
Minor deviations from optimal performance Only 25 cm of free shaft length, with a
can create surprisingly high costs. By closely constant tubular or solid cross section, is
monitoring the performance of propulsion needed for the transducer
With ABB Shore-to-ship power supply solutions, Benefits machinery, you become instantly aware of its Maintenance-free
ships can shut down their auxiliary engines while ABB Shore-to-ship power supply solutions efficiency. In the long run, performance analysis
berthed and plug into an onshore power source, enable customers to comply with the begins with mapping trends in shaft torque When the shaft torque measurement is
thereby eliminating emissions into the local environmental requirements set by regulatory and power. However, the most important issue integrated with ABBs Advisory Systems
surroundings. The ships power load can be authorities such as the IMO, European Union involves awareness that meaningful trending and Coriolis fuel flow meters, you get a
transferred to the shore-side power source, in a and individual states and governments. requires stable measurements over a long comprehensive engine performance monitoring
secured automated manner, without disrupting The ABB Shore-to-ship power supply solution period. system.
onboard services. for ships in port is a practical and effective
means of reducing pollutants, noise and Shaft torque monitoring contributes to the
This solution covers all necessary electrical and vibrations for the crew and local community. In performance of propulsion machinery and
automation infrastructure on ships, and can be some cases, the solution also provides energy can be used as a basis for corrective actions.
used for retrofits or new builds. ABB Shore-to- and maintenance cost reductions. Measuring shaft torque and fuel efficiency
ship power supply solutions are delivered on a provides you with real-time measuring values,
turnkey basis, including project management, Turnkey supply of complete system enabling you to:
engineering, installation, commissioning and including port side monitor and evaluate the tuning state of the
testing. Safety based on ABBs experience, know-how propulsion engines
and crew training monitor and evaluate the performance of the
Type approved equipment provides high overall propulsion system
reliability optimize the speed and pitch of the propeller
Flexible arrangement for most vessel types at different loadings
Fast installation minimal disruption to ship
services
Availability of ABB worldwide service network

5.16. High efficiency motors 5.17. Diesel engine speed regulation
There are a many different kinds of motor driven applications onboard a vessel. Typical A vital component in all diesel engines is a mechanical or electronic governor, which
applications are fans, pumps, cranes, winches, compressors, thrusters and propulsion. regulates the idling and maximum speed of the engine, by controlling the rate of fuel delivery.
All of these are vital when operating the vessel, and motors must meet the highest quality, A diesel engine without a governor cannot attain a stable idling speed. This means that it
availability and various standards. can easily over speed, resulting in its destruction. The DEGO III digital governor system is
a fully electronic speed control unit intended for a wide range of diesel engine types and
applications. The governor fulfills all traditional governor functions, such as propulsion,
power generation, single and multi engine arrangements. DEGO III is based on a single
In addition to the above requirements, energy Savings and payback time hardware platform, and its design takes advantage of a number of new control algorithms.
efficiency has become one of the main ABB offers a broad range of motors already Combined with modern control architecture, this control system is more efficient and easier
purchasing criteria. Since a motor consumes fulfilling the IE4 efficiency performance standard to commission and use.
its capital investment in electricity in a couple specified in IEC 60034 and IEC 60034-31.
of months, account must be taken of the total ABBs solutions consist of IE4 induction motors,
cost of ownership when planning an investment. the IE4 synchronous reluctance motor and Benefits Benefits generator control
ABB meets these challenges based on the drive package, and permanent magnet motors. Up to 28 control units can communicate with Soft start reducing emissions
widest portfolio of motors on the market, from For low voltage motors, the payback time is each other and act as a single system Integrated synchronizing and power
fractional kW up to tens of MWs. typically 2-3 years in the case of a replacement. Load and speed tuned/adopted PID regulator management
When considering a new investment, the with I-limit Fast response to load changes due to feed
Benefits typical payback time for a higher IE efficiency Guided commissioning and setup by means of forward action
High availability of motors, throughout low performance class is less than one year. the comprehensive DEGO Aid software A special version QHFQ 552 is available
temperature rise Different types of actuators both electro- with an additional interface board, designed
High quality, lower maintenance, longer hydraulic and electric can be controlled for installations with minimum PMS functions
lifetime VIT Variable Injection Timing algorithm with
Highest output from the smallest size; space fuel quality setting for achieving greater fuel Savings and payback time
and weight savings efficiency DEGO III not only reduces fuel consumption
Fully compatible with various starting and maintenance, creating savings in operating
methods, DOL, Y/D, auto-trafo, soft starter, Benefits propulsion control costs, but also cuts exhaust emissions. Even
variable frequency drive Torque and smoke limits greater fuel efficiency can be achieved with
Meeting the highest efficiency requirements, Slow mode function reducing fuel the optional VIT - Variable Injection Timing
especially in all load points consumption and maintenance algorithm. Controlling the timing of fuel injection
Wide range of motors already approved by Excellent load-sharing in multi engine into the cylinder is the key to minimizing
the major classification societies applications the engines emissions and maximizing its
Worldwide technical support Back-up control bypassing the governor in fuel efficiency. Bringing forward the start of
Degrees of protection up to IP56 for open fixed propeller applications injection, results in higher in-cylinder pressure
deck Engine Synchronization and temperatures and greater efficiency.
Shaft Synchronization However, it also creates elevated engine noise
and NOX emissions, due to higher combustion
temperatures.

5.18. Automatic voltage regulator 5.19. Two stroke diesel engine performance
monitoring
UNITROL 1010 and UNITROL 1020 are the latest automatic voltage regulators (AVR) in the The reliability and performance of a vessels main engine is crucial to safe and economic
UNITROL 1000 product family, for generators and motors with exciters up to an output of 50 vessel operation. Engine operators on ships and in power plants want to feel secure about
megawatts. These regulators set new standards in functionality, reliability and connectivity. diesel engine performance. The Cylmate System provides both on-board engineers and a
ships management with all of the key data required for optimum engine operation.
Main features Benefits With the Cylmate System, you can reduce Benefits
Compact and robust AVR for excitation Stable and reliable control of your machine maintenance and fuel costs resulting in a short Reduced fuel consumption
current up to 20 A Highly integrated and robust AVR for harsh payback time. Performance monitoring 24/7 detects and
Separate communication and control industrial environments. Stable and accurate identifies errors in the engine at a very early
processors regulation, even with highly disturbed ABBs Cylmate System is a comprehensive stage
Wide range of built-in control software voltages. system for the continuous engine performance An optimized engine enables compliance with
functions AVR for various applications measurement and performance monitoring environmental regulations
Ethernet-based fieldbus interface Fully configurable I/Os and measurement of large 2-stroke diesel engines. A unique An engine in good balance avoids thermal
Wide range of power input voltage, for AC inputs, and user-specific configurable field combination of cylinder pressure and crank and mechanical overloads by ensuring equal
and DC input bus interface, enable easy plant integration. shaft position measurements, in combination power distribution between cylinders
Flexible and freely configurable measurements Easy operation, monitoring and maintenance with advanced mathematical modeling of the Pressure transducer used in the closed loop
and inputs/outputs (I/Os) of the system engine, provides highly accurate, real-time control applications of main engine builders
Intuitive and user-friendly commissioning data for monitoring and diagnostic analysis. Alarm monitoring and trend data recording
Wide range of applications tool. The quality of this data ensures major benefits provides information crucial to optimizing
Land-based power plants based on diesel Full support for grid codes in terms of improved reliability, reductions in maintenance costs
engines, gas or steam turbines and hydro Built-in Power System Stabilizer (option), operating costs and minimization of off-hire
turbines simulation models and grid code studies costs. Savings and payback time
Marine: electrical propulsion and auxiliary available. A well tuned and balanced engine consumes
supply Efficient product life cycle management less fuel. Using the ABB Cylmate System, fuel
Traction: diesel electric locomotives Extended life time of your assets, with oil consumption can be reduced by around
Wind: based on direct connected minimum costs. 1-2%, meaning a payback time of less than one
synchronous machines Professional technical help always within your year.
Synchronous motors reach
ABBs global excitation service network.
UNITROL 1000 products are designed for

compliance with worldwide grid codes,
guaranteeing reliable control of the machine,
even during heavy failure conditions on the
network. In addition, UNITROL 1000 products
set an easy-operation benchmark for automatic
voltage regulators. PC-based commissioning,
using the SW CMT1000, enables the customer
to shorten commissioning times and focus on
rapid troubleshooting.

6
Detailed
solution
descriptions

Table of contents | Solutions/products | Passenger vessels | Dry Cargo vessels | Tankers | Oil & Gas | Work boats | Solution overview Table of contents | Solutions/products | Passenger vessels | Dry Cargo vessels | Tankers | Oil & Gas | Work boats | Solution overview
6.1. ABBs energy efficiency and advisory systems
The common nominator for all the Advisory Systems products is the significance of full scale
measurements. ABB has developed algorithms using multidimensional non-linear regression
model methods to measure and interpret the vessel operations. The algorithms provide much
more accurate results than for example CFD calculations or towing tank tests. Most of the
Advisory Systems products require a three month learning period after installation to fill in
the statistical database. Using this data the solution is then commissioned and the user
interface providing the decision support is turned on.
The statistical model of the vessel provides the harbor. The graph shows that during these
very accurate results and moreover, perfect conditions, more than half of the vessels energy
analysis tools for operations. For example, the was spent on fighting the forces of nature.
propulsion energy breakdown (Figure 1) can
be calculated with the dynamic trim model. User experience is one of the main design
From this presentation, the user can easily principles of ABBs Advisory Systems. The
grasp where energy is used. The voyage view market has already seen many solutions that
(Figure 2) shows the user an even more detailed are too difficult to use. All the Advisory Systems
analysis of the energy usage. In the visualized modules have been designed so that they can be
example, the vessel experienced heavy weather taken into full use with none or minimal training
Figure 2: Propulsion energy breakdown can also be shown in function of time.
conditions with strong winds and higher than needs. If training is needed, it can be completed
10 meter waves about 30 hours after leaving during the commissioning of the system.
Advisory Systems is a modular solution, and the Monitoring tool

Figure 1: Propulsion energy breakdown showing exactly where the produced energy is consumed correct set of modules is defined together with With the advanced monitoring tools provided by
the customer to fully support the vessel type ABBs Advisory Systems, the vessels operating
and operations in question. All the modules of crew and the shipping companys office
ABBs Advisory Systems can easily be either personnel can easily follow the performance
retrofitted in operations or installed to a new of an individual vessel or the whole fleet.
building at the shipyard. Retrofitting can be The vessels performance is monitored as
done without interrupting the operations. Most a whole, summarizing it using four different
of the Advisory Systems practises and software key performance indicators: cost, energy,
modules can be directly documented as energy transported goods and optimization level.
measures in SEEMP (Ship Energy Efficiency Traditional monitoring systems compare the
Management Plan) according to IMO definitions. vessels performance to fixed limits. Instead
ABB designs the package together with the of this approach, ABBs solution utilizes an
customer and can provide the complete solution adaptive target calculation which evaluates
as a turnkey delivery, providing all the required
design, hardware, sensors and interfaces to
other vessel systems. The following chapters All of ABBs Advisory Systems
introduce some of these available modules for
modules can be either
efficient and safe operations.
retrofitted during operations or
installed to a new building at
the shipyard.

Speed optimization
A customers study shows that, on average,
fluctuations in RPM cause 4.7% losses in
propulsion energy costs. Using EMMAs speed/
RPM advice, the losses reduced significantly
to only 1%, improving the propulsion energy
consumption by 3.7%. The optimum speed/
RPM profile is calculated using the intended
route, required estimated time of arrival (ETA),
weather forecasts and vessel characteristics.
This information is then presented as a clear
advice for the operating crew. The advised
sailing schedule is updated whenever new
Figure 3: EMMA uses adaptive targets to provide the Figure 4: EMMA trim optimization user interface forecasts are available or a new ETA is required.
operating crew with realistic goals
Speed optimization can also be delivered

the performance taking in account the speed, Fleet management together with the stabilizer fin usage advice Figure 6: OCTOPUS forecasts showing the heading and
module for relevant vessel types. With this speed under which an operation at sea can be safely
loading conditions, surrounding weather ABBs Advisory Systems offers a modern cloud- executed
conditions and other factors affecting the based service for fleet management. With the module, even larger energy savings can
vessels performance. This provides the EMMA Fleet Control tool, the monitored fleet be achieved by optimizing the usage of
operating crew with more realistic targets is clearly summarized and visualized and the the stabilizer fins according to the vessel
and increases their energy awareness. All information is easily accessible for all users movements.
the relevant data is also transmitted to a fleet via a smartphone, computer or tablet with an
management tool to enable fleet-level follow-up internet connection. With the cloud service, our Hull cleaning scheduling Motion monitoring and forecasting
and decision support. customers do not need to worry about servers, EMMAs advanced data model enables a so- Especially in heavy weather conditions, the
security, databases or backups; ABB takes care called propulsion power breakdown of the OCTOPUS tool provides valuable support
Trim optimization of all this. The cloud service also enables easy operating vessel. This data follows every drop of for the operating crew. Calculating any sea
EMMAs dynamic trim optimization is a good extension; the Fleet Control tool can be initially used fuel oil and shows where it was consumed keeping attribute, such as rolling, slamming
example of the adaptive and self-learning taken into use with one vessel and easily scaled (see Figure 1 for an example). However, one probability or parametric roll, OCTOPUS offers
algorithm ABB has developed. This solution to cover the whole fleet. energy consuming item is a bit different from the a simple user interface (Figure 6) advising the
advises the operating crew on the vessels others: hull fouling. Instead of varying in function user on safe speeds, headings and operating
optimum trim in all operating conditions of speed, loading conditions or weather, it windows. Originally developed as a tool for safe
(including variations in conditions such as Figure 5: ABBs Fleet management tool shows a clear grows in function of time. If the vessel always and economic navigation on board container
speed, draft, water depth, wind and waves). overview of the whole fleet operates approximately in the same sea area, vessels, OCTOPUS has since evolved into
Depending on the vessel type and operational this growth can be assumed to be almost linear. a complete vessel motion monitoring and
profile, the savings potential can be up to 5% Using this data model, ABB has developed forecasting system that offers advice on issues
of propulsion energy costs. The user interface an office-based tool (accessible through such as the vessels DP capability, safe windows
(Figure 4) follows the latest design guidelines in ABBs Fleet Control tool), which estimates for helideck or crane operations, different
user experience and works intuitively without and forecasts the hull and propeller fouling. offshore loading/discharging scenarios and
any user input or configuration. Using the clear report available from the tool, a possible speed losses due to weather.
cleaning schedule can be justified and the return
Trim is an important part of voyage optimization of investment easily calculated.
and it is recommended to be used in
combination with speed/RPM optimization.

Benefits of ABBs Advisory Systems Savings and payback time

A complete energy, fuel and process As an example, a combined solution for
monitoring and benchmarking tool. optimizing the dynamic trim and speed/rpm can
Dynamic trim optimization for reducing energy easily save up to 7% in propulsion energy costs.
costs. On a large container vessel with a capacity
Optimal use of the Dynamic Positioning (DP) of 13,000 TEU, this means a payback time
system with DP Capability forecasting. as short as two months. Taking into account
Speed/RPM optimization for making the whole the three-month delivery time and the data
voyage with minimum energy costs. collection period of approximately three months
Power plant optimization for ensuring the required before trim and speed optimization is
most economical way to produce the required taken into use, the investment is returned in a
power on board. total of eight months.
Figure 7: OCTOPUS forecasts the risks for sloshing for Figure 8: EMMAs power plant optimization user interface
Motion monitoring including alarms in case
each individual LNG tank onboard LNG vessels vessel limits are exceeded.
Motion forecasting for preventing damages or
Sloshing prevention vessel is capable of maintaining her position and losses to cargo. As an example, a combined
The sloshing advisory function is an advanced heading in changing environmental and weather The Clean Hull module for reminding solution for optimizing the
extension within OCTOPUS. In case of a risk of conditions, a forecast can be given hours and personnel on hull and propeller cleaning dynamic trim and speed/rpm
sloshing in the LNG tanks, the system provides days ahead. This leads to maximized workability schedules.
a warning and informs the crew on how to and more productive hours during operations The sloshing forecasting system for preventing can easily save up to 7% in
stay within the set limits and avoid the risk of where the DP system is used. damages within LNG tanks. propulsion energy costs.
sloshing and possible consequential damage.
ABB works together with GTT on sloshing Power plant optimization
prevention. GTT specializes in designing and ABBs strong expertize in optimizing various
licensing the construction of cryogenic LNG kinds of processes in shore-based industries
storage tanks for the shipbuilding industry. such as power plants, pulp factories and paper
The risk of sloshing is calculated by combining mills can also be utilized in marine industries.
the motion measurements or forecasts from Especially on vessels equipped with diesel-
OCTOPUS with GTTs model test results for electric and hybrid solutions, the operating
determination of the sloshing criteria. On the crew can affect not only the vessels energy
bridge, OCTOPUS then provides the vessels consumption but also the way the required
captain with a clear view on how to operate the energy is produced.
vessel so that the risk of sloshing is minimized.
EMMAs power plant optimization includes a
DP capability forecasting model of all the energy producers on board
For vessels equipped with a Dynamic and capability to forecast the required load.
Positioning (DP) system, OCTOPUS provides It calculates the optimum load between the
the DP Capability function. This function gives various producers, such as diesel generators,
offshore vessels the possibility to take maximum shaft motors, main engine, waste heat
advantage of the safe time window for their recovery and batteries, and clearly visualizes
weather-sensitive operations. The calculations this information for the engineers on board
are based on thruster properties, measured the vessel (see Figure 8) enabling them to
environmental conditions and weather forecasts, efficiently balance the load between the vessels
which are an integrated part of OCTOPUS. If the producers.

For us, OCTOPUS-Onboard is indispensable

during offshore construction projects
Teun Hofman | Offshore Construction Manager at Jumbo Shipping
This is a quote from Teun Hofman, Offshore draft. OCTOPUS-Onboard uses data from
Construction Manager at Jumbo Shipping. the onboard weather forecast to predict how
The Dutch company Jumbo Shipping operates the forecast weather conditions will affect the
multipurpose heavy lift vessels, equipped with vessels motions.
cranes used for heavy-lift cargo transportation
and subsea offshore installation. When our Jumbo Shipping originally started out in the
vessels are deployed in an offshore construction late 1950s, as a heavy lift cargo transporter.
project, they operate in DP mode. Due to crane Since 2001, the company has also operated
usage, such operations are highly dependent an offshore construction division. Hofman says:
on the weather. We use OCTOPUS-Onboard on Jumbo Shipping is increasingly becoming
a daily basis to give us the optimum heading involved in offshore construction projects.
with regards to crane motions and for the We are engaged in a broad range of projects,
DP system. Based on the OCTOPUS motion such as the transportation and installation of
forecast, we can accurately determine the topsides, wind turbine foundations and subsea
heading in which the least severe motions will manifolds.
occur. This enables more-accurate planning of
our operations, and gives us a better insight into
the availability and operational window of our
vessels during weather-sensitive operations.
In order to generate a motion forecast, Teun Hofman, Offshore Construction Manager at Jumbo
Amarcon, a member of the ABB Group, Shipping
prepares a 3-D hydrodynamic database that is
used within OCTOPUS-Onboard. This database
contains detailed information on the behavior
of the ship at sea for a range of drafts. By
combining the information on the actual draft
given by the loading computer, and derived from
the location and speed of the vessel, combined
with information from the hydrodynamic
database, OCTOPUS-Onboard can predict the
We use OCTOPUS-Onboard sea-keeping behavior of the ship at its actual
on a daily basis to give us the
optimum heading with regards
to crane motions and for the
Jumbo shipping currently operates a fleet DP system. OCTOPUS enables more-
of twelve specialized heavy lift vessels, with accurate planning of our
lifting capabilities varying from 500 to 1,800
operations, and gives us a
tons. Two new K-Class vessels have been
ordered for delivery at the end of 2013. better insight into the availability
These vessels have a lifting capacity of and operational window of
3,000 tons at an outreach of 20 m and will our vessels during weather-
also be equipped with OCTOPUS-Onboard.
sensitive operations.

6.2. Variable frequency drive for cooling systems
Energy efficiency as part of the design to run continuously or at full capacity. Where bilge water pumps, lubrications pumps, fire When operating a centrifugal pump or a fan you
criteria applicable, electric motors could be fitted pumps, waste water pumps and many other can achieve a fairly large reduction in energy
Until recently, energy efficiency in auxiliary with VFD to operate pumps and fans more kinds. It is common for pump applications to be consumption by making just a small reduction in
systems was not considered during the design efficiently at partial loads, for example during over-dimensioned. This is simply because the rpm of the pump.
process or construction of marine vessels. For slower sailing speeds or with reduced ventilation design criterion is set to cope with the extreme
this reason, the systems on existing ships are requirements. The electric power consumption conditions in which the vessel may operate. For Cavitations are another important issue when
not energy efficient and have not been fully of a pump is related to the pump volumetric example, the seawater temperature is generally considering pumps and their dimensioning. If
optimized to minimize overall fuel consumption. flow according to affinity laws. The reduction dimensioned for above normal operating the pump is too large, the suction capability
Many of the ships currently in production of pump speed will affect the system pressure, conditions. will be weak, making the risk of cavitations very
continue to be built with little emphasis on Head, to the power of two and the electric high.
energy efficient solutions. Additionally, shipyards power consumption to the power of three. For Although it is necessary for a ship to be able Cavitations appear as a result of evaporation of
typically do not focus on the long term cost of a example, a reduction in pump speed of 10% will to operate in extreme cases and environments, the fluid which occurs when the static pressure
vessels ownership. Unless the owners define the reduce power consumption by 27%. everyday operations rarely come close to such drops below the actual steam pressure inside
technologies to be included in the specifications, conditions. While the maximum allowed engine the pump. Cavitations inside a pump can cause
the ships energy efficiencies capabilities will be Pumps and fans are vital parts of the load is typically 7590% of maximum, heat is severe damage to the materials and, particularly,
limited. To date, most marine installations adjust processes on board a vessel always recovered from the system. Seawater the impeller is often badly damaged. In some
for changes in environmental conditions by Pumps and fans on board vessels often perform temperature very seldom reaches the design cases, damage to the impeller can cause the
inefficient methods, such as by using throttling vital functions. If these are not working, the value. pump to fail within a couple of months.
and by-pass loops. vessel is not sailing. When using a VFD to decrease the pump speed
A lot of energy can easily be saved by controlling you will also reduce the chance of cavitations,
The on board ship systems best suited to On board vessels there are many different pumps and fans with a VFD, either standalone and the risk of damage to the pump.
improving energy efficiency are systems with kinds of pump applications. Seawater cooling or with a pressure or temperature sensor loop
large pumps and fans, which are not required pumps, boiler feed pumps, HVAC pumps, control. Using a VFD to match the power By far the most commonly used flow control
demand to the operational conditions is the in pump applications is throttle control and
most effective method to optimize the on board by-pass loops to control the temperature. As
systems. a consequence pumps are running at 100%
load continuously, even though the requirement
Figure 1: A typical seawater cooling system. Like most pump applications, these pumps are often greatly over-
Displacement pumps and centrifugal pumps are would actually be about 40% on average.
dimensioned to handle the most extreme operating conditions with good margin.
the two most common types of pump used on Using these antiquated control methods is as
ships, but around 80% of all pumps on board ineffective as controlling a cars speed with the
T ships are centrifugal pumps. This kind of pump brakes while the engine is going at full throttle.
T
has the same duty characteristics as a fan. In other words, not only does it waste energy
Fans are used for ventilation in the engine room, but also accelerates equipment wear.
on the car deck, in cargo spaces and in other
LT LT
COOLER COOLER places where forced ventilation is needed.
DISCHARGE
P P
SW PUMPS
8111/01
8111/02
8111/03
3x50% VARIABLE
SPEED
DRIVES
8112/01 8112/02
SEA
CHEST
SEA
CHEST
A reduction of the pump speed
(low) (high)
of 10% will save 27% of the
consumed power.

