Insightful view to hybrid propulsion

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The recent trend in fuel prices together with tightened environmental regulations have made the machinery choice everything but obvious in many newbuilding projects. If you are interested about hybrid propulsion, check out Deltamarin’s Esa Jokioinen’s presentation at Marine Propulsion conference in London 7-8 March 2013.
The presentation shows a case example of a ferry where feasibility of three alternative machinery arrangements, diesel-electric, mechanic and hybrid are examined. The example shows that hybrid machinery configuration can be the most optimal solution in certain projects, and also that when the design criteria of today is considered, the commonly known rules of thumb are not always valid.

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Insightful view to hybrid propulsion

  1. 1. Insightful view of hybrid propulsion8.3.2013
  2. 2. About the Company> Design and engineering company, established 1990> More than 400 experts in seven different countries – Finland, Poland, Croatia, China, Brazil, Malaysia, Monaco> All design phases – all disciplines> From small projects up to complete design packages 8.3.2013
  3. 3. Changing environment calls for flexibility Redundancy SOx CO2 MEPC BIOFUEL TIME LNG € Scrubber MARGIN Resale Value money Methane Slip Competition SEEMP Slow Steaming Cost Savings MODAL MGO SAVESAVESAVE ECA EEOI SHIFT SHORE$ savings DesignSpeed SAFETY BWTS SULPHUR ILO POWER Selective Catalytic Reaction The Energy Efficiency Design Index PM Safe Return to Port NOx LSHFO Open Loop JIT$ RMA LAYUP EPA OPTIMIZATION ROUTE MARPOL ANNEX VIEMISSION SPEED PROFILE Market Based Measures FUEL REDUCE IMO RPS ALTERNATIVE FUEL 8.3.2013
  4. 4. Case study Max Port B 24h 10kn> Ferry LOA ~170m> Safe Return to Port> Design speed 18.5 kn Tot = 70 nm> Operation speed ~16.5 kn 16.5 kn at sea Max 10kn Port A 8.3.2013
  5. 5. Machinery alternatives GA – Mechanic G Pb = 19.6 MW G G GB – Electric Pb = 17.4 MW M G G G G M 8.3.2013
  6. 6. Machinery alternatives PTO/PTI GC – Hybrid G Pb = 19.6 MW PTO/PTI G PTO/PTI 1 PTO/PTI 2 GENERATOR GENERATOR GENERATOR ENGINE 1 G/M G/M ENGINE 2 ENGINE 3 G ~ ~ G G - -MSB MSB M M M STERN BOW BOWLV SB THRUSTER LV SB THRUSTER THRUSTER 8.3.2013
  7. 7. Operation modes of the hybrid system Mechanic Electric Combinator-PTO Booster 8.3.2013
  8. 8. Key benefits A) base case: Port B> Operational flexibility Hybrid: Combinator – Mechanical mode – Electric mode Mechanic: Fixed RPM – Combinator mode – PTI boosted operation mode for max speed> Power margins and redundancy – Built only once into the system – Depending on the requirements, may result in smallest installed power Port A 8.3.2013
  9. 9. Economical comparison (A) 8.3.2013
  10. 10. B) what if we diversifythe operation profile? 10kn Port B 14.5kn> Investment cost remains unchanged, only adjustment of the operation profile 18.5kn> Added 14.5kn legs, total about 40% of voyage> Need to speed up at sea to 14.5kn speed of 18.5kn to keep the schedule 10kn Port A 8.3.2013
  11. 11. Economical comparison (B) 8.3.2013
  12. 12. C) what if there are other additionalrequirements, like…> Ship designed for trial  PTI for power margin speed of 20kn> All engine overhaul PTI for abnormal  during normal operation conditions> ECA area, S<0.1% & Tier III  €/kW increases  LNG fuel> Operation profile as earlier need for operational with 14.5kn and 18.5kn  flexibility 8.3.2013
  13. 13. Economical comparison (C) 8.3.2013
  14. 14. Conclusions> Hybrid machinery solutions have an attractive operation cost when operation profile is diverse> Higher first cost can be balanced out by redundancy and flexibility requirements> Fuel and machinery configuration selection should not be disconnected from each other 8.3.2013

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