Reducing emissions doesnt mean The control method of the VFD depends on Marine type approved drive Control logic of level control mode
reengineering your existing vessel the existing automation system. In some cases ABBs variable frequency drive is type tested The key issue is to run pumps with efficiency
Retrofitting existing vessels with VFD is a task it may be beneficial to install an independent and approved for marine drive applications. speed as far as possible. If the temperature
which demands knowledge of the process to control system for the modified processes. The type approval test is required for essential demand in the cooling circuit varies so that
be modified as well as good system knowledge The ABB Marine Service can retrofit complete applications on board. Essential applications more cooling water is needed, more pumps are
of VFD, motors and pumps/fans. Sometimes energy efficient design packages tailored to the are those which are related to navigation, switched on and they run at efficiency speed.
it is necessary to replace the existing motor customers requirements. These packages may propulsion, safety of the ship and passenger, In a situation where all pumps are running at
with a new motor designed for VFD use. This include ABBs products, project services and all cargo and crew. Examples of essential efficiency speed and the cooling demand still
depends very much on the voltage level and site activities. applications are ballast pumps, bilge pumps, increases, all pumps start to run at high speed.
power demand of the pump. Generally, ABB circulating and cooling water pumps.
random wound motors with a voltage rating In vessels built between 1988 and 2008 and With this method, according to the theory
less than 500 V are good for VFD use as such, which are still sailing, approximately 2% of ABBs variable frequency drive is type tested presented earlier, it is possible to achieve almost
whilst other motor types should be checked the main sea water cooling systems have VFD and approved by: 2030% more energy savings, and keep the
case by case for suitability. ABB can provide control. By modifying these systems, which is DNV (Det Norske Veritas) cooling control flexible for highly varying cooling
expert insight on the cost / benefit trade-off of quite simple, substantial reductions in emissions LR (Lloyds Register of Shipping) requirements.
replacing motors. Market expansion of energy and costs can be achieved. Small changes to ABS (American Bureau of Shipping)
efficient motors has in effect reduced the price the system can make a big impact on emission RINA (Registro Italiano Navale) Other benefits with intelligent pump control
of these special motors. reduction. BV (Bureau Veritas) Dimensioning a cooling system with parallel
GL (Germanischer Lloyd) pumps provides redundancy in the system.
With the cooling demand control of the IPC
Intelligent pump control to further enhance solution, there is 100% redundancy in the
Figure 2: The diagram shows the power consumption for different flow control methods. The grey area represents the the energy savings system. If one of the pumps, motors, or drives
energy savings generated by using a VFD instead of manual throttling. To further enhance the energy saving potential switches off, the system will continue to operate
in pump and fan applications, ABB have uninterrupted. Even if the master parallel drive
100 introduced an Intelligent Pump Control solution fails, it takes only 500 ms to activate the backup
Recirculation
(IPC). IPC is an optional software package for drive. This is made possible by a fast fiber
90 Throttling ABB low voltage variable frequency drives. optic connection between the drives. 100%
Cyclic control Incorporating all of the most common functions redundancy in the system ensures continuous
80
VFD
required by pump or fan users, it eliminates the and risk-free operation of the pump system
70 need for an external PLC and other additional even in fault situations.
System curve
Power required (%)
components. A pump system with fewer

60 Savings potential electrical components will be more reliable,
50
especially in the harsh environment typical of
marine applications. IPC can help save energy,
40 reduce downtime and prevent pump jamming
and pipeline blocking.
30
20
VFD mounted on a pump is
10
by far the most efficient way
0 to change the duty point of a
20 40 60 80 100
Flow (%) pump system, and reduce the
power consumption.

The anti-jam function enables the drive to On board pump and fan applications suitable Savings and payback time
Pump and fan applications perform preventive maintenance on the pump. for VFD ABBs VFD solution reduces a ships energy
on board suitable for VFD When the function is triggered, the pump is Seawater pumps and fuel consumption, bringing savings in
run at high speed and then either reversed or High and low temperature cooling water operational costs. Based on affinity laws, a
There is huge potential for retrofitting stopped in a sequence of user-defined cleaning pumps linear reduction of pump or fan speed leads to a
existing ships with new fuel-reducing cycles. This helps to prevent congestion through Boiler feed pumps cubic reduction of electric power. Consequently,
technologies. For example, only around 2% the build-up of particles inside the pump. The Bilge water pumps a 10% reduction of pump speed can save 27%
of the global fleet is currently equipped with trigger parameters (high current, run-on-time, Waste water pumps of the energy cost related to the pump.
variable frequency drives for their seawater external input and every start) are set by the Engine room ventilation fans
cooling pumps, which means that 98% user. Cargo area fans ABBs VFD solution typically has a 6-18 months
of the fleet is missing an opportunity to Air handling units, such as air conditioning payback time.
reap high fuel savings and environmental When operating with liquids containing particles systems on board cruise ships and passenger
rewards. there is always a risk that pipelines will get vessels
blocked especially when running with smooth Hotel auxiliary system pumps and fans (mainly
control and/or slow speeds. With Level Control in passenger vessels)
fast mode fast ramp in starting creates a flush
effect which keeps the pipelines clear. When the Major benefits from installing a VFD
pumps are running, they are always operating Soft starting no high starting currents
at close to the nominal point where the risk of causing disturbance on the network.
pipeline problems is reduced due to higher flow. No process disturbance due to voltage drops;
no trips of other electrical devices connected
Pump priority control balances the operating to same bus.
time across all of the pumps in the system over No excessive thermo-mechanical stress on
a long time period. This facilitates maintenance the motor; longer lifetime of the motor.
planning and can boost energy efficiency by Immediate start-up without warming-up
operating pumps at close to their best efficiency delays (e.g. steam turbines).
point. In a system where the consumption rate Controlled and smooth start-up.
is higher during the sea voyage, for example, Accurate process control flow based on
the drive can be programmed to operate higher production need.
capacity pumps during the sea voyage and Mechanical wear of piping is minimized.
smaller units at harbor time. Risk of cavitations in the pump is minimized.
Passenger comfort (in air conditioning
application).
Reliability/technical improvement.
Environmental compliancy.
Lower energy bills.

6.3. Variable frequency drive to control HVAC

systems
Cooling systems play an important part in air conditioning systems, since they supply air
30C Condenser water 35C
handling units (AHU) with chilled water. This water is circulated in the cooling coil located
inside the AHU, in order to cool the supply air temperature. Figure 1 gives an overview of T T Discharge temperature
an HVAC (heating, ventilation and air conditioning) system, with an AHU and central cooling Condenser
system. P Discharge pressure
P Oil pressure
High pressure side

EXPANSION DEVICE COMPRESSOR
Central cooling system, chiller Vapour compression refrigeration cycle chillers Low pressure side
Central cooling systems can be divided into are the most commonly used method onboard
two major categories: vapour compression ships. Absorption type chillers can be used in P Suction pressure
refrigeration cycle chillers and absorption- combination with waste heat from steam and/or
Evaporator
cycle chillers. These two methods rest on the high temperature (HT) cooling processes.
same basic working principle, but use different
refrigerants and a different compression A vapour compression chiller has the following 7C Chilled water 12C
method. While a vapour compression system is main components:
based on mechanical force (compressor) used Compressor Figure 2: Diagram for vapour compression chiller
to raise the pressure and the temperature of Condenser
the refrigerant, an absorption-cycle chiller uses Expansion or flow control device
external heat to do the same. Evaporator
pressure is high, the saturation temperature pumps for these secondary circuits. Simplified
A compressor is used to compress refrigerant will also be high and vice versa. It is important examples of direct and indirect systems can
Figure 1: A typical HVAC system with an AHU and central
gas into a higher-pressure and higher- to understand this, since the compressor be seen in figure 3. The most common system
cooling system.
temperature gas. The condenser then cools compresses the refrigerant gas to match the on board a ship is an indirect system, where
down the gas and condenses it into liquid. The condenser saturation pressure, in such a way the condenser is cooled via a seawater cooling
liquid is then routed through the expansion that the refrigerant gas can condense at a circuit.
valve, where it undergoes a reduction in temperature equal to that at which water exits
pressure and temperature. After this, the cold the condenser. Based on this, it is easy to A central cooling system might also have more
mixture is routed through the evaporator, understand why the compressor is controlled than one compressor in one chiller unit, or
where the liquid refrigerant is returned to gas according to the discharge pressure and how multiple chillers within the cooling system, either
form. Finally, the refrigerant gas enters the the power required by the compressor is in series or in parallel. A chiller with multiple
compressor and the cycle continues. A diagram linked to the water temperature as it exits the compressors is called a multi-stage chiller.
of a vapour compression chiller can be seen in condenser.
figure 2. A variable chilled water flow and condenser
System design water flow
In the vapour compressor process, it is The central cooling system design can be A variable flow of chilled water and condenser
important to understand that the refrigerant can either direct or indirect. In a direct system, water is achieved by varying the speed of the
exist in gas and liquid form, depending on the the refrigerant directly transports heat from condenser pump and chilled water pump. The
temperature and pressure of the refrigerant. the cooled space to the space in which heat chilled water side can also be divided into
The refrigerant will phase change from liquid is released. In an indirect system, a heat primary and secondary sides, with their own
into gas or gas into liquid at the saturation exchanger is used to transfer heat between circulation pumps. Primary and secondary
temperature. A large amount of energy is the primary circuit and one or two secondary circuits are more typically used when the central
exchanged during the phase change of the circuits (condenser side or/and evaporator cooling system serves a group of areas with
refrigerant. The saturation temperature is side). An indirect system with secondary circuits large cooling loads.
proportional to pressure, meaning that if the requires heat exchangers and circulation

ships operating profile. For example, on a cruise

100
ship cruising on the Caribbean, the condenser
Condenser Condenser water pump
side must be dimensioned to a relatively high
( )
3
80 P1 N1
Power (%HP) (%kW)

seawater temperature, typically 3235C. When =
Condenser the same ship cruises on European waters or P2 N2
Heat exchanger 60
in a colder climate, the temperature at which
the water enters the system is lower than 40
Heat exchanger
the dimensioned temperature, leaving room
for variable flow in the seawater entering the 20
condenser.
Evaporator
Chilled water pump 0
Applying a VFD to the seawater cooling pump, 0 20 40 60 80 100
Evaporator which ensures that the seawater flow rate is Speed (%RPM), Flow (%GPM or %CFM)
kept above the minimum flow rate approved by Figure 4: A pump or fan running at half speed consumes
Figure 3: Direct system on the left and indirect system on the right the chiller manufacturer (to avoid laminar flow only one-eighth of the power
and scaling), can reduce the flow by as much as
40%.
Consideration should be given to a variable power requirement of the circulation pumps is In a piping system where the flow is controlled
flow on the chilled water side in cases where calculated based on the flow rate and pressure by controlling the speed of the pump, the flow
the cooling load varies significantly. Differential over the pump, according to the following rate and the power requirement of the pump
pressure measurement is used to control the formula: follow affinity laws, as described below: Compressor types
chilled water pumps, in order to secure an Many types of compressors are available, with
adequate water flow, even at the systems a range of characteristics. Compressors are
( )
remotest cooling coil. P = q x dP Q1 n1 P1 n1 3 typically divided, based on the compression
= and = mechanism used, into two broad categories:
Q2 n2 P2 n2
Consideration could be given to using variable positive displacement and dynamic
frequency drives (VFD) on the chilled water side, Where q is the volume flow rate of the pump compressors. While both of these categories
in both variable flow and constant pressure and dP is the pressure difference over the include several styles of compressor, the most
systems. pump. Where Q is the flow rate of the system, n is the commonly used ones in HVAC are shown in
running speed of the pump and P is the pumps figure 5.
More often than not, a constant pressure The given pump power is theoretical and takes power requirement.
system is over dimensioned for the need in no account of efficiencies. On the other hand, Positive displacement compressors physically
hand, considering the fouling margins, and no account is taken of the fouling margins of The affinity laws state that the power compress the vaporised refrigerant into higher
the pressure in the system is kept stable using the piping design either, due to which using requirement increases by the velocity cubed, pressures and smaller volumes, by reducing
manually controlled valves. Applying a VFD with theoretical power as the base for the saving meaning that while even a small increase in the volume of the compression chamber, while
fully opened valves, based on using the VFD estimation is viewed as justified. speed requires much more power, a modest dynamic compressors increase vaporised
to control pressure, is viewed as more energy speed reduction can yield significant energy refrigerant pressure, by the continuous transfer
efficient. Energy savings of up to 30% can be achieved savings. Figure 4 illustrates how a pump or fan of kinetic energy to the refrigerant, using a
by using VFD to control the pumps, rather than running at half speed consumes only one-eighth rotating impeller.
Savings in chilled water pumps are based on controlling the process with balancing valves. of the power of one running at full speed by
controlling the flow of the system, by using reducing the motor speed by 20 per cent, the Positive displacement compressors are relatively
balancing valves, rather than a throttling system, Onboard a ship, the chiller, particularly the required power can be lowered by up to 50 per constant torque applications, while dynamic
to control the speed of the pump. The actual condenser side, is dimensioned based on the cent. compressors are varying torque applications.

meaning that a wide range can be achieved with same casing, while a single stage compressor Retrofitting an existing chiller is a demanding
Compressor types a single stage compressor. has only one impeller. process. Chiller manufacturers typically play
an important role in retrofits, by modifying
Capacity control of screw compressors Capacity control of centrifugal compressor the control logic of the compressor. Such
Positive displacement Dynamic
Compression in screw compressors is obtained Several methods exist for the capacity control modifications make sense in applications (ships)
through a direct volume reduction, based on of centrifugal compressors. Each method has with large chillers.
Reciproacting Rotary Orbital Centrifugal pure rotary movement. This means that capacity its own advantages and disadvantages. Two of
control of screw compressors can be achieved the most common methods are speed variation In the case of a ship with a cooling load profile like
relatively simply, by varying the speed of the and prerotation vanes, also known as inlet guide to that in graph 1, we can calculate the difference
Rotary Scroll
screw. The traditional speed modulation method vanes. Prerotation vanes modulate capacity between power consumption when the same
has been suction throttling, achieved by opening by altering the direction of the refrigerant chiller unit is, or is not, equipped with a VFD. The
Figure 5: Different types of compressors used in HVAC and closing either a slide, slot or lift valve flow entering the impeller. Capacity control chiller unit cooling capacity is 4,700 kW.
connected to compressor suction. Because a using variable speed is more economical than
slide valve is most energy-efficient under a part prerotation vanes, in applications where the As can be seen from the graphs, there are
The most commonly used compressors for load, it is also the most common solution. With a pressure requirements vary under a part load. differences in energy consumption, generating
onboard HVAC chillers are screw compressors, slide valve, it is possible to start the compressor Variable speed control alone cannot reach areas additional savings in the already energy-efficient
although the centrifugal type of compressor is unloaded and to run it at part loads, with a range with low flow and high head, because at low compressor type.
becoming more common in new installations, due of approximately 10% to 100%. flow the compressor is unable to overcome the
to the flexibility it brings to part load conditions, required lift causing the compressor to surge, in Annual energy consumption without a VFD
together with its variable speed (with VFD). A screw compressor can only be rotated in which case the refrigerant begins to flow back is 6,242 MWh, whereas the same chiller with
one direction. This means that a cut-off valve is and forth inside the compressor. In practice, a VFD consumes 4,700 MWh, generating annual
Screw compressor needed to stop the refrigerant flow, due to the combination of speed variation and prerotation energy savings of 1,540MWh. Converted into
A screw compressor is a positive-displacement pressure difference after shutdown. vanes is typical, because this combines the fuel, this energy consumption is equivalent to
compressor that compresses using two advantages of both control methods. around 300 mt of fuel annually, providing a
meshing helical screws, known as rotors. Centrifugal compressor payback time of around two years.
Screw compressors used in air conditioning Centrifugal compressors, sometimes called The capacity control of centrifugal compressors
and refrigeration applications are divided into turbo compressors, are dynamic compressors, is based on measurement of the chilled- Because compressor performance depends
two distinct screw compressor types: single- meaning that they use a rotating impeller to liquid temperature, which is usually placed in on so many factors, applying a variable speed
screw and twin-screw. A single-screw has only transfer kinetic energy to refrigerant. This thermal contact with the exiting chilled water. drive to a compressor requires knowledge of the
one main rotor, which works with a pair of gate kinetic energy is then converted into a pressure Consideration must be given to the starting application in question.
rotors. Twin-screws have two helically grooved increase by slowing the flow of the refrigerant torque, although on many occasions prerotation
rotors that mesh closely together. through a diffuser. vanes or suction throttling can to some extent Air Handling Units
be used for torque reduction. Fans use approximately 40% of all electricity
A screw compressor does not require suction Centrifugal compressors are most suitable consumed by HVAC systems. Contrary to
and discharge valves and, in comparison to for large refrigerant volumes at relatively low Applying a VFD to a centrifugal compressor textbook advice on the proper procedure for
a reciprocating pressure. Higher When installing a VFD on a compressor, it is the selection of fans, in practice the fans in
compressor, is pressure ratios important to take account of all of the above existing HVAC systems have very low overall
considered compact, require multiple facts. This is fairly simple when the chiller is efficiency. In Sweden, ECiS AB (Energy
simple and reliable. stages, which add being installed in a new installation. However, Concept in Sweden) carried out performance
Screw compressors to their costs. since it is known that chillers are a major measurements of 767 fans in existing HVAC
are also capable A multistage consumer of energy onboard ships, major systems, between the years 2005 and 2009.
of producing high compressor has two interest has arisen in using more efficient means The average total efficiency was only 33%.
pressure ratios at or more impellers to retrofit existing chillers.
low suction pressure, mounted in the

Todays best fans include an electric motor According to existing regulations on fans, the inlet guide vanes and two-speed motors, huge
based on brushless direct current (DC) efficiency of fans must be given as the total potential exists for increasing energy efficiency,
technology, also known as electronically efficiency of the fan assembly, i.e. including by installing VFDs on both the supply and
commutated motors (EC motor), with an losses related to all components in the exhaust fans. Speed control of VFDs should be
integrated frequency converter for step- assembly: the electric motor, the VFD, the belt based on a control strategy similar to that of the
less load control and an impeller with low drive (if given), the aerodynamic design, and the existing system. The speed reference can be
aerodynamic losses. Fans should be direct- efficiency of the fan wheel. temperature, pressure or CO2, depending on the
driven, i.e. the fan impeller should be directly area that needs to be cooled and ventilated. All
mounted on the electric motor shaft. EC Today, many AHUs installed on board ships use of the various references can easily be used to
motors are not yet available for higher flow and belt-driven motors for the supply and exhaust control the speed of the VFD.
pressure ranges, for which the best available fan, in combination with one speed or two-
motor technology is AC electric motors with an speed motors. While two-speed motors provide Figure 7: Main components in an Air Handling Unit Benefits
efficiency rating of IE3 when used with a VFD. greater flexibility in controlling the speed of Accurate process control, based on the
the fan, the efficiency of a two-speed motor actual operating conditions rather than the
is relatively low. In addition to the two-speed Cooling and heating coils are located within the theoretical design point of the process.
Graph 1: Cooling load profile of a ship
configuration of the motor, guide vanes can AHU. These coils are connected to a pre-heating Solutions for retrofitting existing cooling
8000 be used to control the air flow. Of course, this or re-heating system, which use a combination of circuits
7000
pumps, fans and compressors. Incoming fresh air Running motors at a reduced speed lowers
Cooling load [kW]
6000 reduces the flow, but at the expense of the low

5000 overall efficiency of the AHU. passes over these coils and is warmed or cooled, energy consumption
4000
3000 depending on the rooms air quality requirements. Precise control of air quality creates a
2000 The number of air handling units onboard a ferry healthier and more comfortable environment
1000
0 varies between 1540, depending on the size Using VFD for the speed control of fans provides Smooth control reduces mechanical stress on
1 2 3 4 5 6 7 8 9 10 11 12
of the ship. In a cruise vessel, the number of air an effective way of improving air quality and pumps, fans and compressors, and leads to
Month
handling units can be as high as 70. Based on optimising energy use. Using ABB standard reduced maintenance costs
these figures, it is easy to see that such devices drives for HVAC provides users with ready-made
Graph 2: Mean COP versus loading profile represent a large proportion of total energy macros for the most common HVAC applications, Savings and payback time
10 10 consumption in HVAC systems. Such units such as pumps, fans and condensers. Installing VFDs on chilled water pumps and
function 24h a day, 7 days a week. the evaporator cooling side provides accurate
Cooling load [kW]
COP, mean
5 5 Supply and return fans in air handling units control and energy consumption, based on
System design Supply and return fans can run at a constant process demand. In most cases, the typical
0 0 In ships, an HVAC system maintains the desired speed, providing the desired static amount of payback time is less than one year, with
1 3 5 7 9 11
Time
air quality by controlling the temperature, fresh air flowing into the building. They can also savings averaging between 3040% of total
pressure, humidity, air change and carbon run at a variable speed keeping, for instance, power consumption.
Without VFD With VFD Cooling load [kW]
dioxide (CO2) content. These properties are the pressure in the area constant or providing a When used in place of inlet vanes and two-
effectively controlled by an air handling unit. certain flow of fresh air into the area, depending speed motors, VFDs installed in supply and
on the measured air property inside. Sensors exhaust fans always generate energy savings.
Graph 3: Energy demand versus loading profile
AHUs feature supply and return air fans used measuring various air properties inside the ship The payback time is less than one year
1000 10 to feed air into, and extract it from, the area can be connected directly to the I/O of the ABB In theory, installing a VFD on a centrifugal
Energy demand, monthly
Cooling load [kW]
in question. Air quality is measured using standard drive for HVAC. compressor can reduce power consumption
500 5
appropriate sensors located within the air ducts by as much as 25%. This very much depends
[MWh]
and throughout the ship. Measurements from Many control strategies exist for air handling on the control strategy of the chiller plant.
0 0
1 3 5 7 9 11 these sensors determine the required fresh air units, but no standard solution is available The investment cost for a chiller upgrade
Time flow. for increasing energy efficiency in such is relatively high, with a payback time of
Without VFD With VFD Cooling load [kW]
applications. If the existing installation uses between 22.5 years.

6.4. Winch control with variable frequency drive
Dedicated drives for marine and offshore Built-in brake choppers connect the DC bus Avoiding hydraulic system inefficiencies speed slack rope when letting out the ropes,
applications voltage to an external resistor which converts ABB variable frequency drive with special inbuilt thereby speeding up operating time in the hand-
ABBs winch control program enables the ABB braking energy into heat. Low harmonic drives winch control program is a profitable solution mooring control mode.
variable frequency drive (VFD) range, rated from meet the strictest harmonic standards; no compared to the traditional and costly hydraulic Peak torque protection prevents damage to
0.55 kW to 5,600 kW to be used in different additional filtering equipment is needed to ensure winch controller. The VFD solution for winch the rope. It detects severe tightening of the
winching control configurations found on board power supply quality. Regenerative drives can control has significantly lower maintenance rope and immediately sends a signal to adjust
ships, offshore oil or gas platforms and in recover energy from a process and feed it back costs and performance inefficiency together the speed, thereby protecting the rope and
harbors. into the network, thus saving energy. with better overall system reliability. the winch system from overload.
ABB variable frequency drives are certified for A key feature of the ABB variable frequency Compared to hydraulic control of winch Auto-mooring: Following the hand-mooring
marine applications, enabling stepless speed drive is its direct torque control (DTC) motor systems, an AC drive provides substantial procedure, and with the rope already pre-
and torque control of: control platform. power and energy savings when continuous tensioned, auto-mooring can be enabled. This is
Anchor winches running of a hydraulic pump is not required. a speed control application with torque limitation
Mooring winches DTC enables the drive to deliver full torque Additionally, hydraulic systems use oils which which provides smooth stepless mooring. Pre-
Ro-Ro (roll on, roll off) quarter ramp winches at zero speed, with or without the need for pose a pollution risk to the environment. An AC defined auto-mooring modes are available as
Towing winches a feedback encoder. This is an advantage drive based electrical winch control system can follows:
because the harsh environment on a vessels eliminate this risk. Time control auto-mooring rope tension
open deck can often damage an encoder or control is based on a programmable re-
interfere with the feedback signal to the motors. Winch interface for control stands mooring time interval.
The winch can be controlled from control Load cell sensor auto-mooring rope tension
stands located on port, starboard and upper control is based on real measured status.
deck of the vessel. The electrical interface Constant on auto-mooring rope tension
supports either traditional inputs and outputs control is always on, without closing the
(I/O) or fieldbus gateways commanded by a mechanical brake and stopping the winch
programmable logic controller (PLC). Four motor.
control stands can be supported: three via
digital I/O and a fourth via a fieldbus gateway. The rope tension set-point can be a fixed internal
parameter value or it can be sent via external
Anchor control digital- and analog input signals. The actual rope
Ready-made control logic provides stepless tension can also be defined without any sensor
speed control of the anchor, whether it is being with the help of unique torque measuring logic.
raised or lowered. Slip detection and anchor-in
protection are also provided as safeguards for Power control
anchor movements. The power control function limits the speed of
the winch depending on the load. With a very
Mooring control light load, for example, the winch can run at
When mooring a vessel to a harbor or pier, high speed whereas, if there is a heavy load
the tension within the mooring ropes can be then the speed can be limited. The speed is
controlled either manually or automatically. adjusted according to a series of cross points
located on the forward and reverse power
Hand-mooring: The control logic can be curves. These cross points, each of which has a
configured to allow the operator to control the speed and torque connection, can be identified
winch manually from the harbour using stepless by the user, by way of power control parameters
speed control. The logic also allows for high within the winch control program.

Case m/s Mariella, Viking Line
Cost efficient winch retrofit using variable frequency drive

Ro-Ro control Major benefits from installing a variable The old system is breaking the motors, when
Ro-Ro quarter ramp control logic is used for frequency drive we are in the harbor, when we have torque
raising or lowering the ships vehicle access The ideal solution for retrofits the existing control; its going on and off all the time. Its full
ramp. Special protection is provided to slow winch motor, motor cable and operator ahead or nothing. says Jonas Rautelius, the
down the speed and torque before parking the control can be reused. ships electrician describing the existing three-
access ramp in the upper end position. Space saving on the deck simplified winch speed mooring control system.
arrangement.
With the Ro-Ro access ramp in the loading Lower noise level. When the ship arrives in port, the ships
position, the special holding and tension control Reduced maintenance costs Soft starting winches keep it secure to the dock so that the
mode can be used. reduces startup current peaks. Smooth passengers can safely board and depart the
stepless speed and torque control reduce ship. The ships six winches, in operation since m/s Mariella
Mechanical brake control logic and torque stress on the whole mooring system. 1985, use a three-speed control system with
memory DTC (Direct Torque Control) eliminates the three winding, direct-on-line (DOL) motors and Built 1985
The winch control program features integrated need for a pulse encoder, increasing the an external mooring controller and load sensor Length 176.9 m
brake control logic to control the winch reliability of the winch system. in the gearbox. Width 28.4 m
motors external disk or drum brake. The brake Safe and accurate anchor and mooring winch
control logic utilizes torque memory and pre- control throughout the whole speed range. Existing control With room for 2,500 passengers and 450
magnetizing to open and close the mechanical Cost reduction compared to closed loop Using this system to moor the ship, winch cars, a disco, a casino, restaurants and
brake safely and reliably. systems. operators watch the rope until it is taut, shopping, Viking Lines cruise ship the m/s
Environmentally friendly solution Oil-free adjusting the speed of the winch accordingly. Mariella is a floating family entertainment
The brake control logic, together with the DTC- operation with fully electronic equipment. Each speed change made to the winch (low, experience providing service between
controlled winch motor, enables the drive to Reduction of mechanical wear. middle, or high speed) results in a direct-on- Helsinki and Stockholm.
hold the winch machinery stationary until the External programmable logic controller line start of one of the motors windings. DOL
mechanical brake takes over. (PLC) not needed because the winch control starting and the high torque demands of the Viking Line
program includes winch operation and mooring operation place substantial stress Today Viking Line has seven vessels which
Adaptive programming protection functions. on the winch system. As a result, rotors on sail between the Finnish mainland, land
Function block programming within the drive Multi I/O functionality allowing three different the winch motors would periodically break. In Islands and Sweden as well as between
enables the user to change or modify the ready- control stands to be connected directly to the addition, the age of the winches makes finding Finland and the Baltic states. Operations
made winch control program application to their drive. spare parts more difficult. Typically, some spare include passenger services, recreation and
customized platform. Anchor-in or anchor-slowdown protection parts have long delivery times, especially motor cargo carrier services.
reduces the speed as the anchor approaches parts.
Master-follower for winch motors working its end position. Slip protection operates
The best thing is that we dont
together between the winch drum and winch motor. The contactors used to start the motors direct-
When several winch motors are connected to The peak torque protection in hand-mooring on-line are also prone to failures, adding to the have to touch it anymore. says
the same machinery, the ready-made master- function detects severe tightening of the rope maintenance of the ship. If the winch is hauling Jonas Rautelius, the electrician
follower arrangement supports the speed and enabling immediate speed adjustment to in the rope and a contactor fails, it is possible
from m/s Mariella. Its easier;
torque control mode with load sharing mode. protect the rope and the winch system from for the rope to continue to spin around the
overload. winchs drum, uncontrolled, until the main power winch operators can just put
Motor heating Mechanical brake control with torque memory. is disconnected. the auto-mooring control on
The drives DC injection function can be enabled Easy start-up and maintenance of drive
and leave the winch. With
by the winch operator to provide controlled system.
winch motor heating. This function keeps winch Adjustable auto-mooring provides accurate the old system, they had to
motors dry when they are in standby mode and rope tension control and eliminates the need constantly see if the rope was
is beneficial for open-deck motors. for load cells on the ropes.
tight.

Case m/s Mariella, Viking Line cost efficient winch retrofit using variable frequency drive Case m/s Mariella, Viking Line cost efficient winch retrofit using variable frequency drive
Cost efficient modernization with ABB drives Measuring torque allows auto-mooring Easier operation Cost efficient retrofit
After contacting ABB, Viking Line decided to without load cell sensors With the ABB solution, as the ship arrives in Improves reliability
evaluate and test ABBs proposed solution Because the drive uses ABBs direct torque harbor, the winch operation starts with the drive Reduces maintenance
on one winch. Using the ships drawings from control (DTC), it does not rely on external in hand-mooring control to quickly and smoothly Reuses existing winch motor
1985, ABB specified the ACS800-01 marine sensors such as a load cell sensor in the let out the rope at a high speed. When the rope Reuses existing motor cable
certified industrial drive with the built-in winch gearbox or encoder on the motor. DTC allows is connected to the harbor, the winch hauls Reuses existing operator control stand
control program. This allowed the m/s Mariella open-loop control of the winch motor and in the slack rope quickly. The winch control Replaces contactor control
to keep the existing three-winding motor, motor this permitted the m/s Mariella to reuse the programs peak torque protection function Eliminates external load cell sensor
cable, and operator control stands. It was quite existing winch motor without having to install automatically stops the hand-mooring operation Eliminates auto-mooring unit
cheap to do it like this says Jonas. This is a an encoder. The winch control program in the when the torque limits are reached. Winch Integrated brake control
big factor in deciding to do the rest. The drives drive uses DTC and patented winch application operators then switch to auto-mooring mode. In Soft starting eliminates start-up peaks
IP55 enclosure permitted it to be mounted torque measuring logic to measure the ropes auto-mooring mode, time control sequences are Smooth stepless speed and torque control
directly to the wall of the ship. tension and to calculate the required torque at used to continually monitor the ropes tension, Improves operator experience
every start without a load cell sensor. automatically making adjustments as needed to Marine certified hardware (ACS800-01)
keep the ship secure. Wall mounted drive
The best thing is that we dont have to touch Adaptive programming in the drive is used to
it anymore. says Jonas. Its easier; winch match existing signals to drive controls
operators can just put the auto-mooring control
on and leave the winch. With the old system,
they had to constantly see if the rope was tight.
Integrated mechanical brake control

Brake control is integrated into the winchs
brake circuit through a relay output on the drive.
The drive ensures the disc brake is closed
before stopping the drives torque control. When
opening the brake, the sequence is reversed,
Figure 1: The existing winch motor, motor cable, mechani- Figure 2: Rope tension is maintained automatically using the drive determines and brings the motor to the
cal disc brake and operator control stand were reused. time control sequences without a load cell sensor
needed torque to hold the ropes tension, and
then releases the brake.
Significant savings with

variable frequency drive.
Electrical winches offer significant savings
over the conventional hydraulic winch
configuration, as well as significant benefits
in environmental issues. The vessels crew
Figure 3: Built-in auto-mooring with mechanical brake Figure 4: The wall mounted ACS800 industrial drive with also benefits from considerably reduced
control keep the ship securely docked built-in winch control program replaced contactors for
noise levels on deck.
smooth, trouble free starting.

6.5. Onboard DC Grid
The Onboard DC Grid concept provides a Design principles Optimization and ruggedness Fit for the future
highly efficient power distribution and electric The factors that have led ABBs designers to Each power source and consumer on the The Onboard DC Grid is an open power
propulsion system suitable for a wide range of adopt this alternative method of DC power Onboard DC Grid is considered to be an AC or platform which can easily be reconfigured. For
vessel types. These include offshore support distribution are: DC island where the only connection between example, new consumers and power sources
vessels, tugs, ferries, yachts and tankers with Most of the total power onboard a vessel is them is the DC bus. This yields two advantages: of different types can be added, power levels
low voltage onboard and power systems up used for propulsion and thrusters. This power Each power source and consumer can be can be changed and other modernizations can
to 20 MW. A typical ABB electrical propulsion must be supplied as a DC input to the variable controlled and optimized independently. be made. Alternative energy sources which will
system essentially retains all of the proven frequency inverter that controls the speed of The complex interactions that can arise emerge during a typical vessel lifetime of 20+
products that are already being used in todays the motor. Distributing the power as DC rather between units which share an AC connection years will be easier to adopt in a vessel with
electric propulsion vessels, including the AC than AC allows the losses in the switchboard will never occur. By design, even under fault Onboard DC Grid; they will not be bound to an
generators and inverter modules. However, and transformer to be eliminated from this conditions, there should be no unwanted AC system, nor will they require redesign of a
the main AC switchboards and propulsion power flow. interaction between consumers fed by the main switchboard. To the ship owner this means
transformers are no longer required. The result When diesel-electric generators run Onboard DC grid. a more flexible and competitive vessel.
is a more flexible power and propulsion system, at a constant speed, fuel efficiency is
which will enable equipment weight savings of compromised. In a DC distribution system Energy storage Simplicity
up to 30% and will cut fuel consumption and diesel-electric generator speed can be varied Energy storage can be included in the Onboard Quite simply, the Onboard DC Grid is just
emissions by up to 20%. to achieve optimum fuel efficiency at every DC Grid solution to improve the systems an extension to the multiple DC-links which
power level. dynamic performance. Diesel-electric generators already exist in all propulsion and thruster
are slow to react to large, quick load changes. drives, and which usually account for more
By using batteries or super capacitors to than 80% of the electrical power consumption
provide power for a short time, the ships on electric propulsion vessels. The Onboard
control capabilities can be improved. This DC Grid retains all of the good and well proven
will especially benefit vessels with Dynamic products which are already in use in todays
Positioning. Energy storage can also be used electric ships, such as the AC generators,
to absorb rapid power fluctuations produced by inverter modules and AC motors. However, all
the diesel-electric generators, thereby improving main AC switchboards and transformers are no
the fuel efficiency. longer needed. This results in the most flexible
Figure 1: Comparison of onboard AC and DC power distribution Figure 2: Transformation of a generic electric propulsion system from AC to DC

power and propulsion system to date. The main Grid all generated electric power is fed directly
innovations of the Onboard DC Grid are the or indirectly via a rectifier, into a common DC
design and control of the protection system and bus that distributes the electrical energy to the
optimized energy flow. consumers. Each main consumer is fed from the
DC bus by a separate inverter unit. The 220 V
Configuring the Onboard DC Grid AC distribution (for example, hotel load) will be
There are several ways of configuring the fed using island converters which are specifically
Onboard DC Grid, from a multidrive approach developed to feed clean power to these more
(Figure 3) to a fully distributed system (Figure 4). sensitive circuits. Further converters for energy
In the multidrive approach all of the converter storage can be added to the grid. This energy
modules are situated together within the same storage could for example be batteries or super
location as the existing main AC switchboard. In capacitors for smoothing power variations.
the distributed system each converter module
is located in close proximity to the respective The main benefits of this approach are an
power source or load. efficiency increase of up to 20%, space and
weight savings of up to 30%, and flexibility
The main AC switchboard and all thruster for placement of electrical equipment. This
transformers are discarded. With Onboard DC increases the cargo space and provides a more
Figure 3: Onboard DC Grid; multidrive approach
Figure 4: Onboard DC Grid, distributed approach
functional vessel layout, where the electrical Equipment shall be protected in case of
system is designed around the vessel functions failures.
rather than vice-versa. Proper selectivity shall be ensured such that
safe operation will be maintained after any
Traditionally, the main challenges with DC single failure.
distribution have been in achieving full selectivity
and equipment protection comparable to AC The Onboard DC Grid is a new electric power
distribution. AC currents are by nature far distribution concept that, while utilizing the
simpler to break because of their natural zero existing well-proven AC generators and motors,
crossing every half cycle. DC circuit breakers opens up new possibilities for improving
do exist but are more complex, expensive and efficiency and saving space. The efficiency
larger than comparable AC circuit breakers. improvement mainly results from the fact
that the system is no longer locked at a fixed
By designing the Onboard DC Grid ABB has frequency (usually 60 Hz on ships), even though
considered the whole concept and layout from a 60 Hz power source could still be connected
a totally new perspective. Keeping in mind class to the Grid. The freedom to independently
rules and regulations as the frame, the design is control each power consumer opens up
based on two main principles: numerous ways to optimize fuel consumption.

Today, almost all energy on electric ships is may have an integrated rectifier mounted Equipment Quantity Rating Weight Traditional Weight Onboard DC
produced by combustion engines, most of directly in the unit itself or alternatively the Grid
which operate on liquid oil (HFO/MDO), some on rectifier could be in a separate cabinet close Generators w / aux 4 2500 kVA 38000 kg 39000 kg
gas (from LNG mainly), and some with Dual Fuel by. There is no need or reason to collect these
Main AC switchboard 1 690 VAC 4450 kg 0 kg
capability (liquid fuel or gas). When operating units in a centralized switchboard room as in a
Main DC distribution 1 1000 VDC 0 kg 2400 kg
these engines at constant speed the fuel classic design.
Distribution AC 1 450 V / 230 V 14490 kg 16530 kg
consumption is lowest when the engines are
Propulsion drives 2 3500 kVA 31980 kg 13680 kg
working within a very narrow operating window Since the main AC switchboard with its
at around 85% of rated load. With the possibility AC circuit breakers and protection relays Thruster drives 3 1200 kVA 26600 kg 13750 kg
to adjust the engine speed, the operating is omitted from the new design, a new Total 115520 kg 85360 kg
window can be extended down to about 50% protection philosophy has been devised which Table 1: Comparison of weights for installed electrical equipment for an example PSV. Traditional AC concept vs.
load without any increased fuel consumption fulfills class requirements for selectivity and Onboard DC Grid.
(Figure 5). equipment protection. A key requirement

has been to minimize the use of expensive
In the most distributed implementation of the and space consuming DC circuit breakers. power devices. Since all energy producing the last decade and is expected to develop
Onboard DC Grid, each power converter will be Proper protection of the Onboard DC Grid is components have controllable switching devices further. Energy storage will help the engines
located as close as possible to the respective therefore achieved by a combination of fuses (thyristor rectifiers for AC producers and DC/ to smooth out load variations caused by the
consumer or producer. Each production unit and controlled turn-off of semiconductor DC converters for DC producers) the fault thrusters and other large loads. The installation
current can be blocked much faster than can of energy storage and, together with other
be achieved with traditional circuit breakers and benefits of Onboard DC Grid, the total yearly
protection relays. fuel consumption reduction could be as high as
Figure 5 : Engine fuel tests at variable speed (the color scheme indicates Specific Fuel Oil Consumption (SFOC) in g/kWh .
20%.
Efficiency
Figure 5 shows the test results of fuel The exact savings will obviously depend on
consumption as a function of applied torque vessel type and operation profile, but as an
and RPM for a small test engine. It can be example, a Platform Supply Vessel (PSV) with
clearly seen from this graph that it is possible to dynamic positioning capabilities is one ship type
run this type of engine with the lowest possible that has the potential to utilize the full capability
fuel consumption at different loading levels. This of the new Onboard DC Grid.
is especially beneficial for vessels operating
in Dynamic Positioning, where the average Weight and space layout
electric thruster loads are normally low due One obvious benefit with Onboard DC Grid is
to low propeller speeds and normal weather the reduced weight and footprint of the installed
conditions, but where the number of running electrical equipment. The exact figures will vary
engines is higher than really needed for safety depending on the ship type and application;
reasons. Also the electrical efficiency will be however a summary of a study done for a PSV
improved due to fewer installed components (no is shown in Table 1.
main switchboard and thruster transformers).
The figures in Table 1 show the weight savings
However, the biggest fuel saving potential by comparing installed HW only. Further savings
arises from the ease with which energy storage are expected as a result of more flexible
devices, like batteries or super capacitors, equipment placement. We believe that a more
can be added to the system. The technology functional vessel with increased space for
in this area has developed significantly in payload can be achieved with careful design.

Increase the efficiency by up to

20% and reduce the footprint
of electrical equipment by up to
30%.
Operation optimization of running engines is not possible. rectifier which also doubles as a protection Benefits for the shipyard and designers
The Onboard DC Grid enables new ways of With Onboard DC Grid, split mode operation device for the generator. Isolators are installed More flexible placement of electric
thinking about operational optimization. As the can be more efficient because the engine speed in each circuit branch in order to automatically components.
system is flexible by combining different energy can be adjusted and optimized to the required isolate faulty sections from the healthy system. Reduced footprint and up to 30% weight
sources such as engines, turbines and fuel load without having to change the number of saving of electrical equipment
cells, there is huge potential to implement a real generators in operation. In summary, the Onboard DC Grid fully complies Less cabling and connections, thanks to the
energy management system, which takes into with rules and regulations for selectivity and use of bus ducts and fewer components.
account variations in fuel prices and availability Protection and safety equipment protection. Furthermore, any fault
of different fuels. This kind of optimization may As previously stated the protection philosophy is current will be cleared within maximum 40 ms. Even though the use of bus ducts is a
still be some years away, but with the Onboard based on a combination of fuses and controlled This means much lower Onboard DC Grid fault relatively new type of installation work for many
DC Grid the vessel is prepared to incorporate switches. In short; fuses are used to protect energy levels when compared to traditional AC shipyards, several benefits can also be listed for
electricity-producing energy technologies that and isolate inverter modules in case of serious protection circuits where fault durations can this. These include: Reduced cross section, no
may become available within the next decade. module faults. The same philosophy is applied reach up to 1 s. This low energy fault protection bending radius, and significant reduction of fire
to the current low voltage frequency converters. scheme enables the Onboard DC Grid system to load compared to traditional cables.
With todays technology, it is possible to solve In addition, input circuits isolate the inverter be used for applications up to at least 20 MW.
many of the traditional challenges of dynamic modules from the main DC bus and afford Savings
positioning operation by running engines at part full control of reverse power, both in fault and Benefits Onboard DC Grid enables a saving in equipment
load. For safety reasons, in the most severe DP normal conditions (as for example in propeller The Onboard DC Grid system is a new way of footprint and weight of up to 30% together with
operations today, the electrical plant is most braking mode). This means that faults at a distributing energy for low voltage installations a reduction of fuel consumption and emissions
often operated as a 2-split configuration. This single consumer will not affect other consumers in ships. It can be used for any electrical ship of up to 20%.
allows the vessel to maintain its position even connected to the main DC distribution system. application up to at least 20 MW and operates
if one side of the power plant fails. However, In the event of severe faults on the distributed at a nominal voltage of 1,000 V DC. The power
running in split mode does not make the most DC bus itself, the system is protected from distribution can be arranged where all cabinets
of electric propulsion in general because total generators by means of a controllable thyristor are in a single line up (multidrive approach) or
can be distributed throughout the vessel by
using a short-circuit proof DC bus. Onboard DC Grid
A significant step forward in electric
Figure 6: Dina Star, the first vessel with Onboard DC Grid.
Benefits for the ship owner propulsion increasing vessel efficiency
Up to 20% fuel saving when taking full by up to 20%
advantage of all of the features, including
energy storage and variable speed engines. The Onboard DC Grid will allow any new DC
Reduced methane slip for gas engines at low energy source, such as batteries and fuel
load. cells, to be simply plugged into the system.
Reduced maintenance of engines as a Vessels using electric propulsion and diesel
consequence of more efficient operation. engines as their primary power source will
Improved dynamic response by using energy then be able to maintain optimum energy
storage, which may give a better Dynamic efficiency in the future as new technology,
Positioning (DP) performance with lower fuel regulations and fuel prices change over
consumption or more accurate positioning. the next 20 years. This will protect your
More functional vessel layout because electrical investment in the long term, and in the short
components can be placed more flexibly. term the Onboard DC Grid will save space,
A system platform that enables simple plug completely eliminate some components and
and play retrofitting possibilities to adapt to reduce fuel consumption and emissions by
future energy sources. up to 20%.

6.6. Hybrid power plants enabled by batteries
When using a battery-based energy storage system in a diesel-electric power plant, it Figure 2: Battery system connected through a DC/DC converter to a DC link
must be possible to control the load sharing between the battery system and the diesel
generators. The battery system can be connected either to the common DC bus in a
DC
multidrive variable frequency drive system or directly into a DC grid power distribution Battery system
Battery
DC
system.
DC/DC converter MCC
Need for power backup of
DC safety essential equipment;
eg, steering, cooling pumps
AC
The voltage at the battery terminals varies drives. Modern VFDs are based on voltage Island Inverter
Distribution transformer
DC-distribution
depending on their state of charge (SoC) and source converter technology, which uses a
the charge or discharge current. The variation relatively constant DC voltage intermediate
DC-link/
in voltage depends on the battery chemistry. circuit. To guarantee full performance of the Variable speed drives
Need for power backup of safety and operation
For a lithium ion cell, the variation can be up VFD, the DC link voltage has to stay above DC essential equipment;
Energy storage of regenerative braking energy;
to 20-25% between typical operation points of certain defined levels. AC Smoothening of power consumption in case of cyclic
load variation;
Inverter
0.33C@90% SoC and 10C@15% SoC, where e.g. drilling drawwork
C is the rated discharge current (Figure 1). When using batteries as part of the power
AC
Furthermore, unlike with other power sources source for the VFD systems, the voltage
such as diesel generators, there is no way of variation of the battery can be compensated DC
Thruster/propulsion
Rectifier Need for power backup to keep positioning and
controlling a battery that enables direct power for through the use of DC/DC converters, Diesel generator
DC heading;
Smoothening of power consumption in case of fast
sharing. which boost the changing battery voltage level AC cyclic load variation
up to the required DC link voltage. The DC/ Inverter
The main power consumers in a diesel-electric DC converter also enables the control of direct
power plant are usually the variable frequency power load sharing between the battery system
drive (VFD) systems, including, for example, and the diesel generator (Figure 2). However,
propulsion thrusters and cargo and drilling in high-power battery energy storage systems, Figure 3: Battery system directly connected to a DC link
the DC/DC converter contributes significantly to
the size and cost of the overall battery energy
storage system and can cause additional Battery system
Battery
Figure 1: Cell performance of a lithium ion battery losses. MCC
Need for power backup of
(Corvus Energy) DC safety essential equipment;
eg, steeting, cooling pumps
An alternative configuration is to connect the AC
SLPB 125255255H 1.0C = 70.0A
DC-distribution
Island inverter
Charge : CC-CV. 0.5C, 4.2V, 3.5A Cut-off @ 23C 3C battery directly to the DC link (Figure 3). Distribution transformer
Discharge : CC. 0.5C, ~ 10.0C, 2.7V Cut-off @ 23C 3C
In such a system, the battery voltage
DC-link/
4.4
4.2
0,33C@90%5oC 0,33C 0,5C determines the DC link voltage and all the
Variable speed drives
4.0
1,0C
3,0C
2,0C
5,0C power consumers have to be rated according Need for power backup of safety and operation
DC essential equipment;
3.8
8,0C 10,0C
to the variation of the DC link voltage. This Energy storage of regenerative braking energy;
AC Smoothening of power consumption in case of cyclic
mainly affects the current and voltage rating
Voltage / V
3.6 load variation;

Inverter e.g. drilling drawwork
3.4 of the power components in the system as
AC
3.2 these must be able to convert or produce
3.0 the required power at both the maximum and DC
10C@15%5oC Controlled
2.8 minimum voltage levels. Load sharing between Diesel generator
rectifier Thruster/Propulsion
Need for power backup to keep
2.6 the battery system and the diesel generators, DC positioning and heading;
Smoothening of power consumption
2.4
0 10 20 30 40 50 60 70 80
as well as battery charging/discharging, has to AC in case of fast cyclic load variation
Discharge capacity / Ah
be controlled by the AC/DC rectifier units, which Inverter
feed power into the DC link system.

In applications with a high C-rate discharge Benefits: The marine market is evaluating
Battery voltage droop current, the natural droop of the battery voltage Reduced fuel consumption.
4,2
can be used for load sharing between a diesel Reduced emissions.
concepts based on the use
4
generator set and the battery. The voltage Improved dynamic response of the power of hybrid power plants with
droop (cell voltage versus discharge current) is plant. energy storage systems.
Cell voltage [V]
3,8 relatively linear but changes with the SoC of the Increased power plant availability due to the
3,6
battery (Figure 4). instantaneous availability of energy backup
source.
3,4 Voltage droop based load sharing is an effective
3,2
and robust method for parallel operating power
sources. With the DC voltage common for both
3
0 2 4 6 8 10
the battery and the rectifier, each unit supplies
C rated discharge the amount of power which corresponds to its
applied droop curve. As the load on the DC link
Cell voltage @ 10Ah
increases, the DC voltage drops.
Cell voltage @ 50Ah
By implementing a voltage droop control

Figure 4: Battery voltage droop algorithm in the rectifier control system, the
output voltage of the rectifier can be adjusted to
control the power flow in both the battery and
the AC/DC rectifier and consequently between
the battery and the diesel generator (Figure 5).
The natural droop curve of the battery is only
DC Voltage Feedback
Example: quasi-static and changes with the SoC. With
980 Battery nominal voltage@SoC = 960V current and SoC feedback from the battery
Battery natural voltage droop@SoC = 10%
management controller, a load sharing controller
C
on
960 -
t ro
can adjust the voltage reference and droop

lle
d
Voltage Rectifier
re
940 curve settings of the droop controller in the + PI Rectifier

ct
ifi
Reference Control
er
controlled rectifier. By adjusting the voltage

dr
DC-voltage [V]
oo
920
p
reference and droop curve setting in the -

cu
rv
e
900 droop controller, not only can the load sharing

Ba
tte
between the battery and diesel generator be Power Feedback

Droop
ry
dr
880
oo
controlled, but also the battery charging.

p
cu
rv
e
860
Battery SoC&Current Feedback Battery

Load Sharing Control
Management
20 40 60 80 100
Voltage reference and droop can be
Load [%]
adjusted by Load Sharing Control System
Figure 5: Voltage droop based load sharing Figure 6: Contolled rectifier voltage droop control

6.7. Variable frequency drive for shaft generator

(PTO/PTI)
Shaft generators are commonly used to produce electrical power for the ships network, in generators without frequency control. Such a In the case of CPP equipped vessels, instead
vessels equipped with a conventional propulsion system, where a mechanical shaft is driven combination does not allow flexible use of the of using combinator control, it is possible to
by a slow or medium speed engine. Shaft generators are used to reduce the loading of diesel shaft generator. maintain the vessels speed by altering only the
generator sets, by generating power in parallel with them, or to provide all of the required propeller pitch and keeping the main engine
power, which enables the shutdown of the auxiliary engines. 2-stroke engine with FPP no flexibility in RPM constant. This enables use of the shaft
using the shaft generator generator at reduced vessel speeds. However, a
These vessels are typically oceangoing, constant RPM mode has several disadvantages
If the vessel is equipped with controllable pitch Shaft generators with frequency control by operating on long-distance voyages at low compared to combinator control, leading
propeller (CPP), while maneuvering in port electrical means speeds. On such vessels, the shaft generator is to higher running costs. Using a constant
a shaft generator is typically used to supply An AC generator supplying the static mainly used on open seas, in order to generate RPM mode with CPP leads to higher fuel
power to the thrusters, since the power output inverter system is utilized in the vast power for the hotel and cargo load. consumption by the main engine, because the
of diesel generator sets is usually insufficient to majority of cases, although alternative shaft generator is used for power production.
meet high power demand from the thrusters. methods are also available Since the frequency of the electrical power Another major drawback lies in the fast rotating
Synchronous or asynchronous generator & produced by the shaft generator depends on propeller with a low blade pitch. This leads to
However, the systems design often places motor/alternator set the rotation speed, the main engine RPM must inefficiency in propulsion, causing additional
restrictions on how and under what conditions Full generator output is available at a wider be kept constant. These systems are designed losses and, in the worst case scenario,
the shaft generator can be used to generate range of main engine rotation speeds for operation of the shaft generator at or close cavitation of the propeller.
electricity. This depends on a number of factors In most cases, parallel running with to the vessels design speed, at which the
associated with onboard configuration, such as: generator sets is possible propulsion system has optimum efficiency. If the How to improve flexibility in shaft generator
Mounting arrangement of the shaft generator Shaft generators with frequency control by vessels operational profile changes significantly operation
(at the front end of the engine, the side of the mechanical means (with an emphasis on lower speeds) or if the A major improvement can be made in the shaft
engine, or aft of the engine) A few installations, where a constant vessel shifts to slow steaming, due to the generators operational flexibility, by retrofitting a
Connection of the shaft generator; via a step frequency is obtained using a variable ratio resulting fall in the main engines RPM the shaft variable frequency drive (VFD) in order to control
up gear or directly onto the propeller shaft. epicyclical gearbox generator cannot be used for power production. the output of the shaft generator. In the case
Propeller system of the vessel; fixed pitch Advantages and investment cost are more of FPP, use of a shaft generator is not tied to
propeller (FPP) or controllable pitch propeller or less the same as for electrical alternatives 2-stroke engine with CPP limited flexibility the ship design speed/constant main engine
(CPP) The main disadvantage is the complexity of in using the shaft generator RPM, since the VFD enables the system to be
Operational profile of the vessel the gearbox hydraulic control system, which These vessels are typically oceangoing vessels, designed in such a way that full shaft generator
tends to be less reliable than electrical in which the shaft generator is operated at a output is available across a wider range of main
Shaft generator types frequency control constant engine RPM at varying vessel speeds. engine rotation speeds.
Generally speaking, there are three types of shaft The shaft generator is mainly used to generate
generator arrangements on board a vessel. The challenge power for the hotel and cargo load, and for In the case of CPP, VFD enables running the
Shaft generators without frequency control When aiming for lower fuel consumption, one of thrusters during harbor maneuvering. main engine and propeller with combinator
The simplest and thereby the cheapest the most efficient methods involves decreasing control at lower speeds too. This maintains
shaft generator the required propulsion/shaft power by reducing With CPP, the classic approach to maintaining optimum propeller efficiency and fuel
Since the AC generator frequency depends the vessel speed. However, a reduction in vessel speed is based on operating the vessel consumption.
on the rotation speed, these generators vessel speed sets limitations on shaft generator according to the combinator curve, a pre-set
must be run at a constant RPM systems not equipped with frequency control. combination of propeller pitch and engine/shaft Most existing shaft generators can be modified
Floating frequency is basically possible (i.e. RPM i.e. so-called combinator control. This and retrofitted to include the VFD, in order to
between 50 and 60 Hz) Limited flexibility without frequency control enables the highest possible efficiency during increase their operational flexibility.
Cannot be run parallel with diesel generator Around 70% of worlds merchant fleet propulsion. However, due to a variable main
sets, even with CPP comprises slow speed engine powered vessels; engine RPM; the shaft generator cannot be The system can be used to produce benefits in
Narrow operational window, depending on most of these are equipped with FPP. Many used with combinator control. addition to increasing the operating window of
the propeller system/type. of these vessels are equipped with shaft the shaft generator, as illustrated in Figure 1.

Combinator CPP Combinator Parallel hybrid Depending on the ships operating conditions, Whenever the WHRS generates more electricity
Variable RPM
Variable Pitch
Fixed RPM
Variable Pitch
Fixed RPM
Variable Pitch
An alternative to the full electrical solution electricity production from the different power than the vessel can consume, or when the
is a combination of mechanical and electric sources will vary. The goal is always to maximize main engine requires extra power, the system
Prime mover Load
propulsion systems the so-called hybrid the use of cost-effective green energy sources. operates in PTI mode, feeding energy into the
propulsion system. Because electrical and drive shaft of the vessels propulsion system.
mechanical propulsion systems work in parallel Operating modes
Mechanic
through the gearbox, this is also known as the The shaft generator/motor has two different When demand for onboard electricity rises, the
Mechanic parallel hybrid. This mode is most beneficial operating modes. In Power Take-In (PTI) mode, shaft generator/motor automatically switches
when the complete power plant is built bearing the generator is used as a propulsion motor to PTO mode, feeding power into the vessels
Electric Electric
this mode in mind. The advantages of a retrofit for boosting the main engine, and in Power electricity grid. Power produced by this
Electric Mechanic Boost
are questionable, since the existing main engine Take-Off (PTO) mode it is used as an electricity generator, which is already rotating on the main
Propulsion Load is already dimensioned based on the design generator. Automatic switching between these shaft, is much more energy-efficient than power
criteria. Using this mode also enables full use modes maximizes the use of green energy from generated by auxiliary generator sets.
Figure 1: The various operating modes of the onboard of the waste heat recovery system (WHRS), the WHRS and shaft generator/motor system.
shaft generator because excess power from the steam can be
used to power the propulsion system.
Shore-to-ship electrical connection

The auxiliary engines of ships run in ports
produce SOX, NOX, CO2 and particle discharges,
as well as noise and vibration. These pollutants
have a negative health and environmental
Fully electric propulsion impact on the surrounding communities. Figure 2: A typical system configura-
tion for a container vessel with WHRS
In the case of low speed operation, such
and a shaft generator/motor system
as standby or awaiting a port call, the shaft With the ABB VFD solution for shaft generators,
generator, now working as an electrical motor ships can shut down their auxiliary engines
(Power Take-In (PTI)), can be used as a while berthed and plug into an onshore power
propulsion motor, drawing its electrical power source, thereby eliminating emissions into the
from the auxiliary engines. The main engine can local surroundings. The ships power load can
be stopped. be transferred to the shore-side power source,
in a secured and automated manner, without
Normal operating conditions disrupting onboard services.
In normal operating conditions, regardless
of whether or not the vessel is operating at VFD for shaft generators as part of a new
its design speed, the shaft generator and ship design
VFD can produce the required electricity Based on ABBs power concept for large
for the vessel. Use of ABBs VFD solution container vessels, in addition to the main diesel
enables island operation, whereby the shaft engine, three power generators are used:
generator generates the entire electric load the power/steam turbine generator, the shaft
itself. Alternatively, parallel mode, involving a generator/motor and the auxiliary power plant,
combination of shaft generator and onboard normally consisting of three or four generator
auxiliary engines, can be used. sets.

Benefits The ABB shaft generator with a VFD solution provides an energy-
Using a shaft generator with a VFD for power
efficient and low-emission method of generating electricity,
Shaft generator/motor in PTI
Power
mode. Consuming excess

power from electrical power production is economical, environment-friendly
system which is delivered to
propulsion plant.
Shaft generator/motor in PTO
mode. Delivering additional and provides a range of advantages. This is not tailored and optimized for individual vessels. This solution is
power to the electrical power
system by using power from limited to new builds major improvements can designed to reduce energy consumption and greenhouse gas
the propulsion plant. also be made to the efficiency and operational
flexibility of an existing shaft generator system
emissions in existing systems.
by retrofitting it with a VFD.
A power source which, under most

conditions, generates much cheaper energy
than auxiliary diesel generator sets
With CPP propulsion, VFD installation allows
efficient use of combinator mode instead of Figure 4: ABB industrial drive, ACS800-07-2320-7
fixed speed operation, thus reducing propeller

Time losses significantly on partial propeller loading
Available Power from WRS Vessel Electrical Power Demand conditions.
With a VFD, it is possible to utilize the shaft
Figure 3: The operational modes of the shaft generator generator at a wide range of main engine
RPMs, enabling operational flexibility:
Nominal voltage and frequency output from
the shaft generator can be maintained
For improved efficiency, main engine shaft
power can be used to produce electricity
over the entire operating area,
Generating power for ship network via the
shaft generator alone reduces the need to
use auxiliary generators
Flexibility in PTI/PTO function
Parallel running with generator sets is
possible
Increased efficiency from optimal operation
of the propeller with CPP
Lower noise levels
Improved energy efficiency reduces
emissions
Savings
Although the benefits vary from vessel to vessel
and are dependent on the operating profile, the
payback time can be short and the reduction in
the vessels environmental footprint significant.

6.8. Improved fuel efficiency with waste heat

recovery system
What Is WHRS How does the WHRS work? thermal energy of the steam into mechanical
A waste heat recovery system (WHRS) is a The mechanical efficiency of the main engine is energy to run the generator. When its thermal
combination of equipment installed on board to close to 50%. The rest of the energy contained energy has been used, the steam exits the
assist the vessels main propulsion machinery in the fuel consumed by the engine is not turbine and condenses in the sea-water-cooled
to recover a part of the energy contained in converted into shaft power, but is lost, mainly vacuum condenser attached below the steam
the fuel that cannot be efficiently utilized by the as heat and friction. The WHRS is designed to turbine. This condensate water is collected into
main engine. Without WHRS, that energy would recover as much energy from these losses as is a de-aerating feed water tank and pumped back
be lost as heat into the atmosphere and sea economically viable. into the exhaust gas boiler. On its way there, the
water. The technical details of the WHRS can be condensate recovers heat from the main engine
tailored to suit each application, but typically the Recovery of the waste heat begins in the jacket, cooling water and/or the main engine
following main components are provided (details exhaust gas boiler (Figure 2). Compared with scavenging air by flowing through the respective
shown in Figure 1): conventional exhaust gas boilers, the dual- heat exchangers. This part of the process is
Dual-pressure exhaust gas boiler pressure exhaust gas boiler of the WHRS called feed water heating. The entire circulation
Turbine unit generator with a vacuum is designed to efficiently generate steam process of the steam and condensate water
condenser with characteristics that make it suitable for is closed and the quality of the steam and the
Exhaust gas power turbine electricity generation. condensate is monitored. Figure 3: Power turbine
Boiler feed water heater(s) from main engine
scavenging air and/or jacket water For optimum efficiency, steam is generated at
Propeller shaft generator/motor with a two pressure levels; high and low. Both the
frequency converter high and low pressure steam flows are then led
An electric system and power management through the ships steam piping system to a
system for the distribution and control of the condensing steam turbine, which is connected
power generation and flow to a generator. The turbine then converts the Figure 2: Exhaust gas boiler Energy is also mechanically recovered from the
exhaust gas flow of the main engine. Part of the
exhaust gas flow is diverted into a power turbine
(Figure 3), which is connected to a generator.
This part of the process runs the power turbine,
Figure 1: Waste heat recovery system process flow and main component diagram which is similar to the turbine-side of the main
engine turbocharger and thereby complements
the steam turbines generating capacity.
1 Main engine
9 2 Turbochargers
r 3 Exhaust gas boiler
3 4 Steam turbine
q 5 Vacuum condenser
6 De-aerating feed water tank
7 Feed water heater (ME jacket water)
8 Feed water heater (ME scavenging water)
2 4 e w 9 Boiler steam drum, low pressure Through the WHRS, the
q Boiler steam drum, high pressure
8 w Exhaust gas power turbine recovered energy, which
5 t
e Turbine unit generator typically amounts to about 10%
1 r Switchboard
u 7
y
t Transformer of the main propulsions shaft
6 y Shaft generator / motor frequency power, is converted back to
converter
u Shaft generator / motor mechanical work.

to utilizing a frequency converter between the Another consideration in determining the

shaft generator/motor and the ships electric economic viability of the WHRS is the operating
network. As a result, the energy recovered in profile of the propulsion plant. Ships with a
the steam turbine and the power turbine can relatively stable operating profile, especially
be directly utilized as mechanical power on the with higher propulsion loads, have the biggest
propeller shaft. On the other hand, in slow- potential for savings. The more the vessel
speed situations where the ships electricity operates with high loads, the shorter the
consumption exceeds the amount recoverable payback time for the WHRS will be. The WHRS
from waste heat, the shaft generator/motor is not run in port or in maneuvering situations,
feeds the ships main network, thereby utilizing so the smaller these periods are in the ships
the main engines increased efficiency. overall operating profile, the greater the
economical potential of the WHRS will be.
Where and when can the WHRS be used?
The WHRS can be applied to any propulsion To date, WHRS have typically been installed on
plant with sufficient power output to make the deep sea container vessels and very large crude
investment economically viable. There is a clear oil carriers (VLCCs), both equipped with a two-
economy of scale here: the bigger the main stroke engine propulsion plant.
engine output, the more waste heat can be
recovered. The power level above which the The WHRS functions only when the main engine
WHRS becomes economical depends on the load exceeds a certain limit. This limit depends
price of fuel and the required payback time, on the system design for each project, but is
and it should be validated by making detailed typically about 40% of the main engine MCR for
Figure 4: Waste heat recovery system with power turbine
calculations as to the system efficiency. As an an ABB WHRS. The propeller shaft generator/
indication, however, given various parameters motor can be used in any speed range. The
prevailing at the beginning of 2012, ABB shaft generator/motor can be optimized to give
estimates that it would be economically 100% output power at a specified main engine
feasible to use WHRS on board container ships load, for example 80% of the main engine MCR.
that utilize main propulsion machinery with a Optimizing the specifications during the design
The steam turbine and the power turbine can On ships with two main engines, a configuration mechanical output of 20 MW or more. phase allows for maximum flexibility in the
be installed in two different configurations. They with two power turbines, one for each main recovery and utilization of waste energy during
can be installed either on the same bed frame engine, can also be considered. In special the ships operation.
with one common generator or on separate bed cases, a WHRS with only a steam turbine and
frames with dedicated generators (Figure 4). generator or only a power turbine and generator Is the WHRS complicated and does it require
The choice between these two configurations can be provided, but these options provide a special skills?
can be made based on the ships engine room lower heat recovery capability. The basic technologies used in the WHRS have
layout as well as what is technically the most ABB estimates that it would existed for decades and the systems available
feasible approach. In both configurations, the The propeller shaft generator/motor maximizes be economically feasible today do not incorporate any new technologies,
turbines are connected to the generator through the utilization of recovered energy. When such as fuel cells. The reason why it has now
a reduction gear. With the common generator provided with a highly flexible variable frequency
to use WHRS on board become more feasible to make use of the
configuration, the power turbine and generator drive, the shaft generator/motor can convert container ships that utilize main WHRS technology is primarily due to improved
connection is also provided with a special electricity into additional propulsion shaft power propulsion machinery with a component design, increased fuel costs, a
freewheeling clutch that enables automatic and vice versa, a change in functionality that is greater awareness of the importance of energy
engagement/disengagement depending on the achieved seamlessly without any interruption
mechanical output of 20 MW or efficiency and the need to reduce emissions.
operating conditions. to the operation. Primarily, this flexibility is due more. What turns a conventional auxiliary steam

Ships with a relatively stable phase. After startup, the operation of the Benefits Savings and payback time
WHRS is controlled by local and centralized Energy efficiency increased by 10% The savings provided by the utilization of WHRS
operating profile, especially automation systems and the loading of the Reduced CO2 emissions and the payback time of the investment vary
with higher propulsion loads, units is controlled and adjusted automatically Flexibility and redundancy in power plant from one application to another. The initial cost
have the biggest potential for by the power management system. In addition, operation, for example less operating hours of the WHRS will eventually be covered by the
an advisory system is available for a thorough for auxiliary engines at sea if so desired fuel savings made during the operation of the
savings. evaluation of the WHRS and for adapting it vessel. The WHRS can be optimized to meet the
if needed when faced with new operating required level of efficiency and tailored for the
conditions. specified propulsion plant. Based on these main
parameters, a payback time can be estimated
Why start using WHRS now? in advance, relative to the prevailing cost of fuel
The use of WHRS has become more and the operational profile of the ship.
economically viable due to the rise in fuel costs
over the past decade, and as a result, the
system into a modern WHRS is basically the payback time for the system has shortened.
Figure 5: The energy efficiency of a large two-stroke diesel engine can be increased by 10% using WHRS
increased capacity of auxiliary steam production Future restrictions and penalties for CO2
and the conversion of the steams thermal emissions enhance the attractiveness of
Shaft power output:
energy into electricity instead of other purposes WHRS even further. The improved efficiency
49% energy WHRS: electric power
such as heating. of propulsion machinery with WHRS gives the
efficiency production 5%
operators a competitive edge over those with
Exhaust gas boilers and auxiliary steam conventional propulsion machinery and provides
systems are standard equipment on practically them with a reduced carbon footprint and other
every ship. The steam turbine is installed environmental benefits.
on an integrated standalone bed frame and
requires little maintenance between scheduled The WHRS package offered by ABB uses well-
overhauls. The power turbines technology is proven technology that customers have had
similar to the main engine turbochargers, and experience with for many years. The steam
therefore their maintenance procedures are system-related components have been selected Exhaust gas
basically equivalent. The overhauling period of from manufacturers that are highly respected in
the propulsion machinery is not affected and the their field of expertise. In delivering a complete
WHRS components need only similar intervals package, ABB provides a single point of contact
between overhauls. for all customer communication during a WHRS Scavenger
project. In addition to the WHRS package, ABB
Since ABB offers the whole integration of can also supply the power management system,
the WHRS, the functionality of the complete integrated automation system, main electric Jacket water
system can be optimized already at the design network and propulsors required for the project.
Lubricating oil
Energy in fuel:
100% Radiation

6.9. Diesel electric auxiliary propulsion system
input reference signals as used by the main

engine or by utilizing an additional dedicated
A B reference signal. In this mode, the EAP motor
is controlled by an EAP drive that provides a
smooth slow speed operation range without
main engine losses. The drive is fed from
the electrical network (or from battery) and
it includes the needed protection against
B
A Figure 3: The rotor structure of the induction motor is blackouts and other damages to the equipment.
simple and robust.
Even though the specific fuel oil consumption

(SFOC) is normally higher for auxiliary engines
Figure 1: Overall principle of the shaft-installed electri- and induction motor efficiency is not very good
cal auxiliary propulsion system. The propulsion drive at low speeds, EAP still presents remarkable
including the brake resistor (A) is fed from the auxiliary
need to be taken into account when calculating potential for fuel savings. This is due to the
generator. The feeder may require a transformer to match
the voltages. The drive feeds the auxiliary propulsion mo- shaft forces and vibrations. To avoid thrust fact that the total consumption of auxiliary
tor (B) when the main propulsion engine is disconnected loading of the EAP motor bearings from the engines (total direct fuel consumption + engine
from the shaft. propeller shaft, the axial tolerance of the EAP auxiliaries fuel consumption) is typically much
bearings is designed to be wider than in the less than the total consumption of the main
thrust bearing of the shaft line. propulsion engines. From the fuel savings
perspective, this option becomes especially
When the main propulsion engine is not utilized interesting when auxiliary engines are running
If there is room available between the gearbox and the clutch is open, the EAP motor can be during normal operation and there is room to
and the propeller shaft support bearings in driven in the EAP mode by utilizing the same increase their load by addition from EAP.
propeller shaft installations, one robust option
for fuel savings is to consider adding the
propulsion electrical motor into the shaft line
itself. In such installations, the electrical motor Pre-designed motor parameters:
is a part of the shaft, connected to it from both Direct electrical Shaft diameter Maximum transfer torque Shaft height (shaft middle
ends. ABB has pre-designed a few options auxiliary propulsion [mm] through motor [kNm] from the bottom)
from its proven standard motor portfolio to with / without key [mm]
be available for new building and retrofitting Direct EAP 400 110 30 / 30 400
purposes.
Direct EAP 450 125 45 / 62 450
Direct EAP 500 140 52 / 90 500
In normal operation, the vessel utilizes the main
Figure 2: Four different motor sizes from ABBs AMI motor Direct EAP 560 180 105 / 165 560
propulsion engine as before, but now through
family are pre-designed to meet the typical requirements
the electrical auxiliary propulsion motor. In this
of electrical auxiliary propulsion motors. The special
operation, the EAP motor rotates freely as a Direct electrical Forged shaft material Motor shaft length Minimum speed without
features of such motors are as follows:
part of the shaft, not providing power into the IM1002, shaft end available on both ends of the motor.
auxiliary propulsion [mm] [mm] forced lubrication *
system. When operated with the main engine, Increased shaft diameter. Direct EAP 400 42Crmo4 or similar 2420 110
Maximized torque carrying capability of the shaft
the EAP motors interference to the system Direct EAP 450 42Crmo4 or similar 2620 70
(double key on both cylindrical shaft ends).
consist mainly of minor additional rolling losses Bearing solutions allowing 8mm axial tolerance. Direct EAP 500 42Crmo4 or similar 3000 60
of the EAP motor bearings and the rotating Fan cooling for slow RPMs. Direct EAP 560 42Crmo4 or similar 3550 110
mass of the EAP motors rotor. These factors
* Forced lubrication is an available option

Direct electrical Available power in Torque rating of motor Motor efficiency at 180 RPM More power may be taken from the motor by operated with the main engine, the EAP motors
auxiliary propulsion 180 RPM / 660 VAC [kW] [kNm] [%] increasing the revolutions. This results in more interference to the system consists mainly of
Direct EAP 400 110 5.8 87.8**
current via the supplying drive and the motor minor additional gear and rolling losses. Also
winding. Therefore, the EAP drive selection the EAP motors weight and vibrations need
Direct EAP 450 230 12.1 88.7**
should mainly be made based on the current to be taken into account when designing the
Direct EAP 500 350 18.5 91.7**
rating of the motor. system update. To minimize mechanical stress
Direct EAP 560 420 32.8 90.7**
to the system, the first option is to consider
** Guidance value. To be verified for each supply individually. The EAP drive, which is a standard ABB installation where the motor is flange-connected
ACS800 low voltage drive, needs to be to the gear and supported from the motor foot.
equipped with special software that is suitable The code for this type of installation is IM2001,
for EAP use or with a propulsion control unit but evaluation of the installation also requires
for more complex installations. The drive support from the gear manufacturers who are
Motor performance must be evaluated in evaluation should include the estimation of technology is selected according to the network the experts with their own designs.
the speed range defined by the main engine the needed propeller speed in the target slow parameters:
inefficiency. The basic philosophy of auxiliary speed operation of the vessel. Theoretically, the either with diode supply and brake resistor, When the main propulsion engine is not utilized
propulsion is to operate in the propeller speed auxiliary propulsion motor efficiency improves when network braking of regenerative is and the clutch is open, the EAP motor can
areas where the use of main propulsion is not while the motor speed increases, and therefore not chosen due to low network load and be driven. The same input reference signals
efficient. it is recommended that the propeller pitch/ harmonics are tolerated / filtering is possible as used by the main engine or an additional
power curve is re-designed for the EAP mode or with low harmonics active front-end and dedicated reference signal can be used. In this
Above is a table showing motor performances taking into account also the propeller and feed transformer (this transformer is always mode, the EAP motor is controlled by the EAP
in a 180 rpm situation, which represents an propulsion efficiencies. needed for high frequency interference drive, which provides a smooth slow-speed
example operation point of 5-6 knots. Each isolation) operation range without main engine losses. The
drive is fed from the electrical network (or from
High speed electrical auxiliary propulsion battery) and it includes the needed protection
When the size and weight of the installation against blackouts and other damages to the
A
C are critical design factors, electrical auxiliary equipment.
propulsion can be implemented with a high-
speed induction motor that is connected to Even though the specific fuel oil consumption
the reduction gear (in case there is an input (SFOC) is normally higher for auxiliary engines,
possibility). EAP still presents remarkable potential for
B fuel savings and plenty of comfort benefits.
In small vessels where geared electrical auxiliary The slow speed solution greatly improves the
propulsion is often the only possibility for induction motor efficiency and often covers
efficiency updates, the most demanding design also additional gear losses. The fact that the
challenge is typically the auxiliary power source. total consumption of auxiliary engines (total
If there is room for a new power source to be direct fuel consumption + engine auxiliaries
installed and its weight is tolerated, high speed fuel consumption) is typically much less than
Figure 4: Overall principle of the gear-installed electri-
EAP components are often easier to fit in. the total consumption of the main propulsion
cal auxiliary propulsion system. The propulsion drive engines makes the EAP saving potential
including the brake resistor (C) is fed from the auxiliary In normal operation, the vessel utilizes the interesting.
generator. The drive feeds the auxiliary propulsion motor main propulsion engine as before. In this
(B) when the main propulsion engine is clutched from the
shaft. The gear ratio of the reduction gear (A) allows for
operation, the EAP motor, which is a standard
smaller and lighter motor sizes than possible in direct ABB motor, rotates freely as a part of the shaft,
installations. not providing power into the system. When

The following pre-designed high-speed electrical auxiliary propulsion systems are available:
The high-speed electrical auxiliary propulsion Benefits to the shipyard / designer
High speed electrical Available power in Torque rating of motor, Motor efficiency at
system is a combination of standard, robust Simple installation.
auxiliary propulsion 1800 RPM / 400 VAC cylindrical shaft end with 1800 RPM
ABB motors and the EAP drive, also a standard Reduced gear stress (in case of shaft line
[kW] key [Nm] [%]
ABB ACS800 low-voltage drive that is equipped installation).
High speed EAP 50 50 350 (shaft 60mm) 94.3* with special software, suitable for EAP use. Risk reducing by gear output removed (in
High speed EAP 100 100 668 (shaft 65mm) 95.5* case of shaft line installation).
High speed EAP 150 150 990 (shaft 65mm) 96.1* Benefits to the vessel owner Gear/support for motor (sensible) installation
High speed EAP 200 200 1230 (shaft 65mm) 96.3* New operational mode for the vessel. not needed (in case of shaft line installation).
* Guidance value. To be verified for each supply individually. Fuel savings. Ready design options available.
Reduced noise and vibration in low speed Slow speed noise targets can be described
operations. without main propulsion engines.
Increased comfort.
Increased redundancy. Savings and payback time
New fueling and energy generation options. Consider electrical auxiliary propulsion if your
Standard and proven products, supported vessel operates in slow speeds (0-6 kn) and
High speed electrical Motor weight [kg] Motor dimensions [mm] Connection flange worldwide. utilizes CPP propulsion with main propulsion
auxiliary propulsion diameters [mm] engines. Electrical auxiliary propulsion enables
High speed EAP 50 500 L: 875 (+fan 300) ** Inner 450, outer 550 Slow speed operation is you to fully change your operations to be much
more economical. The payback time of such
H: 605 8 * 19 (45, 500mm)
possible without the main savings is typically very short, but the change
High speed EAP 100 950 L: 1204 (+fan 300) ** Inner 550, outer 660
H: 852 8 * 23 (45, 600mm)
propulsion motors. requires project-specific evaluation.
H: 852 8 * 23 (45, 600mm)
H: 852 8 * 23 (45, 600mm)
** Fan is needed for zero speed cooling.
High speed electrical Drive weight + Drive dimensions + Drive type

auxiliary propulsion brake resistor weight brake resistor dimensions
[kg] [mm]
High speed EAP 50 34 + 14 H: 739 W: 265 D: 286 ABB ACS800-01-70
H: 600 W: 300 D: 345
High speed EAP 100 67 + 25 H: 880 W: 300 D: 399 ABB ACS800-01-120
H: 1320 W: 300 D: 345
High speed EAP 150 400 + 30 H: 2130 W: 830 D: 646 ABB ACS800-02/07-210
H: 1320 W: 300 D: 345
High speed EAP 200 500 + 30 H: 2130 W: 830 D: 646 ABB ACS800-02/07-260
H: 1320 W: 300 D: 345

6.10. Small power propulsion solution
The content of the requests coming to ABB One word of warning: do not downgrade Configuration options In vessels without strict comfort class
Marine is often very similar. Two needs are propulsion power too much if you decide to Below are some configuration examples that requirements:
repeated often: modernize your vessel. You still need to be represent the most typical requests received Fixed motor installation to the hull + fixed
able to control the vessel in rough conditions by ABB. These are not the only options, but installation to the shaft + sleeve bearing
The vessel owner wants to have an electrical and that should define the minimum it is good to keep in mind that smaller vessels selection (axial movement of the shaft
propulsion system, but the shipyards do not requirements for dimensioning the propulsion; do not normally have specialists or dedicated thrust bearing is less than that of the
have anything to offer in the requested size. the motor has to have sufficient torque ability! electricians in their crew. Also, these examples motor bearings).
Do not base your dimensioning on the speed do not focus on the possibility of having some Fixed motor installation to the hull +
Mechanical propulsion installed on board the requirement only! regenerative energy from the propeller; unlike flexible installation to the medium speed
vessel is very efficient and compact for full land vehicles, vessels should not be operated in CPP-propelled shaft, with the minimum
speed operations, but as the vessel usage If your vessel is 30-60 meters long, you have a manner which generates brake energy. If they speed of 160 RPM + sleeve bearing
has changed to run more on the partial loads, a relatively good chance of finding a 2+1 are, there you have immediate savings potential. selection (coupling to tolerate axial
the existing installation is no longer working main engine configuration, which brings you movements at both sides above the
efficiently. most of the benefits of electrical propulsion To start with, here are the three basic concepts: bearing tolerances).
system (see concept B in the following text). In vessels with comfort class requirements:
This input is of course nice for the electrical Be prepared to make some sacrifices in the A. Replacing the mechanical propulsion with Flexible installation to the hull + flexible
propulsion manufacturer, but it also presents vessels maximum speed. electrical propulsion installation to the shaft + sleeve bearing
many difficulties. The system design has to B. Electrical propulsion with auxiliary plant selection (+ roller bearing for axial forces
tackle the challenges caused by the systems If your vessel is over 60 meters long, we backup if needed). This option is possible for slow
additional weight, the hull form defined by the should be able to find you a solution. C. Power plant principle FPP-propelled and medium speed CPP-
mechanical propulsion and the utilization of the propelled configurations.
maximum amount of existing equipment. For new building projects, finding a solution All of these concepts have the following Flexible or fixed installation to the hull
is easy if the hull is designed for electrical common guidance: + flexible coupling to the shaft + roller
In case of retrofitting an existing ship, the propulsion. If the hull is already designed for a Axial forces of the shaft line need to be bearings. This option is available for slow
following rough guidance can be given mechanical propulsion system, see if a design handled using thrust bearing. To allow more speed shafts.
according to the vessel size: where the shaft is less tilted and closer to the flexibility in the selection of the motor bearing, We recommend that our customers select
horizontal is possible. This way the propeller individual thrust bearings are recommended standard electrical propulsion motors to
If your vessel is less than 30 meters long, efficiency can be increased significantly to to tackle these forces and to carry the guarantee better and more reasonable
please read the chapter on auxiliary electrical win back the additional resistance caused by weight of the shaft. With this kind of thrust maintenance. We also propose standard
propulsion (AEP) carefully. You will probably increased weight. Typical electrical propulsion bearing installation, the recommended motor cooling solutions . If space is not a critical
face challenges in fitting electrical propulsion shafts are installed at an angle of 0-2 degrees installation configurations are as follows: design issue, it is often an easy solution for
in with the power production plant. Therefore, and most of them have the installation angle of the shipyard to install water-cooled motors.
as an alternative, AEP can also provide a big less than 8 degrees. In such a case, ABB recommends IC86W
improvement and can be more easily installed motors. The cooler can be located on top of
on your vessel. Read also the following the motor according to the original design, or
guidance for 30-60 meter long vessels. the motor can be equipped with a side cooler.
Optionally, air cooled motors (IC416) are also
Unlike land vehicles, vessels available.
should not be operated in
a manner which generates
brake energy. If they are, there
you have immediate savings
potential.

CONCEPT A
7 7
G G
6 3~ 6 3~
1) PROPULSION ELECTRICAL MOTORS

2) PROPULSION DRIVES
3) PROPULSION BRAKE RESISTORS
5 5 4) DC-LINK CONNECTOR AND PROTECTION BOX
5) GENERATOR FEEDER ISOLATORS
6) MAIN GENERATORS
2 2
= 4 = 7) MAIN ENGINES
= =
RBU
RBU
2 3 2 3
1 1
M M
3~ 3~
Figure 1 & 2: An ABB motor with a

top air-to-water cooler IC86W (left)
Figure 3: Concept A - Replacing the mechanical propulsion with electrical propulsion. The system components are
and a motor IC416 (right) with an
presented in the above picture. The included remote control system delivers the captains order to the propulsion
additional forced-air cooling fan for
control application. The application then calculates the order reference to the drive and controls the electrical motors
slow speed.
speed accordingly. The propulsion control application handles the generator protection and the power safety limitation
according to the number of running engines. The generator voltage in this concept is typically 380 - 690 VAC.
In case the propulsion system is the only load additional 15% temperature raise reserved
on the generators, a generator with a very for disturbance losses. CONCEPT B
high power factor design (cos=0.95) can In case there are other consumers in the same
be selected. The generator has to tolerate network with the propulsion system (concept
the disturbances generated by the frequency C), we recommend that you allow ABB to help 7 7
converter (information about the converter you in the pre-design. The preliminary power
type and its line-side connection group factor specification for the main generator is G G
6 3~ 6 3~
must be made available to the generator cos=0.90 or above.
1) PROPULSION ELECTRICAL MOTORS
manufacturer who has to take the load into In case the propulsion system is separated 2) PROPULSION DRIVES
3) PROPULSION BRAKE RESISTORS
account in the generator design). from the electrical network, one and two 4) DC-LINK CONNECTOR AND PROTECTION BOX
5) GENERATOR FEEDER ISOLATORS
In case the vessel operation does not engines can be used to run both the 5 5B 6) MAIN GENERATORS
require the ships speed braking faster propellers. This is achieved by connecting the 9 7) MAIN ENGINES
2 2 G 8) TRANSFER SWITCH (normally always open)
than is allowed by the propulsion main DC links of the drives. It is good to note that = 4 =
3 9) HOTEL LOAD AGGREGATOR
~ 10) ELECTRICAL CONSUMERS
diesel engines, the drive can be designed to fulfill SOLAS requirements, this connection = = 8
RBU
RBU
2 3 2 3
with network braking ability. In this design must be kept open for redundant propulsion.
selection, the generator design should have For SOLAS-classified vessels, we recommend 1 1
an additional 5% temperature raise reserved selecting concept C. M M
10
3~ 3~
for disturbance losses. In case of the power plant principle (concept
In case the vessel operation requires speed C), the one or two engine operation is handled
braking with propeller (most common case), by a feeder switchboard. In this configuration,
the drive is designed with brake resistors also the auxiliary plant is included in the Figure 4: Concept B Presenting electrical propulsion with auxiliary plant backup. The system components are pre-
sented in the above picture. The difference compared to Concept A is the possibility to use one of the main engines as
that absorb the regenerative energy from fuel optimization by controlling the available
a backup of the auxiliary aggregator. When switch 8 is closed, switch 5B is opened and the maximum power available
the propeller. In this design selection, the propulsion power to keep the engines in the for the propulsion motors is the production of one main generator. The generator voltage in this concept is selected to
main generator design should have an optimal loading range. meet the requirement of the electrical consumers (10).

CONCEPT C Benefits for the owner Savings and payback time

Possibility to run one, two or more common Consider electrical propulsion option if
engines with two propellers with relatively your vessel does not follow the pattern of
good efficiency throughout the vessels speed continuous full speed operations. Diesel-
7 7
range, especially at lower speeds. electrical propulsion system makes it possible
G G
New operational modes for the vessel. for the vessel to stay moving longer, for longer
6 6
3~ 3~
1) PROPULSION ELECTRICAL MOTORS Fuel savings. distances and with a higher comfort level. This
2) PROPULSION DRIVES
5 5 3) PROPULSION BRAKE RESISTORS
Reduced noise and vibration in low speed makes diesel-electrical propulsion system a
4) DC-LINK CONNECTOR AND PROTECTION BOX operations. different concept compared to the noisy but
8 5) SELECTIVE FEEDING BREAKERS
6) MAIN GENERATORS Increased comfort. fast-moving mechanical version and comparing
5 5 5 5 7) MAIN ENGINES
8) SWITCHBOARD WITH TIE-BREAKER Increased redundancy. these two in parallel a bit of a challenge.
2 2
9 = = 9 9) HOTEL LOAD TRANSFORMERS New fueling and energy generation options.
(EARTHED SCREEN BETWEEN PRIMARY AND
= =
SECONDARY WINDINGS) Standard and proven products, supported When the concepts were compared in the
2 3 2 3
RBU
RBU
worldwide. operation profile of a less than 50-meter yacht,

1 1 New sources of energy can be utilized. the study outcome reflected the same result as
M M in the whole small vessel segment: compared
3~ 3~
Benefits for the shipyard / designer to mechanical propulsion, electrical propulsion
Day 1 material availability for the main brings savings at the same cruising speed,
component dimensions. extends the cruising time (at 25 Kn from 15
Figure 5: Concept C Power plant principle. The system components are presented in the above picture. One or more
Support from the system designers. hours to 17,7 hours) but the vessels maximum
engines are used to feed the propulsion and auxiliary network. In this concept, the propulsion system disturbance is
now connected to the rest of the electrical network. This is solved either by installing a low harmonic drive and galvanic Simple installation. performance (top speed) was reduced from
separation by means of earthed-screen transformers or by installing a 6-pulse frequency converter and filtering in Hull design does not need to follow the 31 Kn to 27 Kn in order to keep the weight
the electrical network. To avoid any responsibility issues, the propulsion designer should be responsible for the total propulsion engine and shafting (the main within allowed limits. Therefore the savings
electrical design of the system. The generator voltage in this concept is freely selected from standard steps at 380-690
engines do not have to be side-by-side by the concept selection are clear and have a
VAC.
either). defined payback time, but they also require the
Flexible location of equipment. owner to make selections regarding the vessels
No gear boxes. operational requirements.
Industrial risk levels due to standard product
offering.
Slow speed noise targets can be achieved
easier with small engines.

6.11. Azipod propulsion
Efficiency and availability known, proven technologies for components

Latest developments
Azipod technology was introduced in 1990. The and design. As an example of the latter, sliding
first cruise vessel installation on the Fantasy- bearings were selected for thrust bearings.
class vessel Elation in 1998 showed remarkably
Azipod XO
positive results with high efficiency and excellent The outer shaft seal was also completely New prole and geometry
maneuverability. The new technology provided redesigned to provide similar benefits: reliability optimisation for Solstice
and Genesis Class
ship designers with greater freedom to optimize and maintainability. The seal system enables
New prole on strut
the ships general arrangement. advanced condition monitoring to a degree not and n on last vessels of
> 9%
Voyager Class
seen elsewhere in the market.
Added n
After processing further knowledge from Radiance Class > 20%
First cruise liners
experience and getting a better understanding For larger models the seal can be changed from Elation, Paradise First generation Azipod propulsion
of the systems behavior in operation, the scope inside the pod. The seal is designed for a five-
of development was widened to cover larger year lifetime and to be replaced during normal
systems. dry-dockings, but in case of an emergency
situation this can also be done with the vessel 7.5% 9%
Design improvements afloat.
At first the improvements were mainly Fantasy class diesel electric conventional shaftline propulsion system
concentrated on shaft bearings and seals. The fully electric steering gear was originally 1997 1999 2001 2005 2009 2012
While the basic mechanical design remained designed for smaller Azipod sizes, but it was
the same, the focus was to provide improved the right time to introduce it for larger open Figure 2: Propulsion efficiency has been improvedby several steps in design optimization
lubrication conditions and to improve seals to water unit sizes to replace conventional electro-
prevent any leakages into the lube oil or into the hydraulic steering gear. The main reasons
sea. for this step were that it reduced energy Improved fuel efficiency further. This package consists of an asymmetric
consumption and noise, as well as cutting the The propulsion efficiency of Azipod propulsion, lower fin and crossed plates (X-tail) that are
After collecting several years of operational amount of oil in the installation, in order to make when originally installed on cruise ship Elation integrated in the aft cone. The asymmetric lower
experience with wider knowledge of system it more environmentally friendly. Electric steering back in 1997, improved by some 9 percent, fin will improve efficiency up to 1 percent by
behavior, improvements were broadened gear is now installed on recent Azipod deliveries when comparing identical sisterships with reducing the losses from the propulsion system
to include processes like better control of for open water conditions. traditional shaftlines. Since then, the propulsion and the X-tail will further increase efficiency by
manufacturing, delivery and operational efficiency has been improved by several steps in up to 1.5 percent by reducing the rotational flow
processes, and general quality control. Figure 1: Azipod operating hours and on duty percentage design optimization (Figure 2). losses at the aft cone section. These changes
Azipod operating hours and on duty percentage can also be made as a retrofit installation on
Time for redesign 8,000,000 100.0% One major hydrodynamic improvement was open water units. The first retrofit work with
After several generations of updates from the Oper hours
gained early by installing a fin under the Azipod asymmetric fin and X-tail was done in 2011
7,000,000 99.9%
original design, it was seen that a concurrent On duty % to reduce rotational flow losses generated by during the vessels normal dry docking.
redesign would be necessary to be able to 6,000,000 99.8% the propeller. In the next steps, the Azipod strut
combine all identified improvement ideas. The 5,000,000 99.7% design was modified by making it slimmer and Also in 2011, ABB launched a method of
first such development project addressed more optimal for operation in the propulsion optimizing the energy efficiency of Azipod
4,000,000 99.6%
the larger open water unit series, which was environment. Finally, with the Azipod XO, the installations on board vessels. This was based
3,000,000 99.5%
subsequently given the identifying type code propeller hub and motor module diameters were on the finding that further fuel consumption
Azipod XO where X stands for next generation 2,000,000 99.4% reduced and the unIt is entire hull was optimized savings can be reached by optimizing the toe
Azipod and O means that it is mainly made with the help of CFD and model testing. (steering) angle of the Azipod units dynamically,
1,000,000 99.3%
for vessels that will operate in open water in addition to the angle optimization already
0 99.2%
conditions. In this research and development During 2011, ABB introduced an additional undertaken at the vessel design stage. This
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
project ABB Marine decided to utilize well- package to improve Azipod propulsion efficiency package has the acronym ADO from the words

The propulsion motor Azipod Dynamic Optimizer. Fuel consumption Marin showed that Azipod propulsion compared Nowadays, Azipod propulsion and thruster units
is estimated to be reduced further by up to 1.5 to a fixed shaftline propulsion design still had are designed for five years dry-docking and
technology in Azipod units is percent using ADO. a 6-8 percent lead what regards to propulsion maintenance intervals. For some applications
selected so that it will achieve efficiency. Furthermore, these tests were made a longer maintenance interval of even up
high efficiency throughout the The overall improvement in propulsion efficiency before the introduction of asymmetric fin, X-tail to 10 years has proven supportable. This
has been above 10 percent over the course of and ADO, which can improve the efficiency of conclusion is based on results drawn from a
entire propeller speed range. the existence of the Azipod, with a more than 20 the Azipod system overall by up to four percent. well documented operational and maintenance
percent gain when compared to the shaftlines history. Today, there are some 100 vessels
being used back in the mid 1990s. However, it Operation experience using Azipod propulsion. It has been selected
is fair to acknowledge that there have also been With regards to fuel savings and ship for a wide range of ship types and operations;
improvements in shaftline propulsion during maneuverability, the expectations set by such as cruise ships, icebreakers and ice-going
this time. Even so, a recent comparison test at ship operators have typically been fulfilled cargo vessels, ferries, megayachts, offshore
or exceeded by the Azipod. Ship captains in supply vessels, research vessels, wind turbine
particular have expressed satisfaction with the installation vessels and drilling rigs.
ease of operation and the maneuverability of
their ships. Concerning energy efficiency, some
operators have claimed fuel savings of more
than 20 percent, compared with their vessels
operating with conventional propulsion.
Seven million operating hours with Azipod

propulsion have resulted in the largest pool of
experience in how podded propulsion systems
should be designed, used and maintained for
trouble-free reliable operation.
The advantage of having data
During the two decades ABB has established a
available from a large number
unique position being the only company that has
in-depth and in-house product and integration of operating units as well as a
knowledge, with a responsibility covering the wide range of test results from
whole concept from hydrodynamics, mechanics,
models and full size units has
electronics, cooling to operating, maintenance
and services, as well as the integration of the been essential for continuous
complete electrical and control system. development.

Azipod XO
Currently, there are more than 60 passenger vessels equipped with Azipod units in
operation. Cumulative running hours for the total fleet is above 6 million.
Our premium propulsion solution for the medium The unique efficiency of Azipod units is based
voltage propulsion system the Azipod on the following characteristics:
propulsion has been improved. The old open
water VO generation has faced improvements in 1. The pulling propeller eats from the
the total efficiency, maintainability of the unit and homogenous field of water. The propeller is
safety of the operation and work inside. therefore loaded equally and there are no
disturbing and resisting components in front
Special attention in the new-generation Azipod of the propeller. Also the wake field behind the
has been paid on the reliability and efficiency, propeller is close to optimal.
which have already been in a class of their own.
The target has been to extend the docking 2. The propeller positioning is optimized to
interval and increase the maintainability from the hull shape. In this aspect, the hull form of on the hydrodynamic evaluation. The propeller The efficiency of the Azipod is on a unique
inside. The thrust pad and propeller seals can an Azipod vessel differs from the shaftline positioning and the hull form are designed level. Compared to a similar shaftline vessel,
be changed from inside in models XO 2100 and hull, since this optimal positioning of the together with the shipyard or design offices. The the ships resistance is 10 percent lower in
above. propeller allows more hull optimization based Azipod projects are always evaluated case-by- the design optimized for Azipod . The unique
case for the best final result. hydrodynamic efficiency is finalized with the
top-performance technical solutions inside the
3. The propulsion motor is a synchronous motor vessel and Azipod unit the synchronous
which meets the requirements of the ships motor controlled by modern drive technology.
propulsion motor in large passenger vessels.
4. The propulsion drive is a voltage source

inverter, which brings in the unique level of
efficiency on the system level and combines Azipod XO family ranges with main rating.
with the ship-level requirements of the total
vessel energy management.
For a project with ABB Azipod, contact us

for the assistance and information or visit our
website for more information.
The steering system in the new design is

electrical. This eases the yard work by leaving
out the piping and flushing, and increases the
comfort onboard.

Azipod CO Azipod XO as CRP

The efficient low voltage permanent magnet synchronous motor is cooled directly to the sea. The Contra Rotating Propulsion (CRP) principle The propellers are designed as a pair and
Additional cooling arrangements are not needed. On the power range of 1300 4500 kW, the is a very efficient way to place an additional therefore each project is always of individual
Azipod CO is the easiest and most efficient propulsion selection for small and medium size propeller behind the main propeller and gain design.
passenger vessels that are operated below the speed of 21 knots. hydrodynamic benefits from this arrangement.
The main propeller is either diesel-mechanical or For a project with ABB Azipod CRP, contact
diesel-electrical. us for the assistance and information or visit
The standardized manner of production and connected to the hull. The propeller is designed
our website for more information.
simplicity of the installation allow the pulling for each project individually to meet the hull
In the sea-highway type of operational profile,
propeller to be located optimally. This results in form requirements.
this arrangement has proven to bring energy
the best efficiency of the unit.
savings in a scale which does not have a
For a project with ABB Azipod CO, contact us
comparison.
The installation work is easy and alignment for the assistance and information or visit our
work at the yard is not needed. Azipod CO website for more information.
is delivered in two modules which are bolt-
Local Electric Slip ring Main

steering steering terminal
panel motors box
Slewing
bearing STEERING
MODULE
PROPULSION
MODULE
Strut
Motor
Pressurized casing
Stator
Rotor and shaft
Thrust bearing
Propeller bearing
Shaft seals
Maintenance brake Propeller

6.12. Azipod hydrodynamics upgrade
Background of Azipod some ice-going vessels and ice breakers. The The first Azipod units installed in the Elation Azipod hydrodynamics upgrade
The ABB Azipod is an azimuthing electric first cruise vessel installation was performed yielded an approximately 79 percent reduction During 2011, ABB introduced an additional
podded drive used in diesel-electric vessels. in 1998 on a Fantasy-class cruise ship, the in the required propulsion power, compared retrofit package to further improve the Azipods
The Azipod unit is fixed in a pod outside Elation. Compared to previous Fantasy-class to older Fantasy-class vessels equipped with propulsion efficiency. This package consists
the ship, and combines the functions of a vessels, the Elation displayed remarkably the more traditional shaftline arrangement. A of an asymmetric lower fin and crossed plates
propulsion motor, main propeller, rudder and positive results, including high efficiency and major hydrodynamic improvement was gained (X-tail) integrated with the aft cone.
stern thruster. This innovation was introduced in excellent maneuverability. The technology also early on, by installing a fin under the Azipod
1990, in a pilot installation for a Finnish fairway provided ship designers with greater freedom to to reduce rotational flow losses generated The asymmetric lower fin improves efficiency
maintenance vessel, and was later installed in optimize the ships general structure. by the propeller. The lower fin also provided up to 1 percent, by reducing losses from the
an efficient way of reducing steering system propulsion system, while the X-tail can further
loads, by decreasing the azimuthing counter increase efficiency by up to 1.5 percent, by
torque. In the subsequent steps, the Azipod lowering the rotational flow losses from the aft
strut design was modified by making it slimmer cone section. These changes can be performed
Figure 1: X-tail and asymmetric fin installed during dry docking in 2011. The tests confirmed a 2.8% improvement in
and more optimal, for operation in a propulsion as a retrofit installation for open water units
efficiency.
environment. Finally, with the introduction of during dry docking. Due to different design and
the new Azipod XO product family, the propeller load conditions, such modifications are not
hub and motor module diameters were reduced applicable to ice-going vessels.
and the entire hull optimized with the help
of CFD and model testing. All in all, Azipod
hydrodynamic improvements, from the first units
to Azipod XO, have represented an improvement
of 9 percent on the Elation results.
Toe angle
The total savings potential of

the Azipod hydrodynamics Figure 2: The optimal toe angle between the Azipod units
upgrade can be up to 4 percent varies dynamically, depending on the operating condi-
tions. The Azipod Dynamic Optimization system has a
in propulsion power savings potential of up to 1.5 percent.

The first retrofit work with an asymmetric fin and The ADO was installed on Noordam in 2010. Benefits
Azipod hydrodynamics X-tail was performed in 2011, on the Radiance After the commissioning phase, the systems Lower fuel consumption due to reduction in
upgrade of the Seas during the vessels normal dry performance was tested and a 1.5 percent required propulsion power
docking. In order to achieve a firm verification reduction in propulsion power achieved with the Lower emissions due to reduction in fuel
The already high hydrodynamic efficiency of the results, the same measurements were system switched on, compared to when it was consumption
of the Azipod propulsion system can be performed for two similar vessels before and switched off.
improved with an upgrade package. Power after dry docking. The first vessel was refitted Savings and payback time
required for propulsion can be reduced by without the modifications and second one The total savings potential of the Azipod The improvement in hydrodynamic efficiency
up to 4 percent, by installing the Azipod was equipped with them. Both vessels were hydrodynamics upgrade, including an reduces the required propulsion power, with
hydrodynamics upgrade a system which subjected to the same scope of hull cleaning asymmetric lower fin, X-tail and ADO can be the savings effect occurring across the vessels
reduces rotational losses from the propeller and painting during dry docking. Finally, the up to 4 percent, the savings effect covering the entire speed range, not only when it is operating
flow and optimizes the toe angle between figures were verified and approved, together entire speed range of the vessel, not only its top at top speed. The typical payback time for the
the Azipod units. The reduced power with the customer and a third party. The results speed. Azipod hydrodynamics upgrade is less than 24
requirement applies to the vessels entire confirmed a 2.8 percent reduction in fuel months.
speed range, not only its top speed. The consumption for propulsion.
Azipod hydrodynamics upgrade consists of:
An asymmetric fin In 2011, ABB also launched a system called
An X-tail the Azipod Dynamic Optimizer (ADO). This is
The ADO Azipod toe angle dynamical a method of optimizing the energy efficiency
optimization system of Azipod installations onboard vessels. The
system is based on the finding that further
fuel consumption savings can be achieved by
dynamically optimizing the toe (steering) angle
of the Azipod units, in addition to the static
angle optimization already performed at the
vessels design stage. Because the optimum
toe angle depends on the vessels trim, ballast,
speed, weather conditions etc., it varies
dynamically. The ADO can be installed during
the new building phase or as a retrofit when the
vessel is afloat. It is estimated that using the
ADO represents a savings potential of up to 1.5
percent.

6.13. Marine automation modernizations and

energy efficiency
Decades of experience and high specialized expertise in designing automation retrofits and Figure 2: Fully
integrated solu-
upgrading solutions for any size of Marine application project (small, medium and large).
tion, compliant
The modernization package includes everything required to achieve the completion of the with IEC61850.
upgrade project faster and more effectively, from the first ship audit to the projects final
delivery. Our technical competences guarantee the completion of the plants modernization
process, reducing the operation downtime to a minimum.
Based on our powerful automation platform Maximum solution flexibility

System 800xA, marine industry customers can Device integration based on open standards
reap the benefits of safer, more reliable and Seamless control applications, including
energy efficient operation of vessels, with a safety
lower environmental impact. Reduced system footprint based on a single
system
Single plant interface, integrated operation
and maintenance
Figure 1: ABBs system platform provides a common environment for vessel process control, safety supervision, PMS System 800xA state-of-the-art technology a vessel, by providing a common environment
and propulsion control with a global presence for process control, safety supervision, power
System 800xA is ABBs extended automation management and propulsion control. Within this
system, with thousands of installations already environment, System 800xA offers a complete
performed worldwide. 800xA facilitates a Safety Instrumented System (SIS) solution,
single-system approach to vessel automation, complying with the IEC 61508 and IEC 61511
encompassing all control and monitoring standards and covering not only the logic
functions onboard a ship including those solver, but also entire safety loops, including
normally handled by separate dedicated field instruments, central controllers and field
systems. Tight integration means that actuators.
one and the same system can cater for
operations, engineering, asset management, Integration of electrical equipment increases
safety, information and power management uptime and overall energy efficiency
solutions, depending on the scope of the ABB is leading the trend in integrating process
retrofit. Investments and operational costs are automation and power management systems.
reduced, while the versatility and flexibility of System 800xA is fully compliant with the IEC
System 800xA meets each ship or rigs unique 61850 standard, enabling the integration of
requirements. process control, electrical systems, power
generation and distribution into one and the
Integrated safety system saves space and same system, on the same vessel. This creates
reduces training needs savings throughout the system lifecycle, thanks
System 800xA improves availability while to a smaller footprint, lower power consumption
increasing the overall operational efficiency of and a reduced risk of blackouts.

Executions of retrofit projects existing installations on the vessel. Predictive Benefits for the ship owner
maintenance is the key to avoiding unplanned Systems run closer to peak efficiency,
are typically carried out within downtime. As the assets on the vessel reducing waste and consumption
standard planned dry-dock themselves motors, switchgears, valves etc. Higher output and quality per unit of energy
shutdowns, without causing become smarter, System 800xA can use the used
related data to supervise and predict when Ability to manage environmental impact
extra operational downtime maintenance is needed. This enables operators Maximize Investment Protection
and maintenance personnel to know when Turnkey Projects, one vendor takes full
Human interfaces for faster and easier and what action to take. Of course, ABB also responsibility for the total solution (control
decision-making ensures the secure supply of spare parts. application design, implementation,
On any vessel, in order to make quick, safe installation, commissioning and process
and intelligent decisions, the people in charge Automation and power integration optimization)
of operations need access to all of the relevant Unified integration of all plant equipment Minimize plant re-wiring and re-documentation
information. System 800xAs ability to integrate Automation and Power solutions from ABB costs
a vessels various systems into a single operator optimized tight integration with ABB Marine Modular solutions allowing customers to
environment promotes collaboration and lays electrical deliveries decide when to evolve
the foundation for operational excellence. All Essential to optimal and safe operation of the Plant-wide Operator Effectiveness, cost
information is available in one place regardless electric power plant and prime movers effective operation with fewer operators
of its place or system of origin and is easy Advanced functions for blackout prevention, Reduced maintenance costs
to retrieve through intuitive navigation. This is through fast load reduction and load shedding Improved power control and availability
invaluable in critical situations. (e.g. related to electrical propulsion) Added value solutions with newest technology
Optimized footprint by utilizing direct and safe options:
Safeguarding your investment and assets bus communication to ABB protection devices Figure 4: Energy efficiency together with variable Extended range of Connectivity and Field
frequency drives
For maritime customers, being able to preserve (e.g. IEC61850) buses (Profibus, Profinet, IEC-61850, HART,
investments in hardware, engineering and Can be fully integrated with the IAS, using etc.),
intellectual property is paramount. System the same hardware platform while providing Alarm Management and Audit Trail
800xA helps control lifecycle costs, while the operating crew with the same operational Full Integration between Automation and
adding new features and technology to principles and look-and-feel (HMI) Electrical Power Plant
Complete energy-efficiency retrofit packages Remote Connectivity
ABB provides specialized solutions and services Advanced Diagnostics and Advisory solutions
Figure 3: Asset management for energy efficiency projects onboard vessels. Asset Management Optimizations
These bring remarkable energy savings.
Integration of electrical equipment increases
This represents a fast track to savings, with an uptime and overall energy efficiency
average lead time of a few months from initial ABB is leading the trend in integrating process
on-board surveys to when savings kick in. automation and power management systems.
System 800xA is fully compliant with the IEC
Energy efficiency plays the key role in CO2 61850 standard, enabling the integration of
emission reductions, accounting for up to 53% process control, electrical systems, power
of such reductions. generation and distribution into one and the
same system, on the same vessel. This creates
In pump and fan applications onboard vessels, savings over the entire system lifecycle, thanks
use of VFD can cut the energy consumption for to a smaller footprint, lower power consumption
such applications by as much as 60%. and reduced risk of blackouts.

6.14. Shore-to-ship power
The continued expansion of global trade has drawn the attention of several regulatory International regulation requirements for the Connection- and disconnection sequence
parties, including the IMO/MARPOL and EU, to the problem of pollution caused by ships. system The full sequence for connecting or
Tough environmental legislation has been issued, forcing the shipping industry to seek ways High Voltage Shore Connection (HVSC) by disconnecting a vessel to shore power includes
of reducing this negative impact. As a response to increasing environmental regulations IEC, ISO and IEEE. the following steps:
within the marine industry, ABB, a technology pioneer in High Voltage installations for marine IEC ISO IEEE 80005-1 Vessel arrives in port.
applications, has come up with a shore-to-ship power solution. The ABB Shore-to-ship concept complies with Power cables and control cables are
all major ship classification societies: connected.
This fully integrated system helps to reduce To comply with demanding requirements set Lloyds, released 2009, rules for onshore The last running engine is synchronized with
emissions in ports, by connecting ships to on port emissions, both ship owners and ports power supplies the shore power grid.
the ports electricity grid via a shore-to-ship need innovative technologies. Shore-to-ship DNV, RINA, GL After the shore connection circuit breaker is
power connection. A seamless automated power is an investment which both reduces the closed, the generator is off-loaded and the
power transfer of the ship load is secured, environmental burden and saves money in the engine is stopped.
from the onboard power plant to the onshore long-term. Before the vessel departs from the port, the
source and back. This enables ships to shut first engine is started and synchronized with
down their diesel-generator sets, used to ABB Shore-to-ship connections comply with the shore power grid.
create onboard electric power, and plug into international standards After the load is transferred to the generator,
an onshore power source while berthed. Most After years of participation in the IEC committee, the shore connection opens.
ships power generation units operate at a and effective technical guidance work within Power cables and control cables are
frequency of 60 Hz, whereas the local grid the related work group, ABB is one of the disconnected and the vessel is ready for
in most parts of the world is 50 Hz. ABBs first companies on the market to supply a departure.
static frequency converter constitutes a safe, high voltage shore connection compliant with
economic and efficient solution which converts international rules. This is crucial due to the
grid electricity to the appropriate load frequency. nature of the shipping industry, in which the ship
to be connected up is constantly on the move.
IMO (environmental) rules
Sulphur limit Sulphur limit Sulphur limit Sulphur limit

1.0% in SECA 3.5% globally 0.1% in SECA 0.5% globally
2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Sulphur limit Sulphur limit California California California

0.1% on all ships 0.1% on all ships requirements: requirements: requirements:
when more than when more than 60% of fleet may 70% of fleet may 80% of fleet may
2 hours in port 2 hours in port in operate aux operate aux operate aux
(directive Greece (directive engines for max engines for max engines for max
2005/32/EC) 2005/32/EC) 3 hours 3 hours 3 hours Installation example 1: Ship with electric Azipod propulsion. Shore Connection system with shore connection panel
located outside the main switchboard room. Cable connectors front-mounted in a cabinet. Typical solution for cruise
vessels.

Main components Cable reel (typical for container vessels)

The MV shore connection consists of the AVR (automatic voltage regulator), i.e. Unitrol
following main components: 1000
MV shore connection panel with or without Governor system, i.e. DEGO III
socket(s) for connecting the portable or fixed
power cable(s) from the shore side. The MV shore connection panel
Necessary control and protection equipment. Finished cabinet solution, with both a power
Automation interface between the shore and module and a control module.
ship installation. Developed in accordance with the rules of
The existing main switchboard is equipped major classification societies
with (an additional cubicle and) circuit breaker, It may be supplied with cable connectors
including the necessary control devices. located in the front, or with openings for cable
entry through the cabinet floor.
Options
800xA power management system with Sockets and plugs are standardized for the
integrated shore to ship power system following vessel types
Step down transformer to match the shore Cruise vessels
Installation example 2: Ship with diesel-electric propulsion. The shore connection system is configured, with the shore
voltage level with the ships voltage Container vessels
connection panel located outside the main switchboard room. An onboard cable drum lowers the cable down to the
quay for onshore termination. Typical solution for container vessels.
HMI to operate the shore to ship power RoRo and RoPax vessels
system
Figure 1: Example of the MV shore connection panel Figure 2a: Patton & Cooke plugs and sockets
Figure 2b: Cavotec plugs and sockets
Installation example 3: Ship with diesel machinery and a low voltage electric system. The shore connection panel is
located outside the main switchboard room with cable connectors mounted on the front. An onboard transformer steps
down the power from high to low voltage. Typical solution for ferries, Ro-Ro/Ropax vessels.

The step down transformer Cable management systems are

Step down transformer for low voltage vessels standardized for the following vessel types
Vacuum cast coil dry transformers Cruise vessels
Marine approved, with air or water cooling Container vessels
Flexible in terms of transformer dimensions RoRo and RoPax vessels
High mechanical strength
Tested to withstand severe environmental Automation solutions
conditions Standardized solution based on the 800xA
platform
The main switchboard feeder panel Operator interface by 800xA
The shore connection feeder can be a part of Hardware
the vessels main switchboard. AC800M controller
Alternatively, an additional feeder can be S800 remote I/O units
Figure 5: Examples of cable management systems
installed within an existing spare position Low end interface solution based on the
inside the vessels main switchboard. AC500 controller
Or, a finished cabinet solution equipped as a Interface between the existing ships
complete, so called, generator panel can be automation and shore-to-ship systems
connected to the vessels main switchboard by AC500 controller
fixed cables or bus bars. S800 remote I/O units
Installation has to be tailored case by case. Both solutions are in accordance with all Benefits With ABB Shore-to-ship
major classification societies ABB Shore-to-ship power supply solutions
enable customers to comply with the
power supply solutions, ships
Figure 3: Example of step down transformer Figure 4: Example of a low voltage shore connection feeder environmental requirements set by regulatory can shut down their auxiliary
authorities such as the IMO, European Union engines while berthed and plug
and individual states and governments.
The ABB Shore-to-ship power supply solution
into an onshore power source,
for ships in port is a practical and effective thereby eliminating emissions
means of reducing pollutants, noise and into the local surroundings.
vibrations for the crew and local community. In
some cases, the solution also provides energy
and maintenance cost reductions.
Turnkey supply of complete system

including port side
Safety, based on ABBs experience, know-
how and crew training
Type approved equipment provides high
reliability
Flexible arrangement for most vessel types
Fast installation minimal disruption to ship
services
Availability of ABB worldwide service network

6.15. Shaft torque and power metering
Principle of torque measurement Accuracy and stability Simple installation of torque transducer
Torque measurement is performed using ABBs While the absolute accuracy of any The ring-shaped transducer fits around
tried and tested, robust and reliable Torductor measurement is clearly important, a the propeller shaft, leaving an air gap of
torque transducer. This is the only transducer measurements long-term stability can matter approximately 1.5 mm. It does not make any
on the market that is truly contactless, with no even more. Any system which tends to drift contact with the shaft, meaning that there are
devices glued or clamped onto the shaft. becomes less accurate over time and needs no moving parts apart from the shaft itself.
recalibration. In the case of the Torductor
The Torductor excites the steel in the shaft using system, this problem simply does not exist. The transducer only requires a simple bracket,
magnetic fields, which emanate from the steel as presented on figure 3. For easy mounting, it
in a certain pattern. When under mechanical The ABB Torductor system measures the consists of two halves bolted onto the bracket
stress, the exit pattern of the magnetic fields magnetic properties of the shaft, which are and then bolted together to form a closed ring.
changes, see the figure below. Points N and constant. Hence, after a single calibration, The wiring only involves one 4-core cable.
S are the magnetic poles that excite the steel, the system is ready for many years of reliable
while points A and B are the sensing poles. The service. The level of accuracy depends on the The transducer only requires 250 mm of free
Torductor measures this change and processes calibration method 2% is commonly achieved. length and constant cross section from the
Figure 1: The core of the Torductor 500 shaft torque and it into torque data. Stability is at least within 0.5% over ten years. shaft. It works equally well on solid or tubular
fuel efficiency metering system: Torque transducer QGTA shafts.
101
Figure 3: Torductor installation
The Torductor 500 system

The Torductor is primarily a torque measuring Magnetic fields in stress Magnetic fields in shaft
free shaft surface surface under stress
device. It measures the torque in a rotating
propeller shaft, together with the shaft RPM,
and calculates the shaft power and the energy
produced by the shaft.
If fuel flow instruments are available in addition,

they can be connected to the Torductor
system and will calculate the Specific Fuel Oil
Consumption (often referred to as the SFOC).
Benefits
Instant and accurate monitoring of main
engine performance
Robust contactless torque sensor
Requires only 25 cm of free shaft
Excellent, long term stability: 0.5% in 10 years
Counters included for total shaft revolutions,
energy, consumed fuel
Storage of noon data
Support for EEOI reporting
Torque level contacts, e.g. over torque
Modbus connections via RS-485 or Ethernet
for remote data logging Figure 2: Torductor principle

SFOC calculation
With increasing fuel prices, propulsion
engine performance has evolved into a key
performance indicator. The associated figure
is the SFOC, Specific Fuel Oil Consumption,
expressed as grams of fuel needed for each
kilowatt (g/kWh). A lower SFOC indicates a
better performance in propulsion machinery.
Hull fouling
Nowadays, advanced energy management
systems are available, such as ABBs EMMA
Advisory Suite, equipped with advanced
All of this contributes to unrivalled dependability and long-term repeatability. You can rely on the readings the system algorithms to determine increased hull
gives you resistance caused by fouling. Compensating
for weather conditions and draft, shaft torque
trends can be used to determine the optimum
Thanks to its simplicity and robustness, it is Recording these data will assist in producing time for hull cleaning. If the hull and propeller
virtually insensitive to moisture and dirt. It works meaningful Energy Efficiency Operational Index are cleaned at the right time, huge cost savings
in a wide temperature range. (EEOI) reports, which form part of Ship Energy can be created.
Efficiency Management Plan (SEEMP), which
Because of its contactless operation, the became mandatory for all ships from January Torsional vibration
Torductor has an excellent long-term stability of 1st 2013. With a maximum of 30 samples per second, the
less than 0.5% over 10 years. torque in the propeller shaft can be visualized at
For the greatest accuracy, ABB offers Coriolis different shaft angles. Any misfiring of a cylinder
Fuel consumption reporting type instruments (Figure 4), which require no can be detected instantly.
Without additional instrumentation, the compensation for temperature and density.
Torductor will calculate propeller shaft torque,
speed, power and kWh. To facilitate the If volume transmitters are used, the fuels Graph 1: An example of hull performance loss
reporting of fuel oil consumption, the Torductor temperature is also processed and the density The power plotted here is relative to
can process data from several types of speed must be entered via the operator interface. 8,000 SHP. This increase was needed
logs and fuel flow transmitters, and store noon to keep the fouled ship at the same
service speed. The peak indicates a
data for easy production of noon and end-of-
penalty of around 30%.
voyage reports. Figure 4: CoriolisMaster FCB330 & 350 Coriolis Mass
Flowmeters
Various transmitters can be connected, such

as 420 mA representing a continuous flow, or
impulse transmitters, emitting one impulse for a
certain quantity of fuel. Inputs are available for
each engine driving the propulsion shaft.

Graph 2: An example of how the vessels speed changes with the trim, at three different drafts
Trim optimizing System layout

For optimal fuel consumption, the vessel must The complete system consists of:
be trimmed optimally. However, the optimal An ABB Torductor torque transducer with
trim is not the same for each draft. Using the speed sensor, adapted to the size of the
Torductor, small trim changes underway can be propeller shaft. See the figure below.
observed, to identify the lowest shaft power at a A central processing unit 600 x 600 x 250
certain RPM and pitch. mm. This unit should be installed in the vicinity
of the shaft.
A touch screen operator interface unit Figure 6: Dimension drawing of torque transducer QGTA 101
Interface for connection to fuel flow sensors
Interface for connection to RS-485 or
Ethernet network.
Figure 5: An example of Torductor system layout Commissioning

After installation, a single calibration is needed
for recording the transducers output at various
torque values. This is done during sea trials,
where performance measurements are usually
carried out to establish the vessels baseline
condition. The Torductor is then lined up with
these data.
All parameters are entered via the operator

interface and are stored in a permanent
memory. In order to prevent unintended
changes, this data can only be accessed by
technical staff.

6.16. High efficiency motors
High motor efficiency recent years, development of Minimum Energy End users benefit from these standards, since
ABB motors offer maximum energy efficiency. Performance Standards (MEPS) has represented they ensure that energy efficiency comparisons
Increased efficiency reduces the power a trend aimed at reducing energy consumption between motors are possible. This is due to
required to operate a motor. Reduced power and levels of greenhouse gas emissions. The the manufacturers having to comply with the
requirements allow the use of smaller generators latest major MEPS came into force in the same standards when defining, measuring and
and less fuel. These advantages come together European Union and cover LV motors from 7.5 publishing motor efficiencies.
to reduce the customers initial investment up to 375 kW, and up to 1,000 V, intended
cost and ongoing operating expenses. for 50 and 60 Hz operation. These motors In addition to lower energy consumption, ABBs
Combined with variable speed drives, high are classified based on their energy efficiency highly efficient motors are more reliable, since
efficiency motors provide optimum speed and performance, from the lowest level of IE1 up to they minimize losses. Losses in electric motors
torque control. This helps customers in the IE4, and these levels are specified in the IEC are dissipated by heat, vibration and noise.
marine industry to further reduce their energy standard IEC 60034 and IEC 60034-31. The mechanical and electrical design of highly
consumption, operating expenses and harmful efficient motors is optimized, which means lower Figure 2: Sea water cooling pumps with ABB high
emission levels. Todays EU MEPS have defined IE2 (high temperature rises, cooler running, reduced efficiency low voltage motors.
efficiency) as the minimum level, while IE3 or IE2 temperatures in stator windings and bearings, and
Low voltage motors operated with VFD will become mandatory in a lower noise level. Cooler running and a reduced ABBs HXR-series cast iron motors are custom
ABBs low voltage motors portfolio covers an 2015. Similar types of MEPS currently account stator winding temperature guarantee trouble-free designed to provide an ideal match with the
output range from 0.12 up to 1,000 kW. In for 70% of the low voltage motors market. running over the 30-year design lifetime, since customers specific application. Innovative,
every increase of 10 Kelvin in the stator winding TEFC (totally enclosed fan cooled) HXR motors
reduces its lifetime by half. On the other hand, are the right choice for applications requiring
reduced bearing temperatures mean longer re- dependable, high efficiency motor power that
Figure 1: IEC 60034 and IEC 60034-31 define the efficiency classes for low voltage motors. creasing intervals and less maintenance, since cannot be provided by standard products.
every 15-Kelvin decrease in bearing temperatures ABBs high voltage HXR motors are used in a
doubles the re-creasing interval. wide variety of processes across the marine
industry. Typical applications include pumps,
ABB motors are based on decades of fans, blowers, compressors, conveyors and
experience in the manufacture of typical marine ship thrusters. Versions classified for hazardous
applications such as fans, pumps, cranes, areas are available for use within the marine,
winches, compressors and thrusters. All of chemical, oil, gas and related sectors.
these are vital when operating a vessel, and
motors must meet the highest quality, availability Basic specification
and various standards. When selecting motors Totally enclosed fan-cooled cast iron
for quadratic torque applications such as fans construction, horizontal or vertical
and pumps, VFD should always be considered 100 to 2,250 kW at 50 Hz
as the control method, to ensure optimally low 150 to 3,000 HP at 60 Hz
cost of ownership. Shaft heights: 355-560 mm 14.5-22.0 inches
Voltages from 380 V to 11,500 V
High voltage induction motors IP55/IP56, IC411/IC416
ABBs high voltage induction motors consist of TEFC/TEAO
two main product lines, cast iron and modular Standards IEC, NEMA, CSA...
welded frame constructions. Cast iron motors Motors for marine applications (LRS, DNV, BV,
cover an output range up to 2,250 kW and 11.5 GL, ABS...)
kV. The output range of modular welded frame Motors for classified areas
series reaches up to 23 MW and 13.8 kV. Motors for VSD

ABB high voltage modular induction motors Typical efficiency levels for 4-pole HXR motors
Figure 4: ABB low voltage motors.
are designed to operate at the highest levels Output Efficiency %
of efficiency, reliability and availability, in the
kW 100% Load 75% Load
toughest and most demanding applications.
500 96.7 96.7
These high-performance motors are available
630 97.0 97.0
with all types of options, enclosures and
710 97.1 97.1
cooling arrangements. They comply with all
international standards, are optimized for 800 97.2 97.2
variable speed control, pass through the most 900 97.3 97.3
stringent of testing procedures at each stage 1000 97.2 97.3
of production and can be configured for the 1250 97.4 97.5
broadest range of applications, such as pumps, 1400 97.6 97.6
fans, compressors, conveyors, thrusters and 2000 97.9 97.9
propulsion.
ABBs testing program is far above the

ordinary level. It is one of the many factors
that differentiate an ABB motor from others
Figure 3: Modular welded frame motor AMI 500 in a thruster application controlled with VFD. on the market. Nothing is omitted from ABB Highest output from the smallest size; space
testing procedures: they embrace noise levels, and weight savings
vibration, torque and temperature, as well as all Fully compatible with various starting
individual components as they progress through methods, DOL, Y/D, auto-trafo, soft starter,
the production process. When the motor is variable frequency drive
assembled, we conduct a full-scale operating Meeting the highest efficiency requirements,
test and measure all critical values. This can especially in all load points
be done in our factories, at different loads Wide range of motors already approved by
and in combination with transformers, variable the major classification societies
speed drives and other electrical equipment. Worldwide technical support
The test report is handed over immediately Degrees of protection up to IP56 for open
after the conclusion of the tests. We also deck
perform customized tests to measure special
characteristics. All ABB tests are carried out in Savings and payback time
accordance with international standards and ABB offers a broad range of motors already
third-party certifications, such as those issued fulfilling the IE4 efficiency performance standard
by LR (Lloyds Register), BV (Bureau Veritas), specified in IEC 60034 and IEC 60034-31.
DNV (Det Norske Veritas) and ABS (American ABBs solutions consist of IE4 induction motors,
Bureau of Shipping). the IE4 synchronous reluctance motor and
drive package, and permanent magnet motors.
Benefits For low voltage motors, the payback time is
High availability of motors, throughout low typically 2-3 years in the case of a replacement.
temperature rise When considering a new investment, the
High quality, lower maintenance, longer typical payback time for a higher IE efficiency
lifetime performance class is less than one year.

6.17. Diesel engine speed regulation
The DEGO III governor system is a fully digital system, tailor-made for diesel engines and
turbines. A number of hardware and software versions are available, covering almost any
Rpm
application. Some of these applications are described below in more detail.
Main Engine 1
DEGO III Fuel Propeller
Governor
Multi-tacho system This type of system is widely used on cruise Shaft
The governor system contains a so-called 4 ships, because it enables efficient propulsion. Power
Generator
channel multi-tacho system. This system takes When a cruise ship is slowly sailing from one Meter
account of oscillation i.e. vibration-like speed island to another at night, use of one engine
fluctuations that occur between the engine and is sufficient. However, when a faster speed is
propeller shaft, or the engine and generator. required, the chief engineer can clutch in the Shipss Grid
Average
Torsional vibration is often a concern in power second engine. Electric power distribution is
transmission systems using rotating shafts or rendered more flexible by the fact that the shaft
flexible couplings, where it can cause failures if generators can also be separately clutched in
not controlled. and out. Power
Meter Propeller
Shaft
Generator
When the fuel pump of the engine responds
DEGO III Fuel
to the upward and downward rotational speed Governor
of the motor adhering to the shaft, it will Main Engine 2
Rpm
reinforce such oscillation. Based on the multi-
Figure 1: Load sharing principle; optimal stability is
tacho system, the governor system measures
achieved
the revolutions of the engine and generator,
using the average of these measurements Figure 2: Calibrated feed forward - block diagram. This function is applied in DEGO III governor on Van Oords dredger
Governors
when controlling the fuel pump. Without this, Geopotes 15, which is introduced on chapter 4, work boats section.
INDIVIDUAL
oscillation could damage the flexible coupling.
PID PORT MASTER PID
STARBOARD MASTER
Integrated synchronizing
The governor system can control the
Load sharing Figure 3a: Load rejection without feed forward
synchronization of two engines driving one
In the case of electrical propulsion, a power
propeller shaft. The strokes of two six-cylinder FUEL FUEL
management system distributes the load among
in-line engines are synchronized, for example, SERVO SERVO
different diesel generators. When a second
to reproduce the sequence of a twelve cylinder
generator is added to the switchboard, this
engine. This reduces vibration. Such engines
load is divided evenly on both diesel generators
could also be run synchronously, but that would Actuators after synchronizing. ABBs electronic governor
simply increase the vibration. On cruise vessels
system is equipped with a network interface
in particular, such a result would be highly
interconnecting and controlling up to 28 diesel
undesirable. To achieve the desired sequence Figure 3b: Load rejection with feed forward
engines for power generation. Such a network
of cylinder strokes, the second engine must be
is used to exchange operational data and
run in the right sequence and the exact RPM, Clutches
allows load sharing between units. This ensures
in relation to the first engine already coupled.
Gearbox smooth control, maintaining the governors
Then, the engine is coupled clutched into
responsiveness in critical situations, such as
the gearbox. Besides the propeller shaft, this
sudden loss of load or over speed.
gearbox often drives either one or two shaft
generators.

Commissioning, fault tracing and monitoring Common to all applications

Commissioning and fault tracing, as well as Mean value of two speed sensors is
monitoring of the governor functions, are made processed
easy by the Windows based PC commissioning Actuator driver integrated with the control unit
tool, DEGO Aid. All versions of Windows are Speed setting selectable for analogue or
supported, up to Windows 8. Each configuration increase/decrease signals
can be created and copied. In addition, a LCD, 4 lines showing RPM, fuel, control mode
library is available with parameters for the most and alarms
common diesel engines. To facilitate the tuning Manual back-up fuel control with increase/
of the governor, the software also features decrease
a virtual oscilloscope and historical trending Load and speed tuned/adapted PID regulator
displays. with I-limit
Overspeed suppression and supervision
Features Different types and brands of actuators can
The governor system is programmed prior to be controlled using the DEGO III
delivery, with the specific engine and application ASAC actuators are available from 70 Nm to
data based on the diesel engine specification 400 Nm
and the application specification. Further
parameter settings and modifications can be
made during commissioning, by means of a
common PC connected via the serial interface.
Figure 5: DEGO III programming aid
Figure 4: DEGO III programming aid Speed Control Loop Normal and Slow Mode
Propulsion applications Generator control applications

Torque and smoke limits Soft start, reduced emissions, idle running
Slow mode function, reducing fuel Loading and unloading of engines
consumption and maintenance Speed droop, isochronous and load control
Multi engine configurations: modes of operation
Master slave or droop loadsharing Fast response to load changes due to feed
Loading and unloading programs forward feature
External load balance setting Split bus bar operation

Optional oil limit
Second actuator drives (VIT, V-bank) SPEED SETTING CONTROL POSITION SERVO
POWER AMPLIFIER
P-GAIN
ZONE
VIT Variable Injection Timing - algorithm with RAMP M
P-GAIN
P-GAIN
D-GAIN POWER
FUNCTION I
fuel setting +
-
N
D-GAIN
STAGE
I-GAIN
4-Channel multi-tacho system I/D
MODE
I-GAIN
MAX
CURRENT
CONTROL
SLOW
ADAPTATION
Cylinder lubrication control MODE
TRACKING
FUEL
Critical RPM blocking and alarm LIMITS

MANUAL
TORQUE SMOKE ACTUATOR
Synchronized fuel pump control SUMMA
SPEED
SPEED MEASURING FUNCTION

Misfire detection +
ACTIVATION ACTUATOR
Shaft generator control WEIGHTING SPEED
<6% MANUAL BRAKE
Declutch control >1 POS

FILTER FILTER FILTER FILTER
Engine and propeller synchronization MONITOR
INTERNAL
FREQUENCY
CONVERTER
FREQUENCY
CONVERTER
FREQUENCY
CONVERTER
FREQUENCY
CONVERTER
FAILURE ALARM
T
Figure 6: DEGO III governor control units QHFQ 11x,
QHFQ 552 and DEGO Aid Benefits FREQUENCY
DIVISION
FREQUENCY
DIVISION
FREQUENCY
DIVISION
FREQUENCY
DIVISION To MAN/B&W MBD M
Up to 28 control units can communicate with
each other and act as a single system INC. MANUAL
PRESS.
In isochronous mode, the load-sharing and Load and speed tuned/adopted PID regulator PULSE
PICKUPS
TRANSM.
DEC.
feed-forward system compensates for major with I-limit

Figure 8: DEGO III function block diagram
load changes, resulting in only minor changes Guided commissioning and setup by means of
in frequency and load sharing, until the engine the comprehensive DEGO Aid software
itself forms a limitation. In addition, complex Different types of actuators both electro-
bus bar configurations can be handled, even in hydraulic and electric can be controlled
isochronous mode. VIT Variable Injection Timing algorithm with Benefits propulsion control Savings and payback time
fuel quality setting for achieving greater fuel Torque and smoke limits DEGO III not only reduces fuel consumption
The speed droop mode provides a back-up efficiency Slow mode function reducing fuel and maintenance, creating savings in operating
mode; in case of malfunctions in the system e.g. consumption and maintenance costs, but also cuts exhaust emissions. Even
power measurement or inter-communication. Excellent load-sharing in multi engine greater fuel efficiency can be achieved with
In this mode, load sharing is accomplished applications the optional VIT - Variable Injection Timing
through modification of the speed settings. Back-up control bypassing the governor in algorithm. Controlling the timing of fuel injection
fixed propeller applications into the cylinder is the key to minimizing
The load control mode is used in the following Engine Synchronization the engines emissions and maximizing its
situations: Shaft Synchronization fuel efficiency. Bringing forward the start of
Operation using a municipal grid injection, results in higher in-cylinder pressure
Running of an engine on pre-defined power Benefits generator control and temperatures and greater efficiency.
e.g. after engine overhaul Soft start reducing emissions However, it also creates elevated engine noise
Figure 7: ASAC 200 actuator
Turbine operation at a certain base-load Integrated synchronizing and power and NOX emissions, due to higher combustion
During loading up and loading down of an management temperatures.
engine Fast response to load changes due to feed
forward action
In this mode the output power is pre-set from A special version QHFQ 552 is available
en external source. A number of interlocks with an additional interface board, designed
provide a safeguard ensuring that load control for installations with minimum PMS functions
is possible. If a condition is suddenly lacking,
controlled transfer to isochronous mode occurs.

6.18. Automatic voltage regulator
UNITROL 1010 and UNITROL 1020 are the latest automatic voltage regulators (AVR) in the
UNITROL 1000 product family, for generators and motors with exciters up to an output of 50
megawatts. These regulators set new standards in functionality, reliability and connectivity.
Benefits
Stable and reliable control of your machine Full support for grid codes
Highly integrated and robust AVR for harsh Built-in Power System Stabilizer (option),
industrial environments. Stable and accurate simulation models and grid code studies
regulation, even with highly disturbed available.
voltages. Efficient product life cycle management
AVR for various applications Extended life time of your assets, with
Fully configurable I/Os and measurement minimum costs.
inputs, and user-specific configurable field Professional technical help always within your
bus interface, enable easy plant integration. reach
Easy operation, monitoring and maintenance ABBs global excitation service network.
of the system Figure 1: Block diagram of UNITROL 1020
Intuitive and user-friendly commissioning
tool.
Hardware The UNITROL 1010 provides a nominal

The UNITROL 1010/1020 automatic voltage excitation current of up to 10 A, while the
regulator unit includes the most advanced UNITROL 1020 reaches 20 A.
microprocessor technology, together with IGBT
semiconductor technology (Insulated Gate Both devices are sufficiently vibration and
Bipolar Transistor). pollution resistant to be mounted directly inside
machines.

Control software Basic

The UNITROL 1000s software includes all of In addition to all of the functionality of the LIGHT
the functions necessary for modern excitation version, the BASIC version covers the following:
systems. ABB offers three off-the-shelf software Modbus TCP
packages. Rotating diode monitoring
VDC mode: Reactive load sharing for up to 31
Light machines in island operation
The LIGHT version covers essential functionality Dual channel/monitoring: Enables dual
for cost sensitive applications, where limited channel operation based on self-diagnostics
software functionality is required.
Regulator control modes: Bumpless transfer Full
between all modes In addition to all of the functionality of the BASIC
Automatic voltage regulator (AVR) version, the FULL version covers the following:
Field current regulator (FCR) Synchronization: Fast and reliable built-in
Power factor regulator (PF) synchronizer.
Figure 3: Commissioning and maintenance tool CMT1000
Reactive power regulator (VAR) Event logger: Up to 500 events are stored in a
Limiters: Keeping synchronous machines in a non-volatile memory.
safe and stable operation zone Data logger: A data log of 12 signals can
Excitation current limiter (min./max.) be saved automatically in the non-volatile
PQ minimum limiter memory.
Machine current limiter Real-time clock: For accurate time stamped
V/Hz limiter events and data logs. Power System Stabilizer (PSS) UNITROL 1000 products are designed for
Machine voltage limiter The FULL software version can be compliance with worldwide grid codes,
Voltage matching complemented with the power system stabilizer guaranteeing reliable control of the machine,
function. Compliant with standard IEEE 421.5- even during heavy failure conditions on the
2005 2A / 2B, the PSS improves the stability network.
of the generator across the highest possible
operation range. In addition, UNITROL 1000 products set an
Figure 2: Software packages for UNITROL 1010/1020
easy-operation benchmark for automatic voltage
Software function UNITROL 1010 UNITROL 1020
Commissioning and maintenance tool regulators. PC-based commissioning, using the
CMT1000 SW CMT1000, enables the customer to shorten
LIGHT BASIC BASIC+ BASIC BASIC+ FULL FULL+
SYNCHRONIZATION SYNCHRONIZATION PSS
CMT1000 is a commissioning and maintenance commissioning times and focus on rapid
Light AVR/FCR/PF/VAR tool for the UNITROL 1000 product family. This troubleshooting.
Limiters tool is used to setup all parameters and tune
Voltage matching the PID, in order to guarantee stable operation.
Basic Modbus TCP The CMT1000 software enables the systems
(Configurable SW) Rotating diode monitoring extensive supervision, which helps the user
VDC mode to identify and locate problems during on-site
Dual channel / monitoring commissioning.
Full Synchronization
(Configurable SW) Event logger The CMT1000 is connected to the UNITROL
Data logger 1000 via a USB or Ethernet port, whose
Real-time clock
Ethernet connection allows remote access from
Option Power system stabilizer over 100 meters.

6.19. Two stroke diesel engine performance

monitoring
Cylmate a diesel engine performance continuously and in parallel, in each cylinder The Cylmate System is suitable for both new- Save money by tuning and controlling
monitoring system under all load conditions. The Cylmate analysis build and retrofit installations. An increasing combustion pressure stroke-by-stroke.
Bearing in mind the rising importance of and monitoring functions ensure avoidance of number of ship owners only require a shop test Cylmate Pressure Transducers used on
performance information, the Cylmate System the risk of mechanical or thermal overload of to understand the advantage of using Cylmate. electronically controlled diesel engines enable
is designed to provide the real-time information individual cylinders, or of the engine itself. In For the first time, live snapshot recordings and improved energy efficiency and lower the risk of
required by electronically controlled engines, addition, cylinder conditions can be optimized logging of all engine and combustion data, off-hire costs.
for the optimization of engine operation through and the engine can easily be balanced and tuned under all load conditions, are possible.
closed loop control of the combustion process. in order to improve its running performance.
The Cylmate System introduces a new level of With the Cylmate System, you can reduce Cylmate system key components
engine performance management. maintenance and fuel costs resulting in a short The Cylmate System consists of a Pressure
payback time. Transducer on each cylinder and an Angle
The Cylmate System is a powerful tool, Transducer on the engine flywheel, all of which
developed by ABB for diesel engine performance are connected to the Cylmate Transducer
monitoring. This system, which fits both marine Bus. The Controller collects all measured
and power plant applications, is designed to Cylmate Pressure data within each engine working cycle, via
Figure 2: Cylmate Pressure Transducer, with a 5-year
withstand marine environmental conditions the Transducer Bus. In real time, a built-in
and fulfills the requirements of classification Transducers, with a 5-year mathematical engine model computes the
warranty
societies. Combustion pressure is measured, warranty crank shaft deflection, in order to identify the
correct TDC angle and piston position for all
cylinders. All combustion parameters, such as
Figure 1: Cylmate System
Pmax, a-Pmax, Ptdc, MIP, Indicated Power, are
logged and monitored for each stroke and can
be displayed in trend diagrams. Any deviation
from normal performance is presented as an
alarm. Evaluated data, alarms and events
are transmitted, via an Ethernet LAN, to the
Cylmate Operator Station, as well as to
superior systems, if connected.
Cylmate pressure transducers, with 5-year

warranty
The unique and reliable Cylmate Pressure
Transducer has proven its maintenance and
calibration-free performance during years of
continuous operation. Its measuring accuracy
is unaffected by clogging or heat flash from
combustion gases, a common problem for
membrane-based pressure transducers. For
the Cylmate Pressure Transducer, we give a
warranty period of 5 years.

Pressure transducer used in

closed loop control applications
by main engine builders
Cylmate pressure transducers in closed Benefits

loop control applications Reduced fuel consumption
Cylmate Pressure Transducers can also be Performance monitoring 24/7 detects and
used stand-alone and by engine builders identifies errors in the engine at a very early
for the closed loop control of fuel injection. stage
Cylmate Pressure Transducers secure reliable An optimized engine enables compliance with
operation, stroke-by-stroke, year-after-year. The environmental regulations
maintenance and calibration-free performance An engine in good balance avoids thermal
of the unique and reliable Cylmate pressure and mechanical overloads by ensuring equal
sensor has been proven in years of continuous power distribution between cylinders
operation. 5 years warranty. Pressure transducer used in the closed loop
control applications of main engine builders
Recognized, verified and proven Alarm monitoring and trend data recording
Cylmate System has received the CIMAC provides information crucial to optimizing
Presidents award and is recognized as the maintenance costs
leading solution for engine performance
monitoring by ship owners, yards and engine Savings and payback time
builders. Over the years, the Cylmate A well tuned and balanced engine consumes
System has proven its outstanding reliability in less fuel. Using the ABB Cylmate System, fuel
numerous installations, while its accuracy has oil consumption can be reduced by around
been demonstrated in engine shop tests. 12%, meaning a payback time of less than one
year.
Fuel oil consumption can be

Cylmate pressure
reduced by around 12%
transducers in closed loop
control applications
Cylmate pressure transducers can also be
used stand-alone, and in the closed loop
control of fuel injection by engine builders.
Cylmate pressure transducers secure
reliable operation, stroke-by-stroke, year-
after-year. The maintenance and calibration-
free performance of the unique and reliable
Cylmate pressure sensor has been proven
during years of continuous operation.

7
How to proceed

7 How to proceed
The Ship Energy Efficiency Management places that make most sense to you. The Summary greenhouse gas emissions will peak at 5 ppm
Plan (SEEMP) and ABB Marine Services services created by ABB will fully support a ship In the face of high bunker costs, soft freight (parts per million) higher for every year we wait,
SEEMP provides a possible approach to or company specific SEEMP plan. rates and the hefty price tag attached to not at 2 or 3 ppm, which is the current annual
monitoring ship and fleet efficiency performance upcoming environmental regulations, a familiar increase.
over time, and some options to be considered While the ultimate operation of a ship involves feeling is creeping into the decision-making
when seeking to optimize a ships performance. technical measures, services such as energy process: the feeling of being damned if you do, Because ships are built for a much longer
efficiency audits and training play a key role in doomed if you dont. lifetime than 14 years, Enkvists example is easy
In the case of SEEMP, the goal is to increase achieving greater operational efficiency. to place in the context of the maritime sector.
energy efficiency, reduce total fuel costs and Per-Anders Enkvist, associate partner with Every ship being built today will be operating
lower emissions into the air. McKinsey & Company, tells us that For every during what we hope will be the peak year for
year you wait, you not only lose that year, but greenhouse gas emissions.
ABBs Energy Efficiency services, such as the you lock yourself into a high-carbon world for
energy efficiency audit, provide a good start the next 14 years to come. In other words, Energy efficiency plays the most important role
in taking a systematic approach to increasing Energy Efficiency he explains, the expectation is that, across in CO2 emission reductions, accounting for up
awareness, as well as finding savings in the The Other Alternative Fuel various sectors, the average concentration of to 53% of overall such reductions.
Fuel efficient Optimized ship Hull and Machinery and Improved Energy
operation handling propulsion equipment Cargo conservation
handling and awareness
Improved Optimum trim Hull resistance Propulsion Cargo handling Energy
voyage planning system optimization Management
optimization
Weather routing Optimum ballast Propeller Auxiliary engine Fuel type
management systems
Just-in-time and Optimum Waste Heat Use of
improved fleet propeller and Recovery renewable
management propeller inflow energy
considerations
Speed Optimum Auxiliary Shore to ship
optimization use of rudder systems power when at
and heading port
control systems
(autopilots)
Optimized shaft Training and
power awareness
ABB Marine and Cranes is represented in more than 20 countries globally. In each
ABB Marine have solution available to improve the energy efficiency in this area region we have dedicated resources to energy efficiency and SEEMP implementation.
ABB Marine can provide a partner solution in delivery Please contact your local ABB Marine representative for more information. www.abb.com/marine

Contributors and writers to the guide
Editorial Board Heikki Bergman

Edward Carney
Henrique Pestana
Jan-Erik Rsnen
Alf Kre dnanes
Project Manager Pertti Jurva
Marketing and Communications

Miia Lintunen
Writers Heikki Bergman

Tim Ellis
Robert Glass
Ton Haasdijk
Jukka Ignatius
Pertti Jurva
Lars O Karlsson
Eero Laakkonen
Jyrki Leino
Rudolf Moeckli
Gianluca Ormino
Henrique Pestana
Jacqueline Rolffs
Jan-Erik Rsnen
Niina Stenius
Andree Underthun
Jukka Varis
Markus Virtasalo
Klaus Vnsk
Kees de Waard
Frank Wendt
192 | Energy efficiency guide

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Energy efficiency guide

The other alternative fuel

How to use shortcut links in this guide Table of contents

Navigation bar Table of contents Foreword 5

Please note that the navigation 4. Energy efficiency solutions 27

4.4. Oil & Gas 44

4.5. Work boats 48

Circled numbers 5. Solution overviews 53

For example by clicking 4

2 | Energy efficiency guide Energy efficiency guide | 3

Azipod is registered trademark of ABB Oy.

Copyright 2013 ABB. All rights reserved.

4 | Energy efficiency guide Energy efficiency guide | 5

6 | Energy efficiency guide Energy efficiency guide | 7

Energy efficiency in marine vessels

8 | Energy efficiency guide Energy efficiency guide | 9

Design point and

10 | Energy efficiency guide Energy efficiency guide | 11

Design point and energy efficiency

What happens if the vessel

The economic implications of the above will

12 | Energy efficiency guide Energy efficiency guide | 13

How can you

14 | Energy efficiency guide Energy efficiency guide | 15

Thermodynamic power conversion

Conversion and transmission losses

16 | Energy efficiency guide Energy efficiency guide | 17

3.3. There are many ways to improve energy

Self evaluation & improvement Implementation

18 | Energy efficiency guide Energy efficiency guide | 19

3.4. Energy appraisal vital knowledge when

20 | Energy efficiency guide Energy efficiency guide | 21

3.5. Energy efficiency audit the first concrete step

22 | Energy efficiency guide Energy efficiency guide | 23

3.6. Energy and environmental efficiency trainings

Energy efficiency training Environmental efficiency training What you get

By acknowledging the current Benefits for the ship owner

24 | Energy efficiency guide Energy efficiency guide | 25

26 | Energy efficiency guide Energy efficiency guide | 27

Energy efficiency solutions

Table 1: Presentation of energy efficiency solutions by vessel type

Passenger Dry cargo Tankers Oil & Gas Work boats

28 | Energy efficiency guide Energy efficiency guide | 29

Solutions/products and consulting services to be

Solutions Products Solutions Products

30 | Energy efficiency guide Energy efficiency guide | 31

Propulsion & Hull Hotel & Cargo Consulting services

e Azipod hydrodynamics upgrade

y Shaft torque and power metering 71 164 system 63 130

2 Variable frequency drive for i Diesel engine speed regulation 73 174

32 | Energy efficiency guide Energy efficiency guide | 33

Passenger vessels Pullmantur reduced fuel consumption and

34 | Energy efficiency guide Energy efficiency guide | 35

Dry cargo vessels

Propulsion & Hull Hotel & Cargo Consulting services

36 | Energy efficiency guide Energy efficiency guide | 37

38 | Energy efficiency guide Energy efficiency guide | 39

Propulsion & Hull Hotel & Cargo Consulting services

40 | Energy efficiency guide Energy efficiency guide | 41

Tankers Overall energy consumption was lowered by

* Compared to conventional diesel electric AC distribution

Total fuel consumption [%]