The document summarizes Siemens' BlueDrive PlusC electric propulsion system, which uses variable speed diesel engines and generators. It discusses several vessels that have implemented this system, including the world's first battery-powered car ferry in Norway, two wind farm service vessels for Esvagt that saw 20-30% fuel reductions, and a new offshore construction vessel called Edda Freya being built for Østensjø Rederi. The system is said to significantly reduce fuel consumption, emissions, and maintenance costs compared to other options. Real-world data from Edda Ferd showed the BlueDrive PlusC system achieving a 100% utilization of emissions controls and 50% lower NOx emissions than LNG alternatives.

1. Siemens Drilling & Marine • www.siemens.no/marine
Ship01 | 2015
– A Smarter Journey
World’s first battery-
powered car ferry
set sail 13
A man on a mission 6
Siemens optimizes propulsion
for short sea shipping 12

2. SHIP no 1/2015 32 SHIP no 1/2015
The world’s first battery-powered car and passenger ferry entered service in
Norway for shipowner Norled earlier this year (see page 13). It made headlines
and rightly so, but it isn’t the first battery-powered vessel. As early as 1886,
Siemens delivered a battery-powered electric-propulsion system to the Electra,
known as the ‘boat without chimney’. At almost 12 meters long, the boat car-
ried 20 passengers across an Alpine lake. A further 200 boats were built – but
why? The answer is environmental protection. Even then loud engines were
banned to preserve the calm beauty of the stunning landscape.
Almost 130 years later, shouldn’t we expect equal protection? Take Norway’s
Geirangerfjord for example. Its dramatic beauty places it on the UNESCO World
Heritage List and yet large cruise ships are allowed to sail its steep gouge emit-
ting thick layers of dark-blue smoke. Now emission-reducing technology is
available, shouldn’t Norwegian authorities begin to think about sharpening
legislation?
Besides the world’s first battery-powered car and passenger ferry, we are also
proud of Edda Ferd, the most environmentally friendly offshore vessel ever
delivered, and four ferries for Scandlines with the world’s largest onboard bat-
tery packs. These are just five of twelve hybrids fitted with Siemens BlueDrive
PlusC, where battery-based energy storage systems optimize combustion to
significantly reduce fuel use, engine running time, maintenance costs and
emissions.
Cutting production costs
In the space of just a few months between late 2014 and early 2015, the
price of oil fell by roughly 50 percent with the knock-on effect felt hard by
the shipbuilding industry. Consequently, there has to be stronger focus
on reducing costs through new technologies and improved processes. In
Siemens, we have a lot to offer, particularly in electrification, automation and
digitalization. In all three areas, we focus on increasing efficiency and reducing
costs.
Industry’s role worldwide is vital. It is considered a driver for innovation,
growth and social stability. However, competition is growing more intense.
Customers demand new, high-quality goods and customized products
delivered in ever-shorter timeframes. In addition, productivity must continually
increase. Only those that make do with less energy and fewer resources will be
able to cope with the growing cost pressure.
However, these challenges can be overcome. The solution lies in merging the
virtual and real production worlds, in innovative software and in automation
and drive technologies with their associated services. These reduce time
to market, make production more efficient and flexible, and help industrial
companies retain their competitive edge.
-
• Two offshore wind farm service vessels with Ulstein SX175 design to be built
at Ulstein Verft for Germany-based Bernhard Schulte. Havyard has already
delivered two wind farm service vessels to Danish shipping company Esvagt
– the Esvagt Froude and Esvagt Faraday – earlier this year. These are under a
five-year contract to Siemens Windpower
• One offshore wind farm service vessel with Havyard 832 SOV design being
built at Havyard Leirvik for Esvagt. The vessels will be contracted to the
Dudgeon offshore wind farm operated by Statoil
• Four 33-meter tug and pilot boats with 80-tonne bollard pull to assist tankers
at the Chevron-operated Wheatstone LNG terminal in Western Australia.
These are being built at ASL Shipyard Pte Ltd, Singapore
Other new contracts include:
• One 82-meter live fish carrier under construction at Larsnes Mek Verksted
AS for the shipowner Rostein AS. The contract is for a complete conventional
electric-propulsion system
• One live fish carrier with AAS 3602STDE design and cargo capacity of
3,600m3, equivalent to 540 tons of live salmon. It is being built at Aas Mek.
Verksted AS for Bømlo Brønnbåtservice AS. Again, the order is for a full
conventional electric-propulsion system
• Four large multifunctional subsea support vessels of design type MT6027
being built by Chinese Cosco (Dalian) Shipyards Co. Ltd. for Maersk Supply
Service A/S in Copenhagen. The DP3-rated vessels are 138 meters long and
can operate in water depths of up to 3,000 meters. Siemens will deliver
complete integrated electric-propulsion and automation solutions for all four
ships
• Mining production support vessel being fabricated at Fujian Mawei
Shipbuilding for owners Marine Assets Corporation and charterers Nautilus
Minerals. The vessel is 227 meters long, 40 meters wide and accommodates
up to 180 people. Siemens will deliver all main generators, switchboards,
transformers, electrical motors and associated systems for power
generation, propulsion, automation and distribution.
New wind
farm service
vessels for
Esvagt
A smarter Journey
Tidewater
continues
with
BlueDrive
PlusC
With a substantial propulsion and
integrated automation system
contract for a multi-purpose
platform supply vessel (MPSV),
Siemens has gained its eleventh
order from Tidewater for its
BlueDrive PlusC propulsion system.
Odd Moen, Sales Director,
Marine Solutions
New contracts
In recent months, Siemens has received seven new contracts
for its BlueDrive PlusC electric-propulsion system where
variable-speed diesel engines and generators will be
installed. These orders are for:
Two new wind farm service vessels for
Danish shipowner Esvagt were delivered
in April of this year. The Esvagt Froede and
Esvagt Faraday are designed and outfitted
by Havyard in Norway. They represent a new
breed of specially adapted DPII wind farm
service vessels with design based on many
years’ experience from the offshore sector.
As they will operate in the renewable energy
sector, energy efficiency with low-emissions is
essential.
In order to meet operational and
environmental demands, Esvagt chose
Siemens’ BlueDrive PlusC propulsion system.
The vessels have four high-speed diesel
generators operating between 900 and
1,800 rpm depending on load with a thruster
system consisting of two main 1600 kW
azimuths, two 1,000kW tunnel thrusters and
a redundant fed 880kW retractable thruster.
All thrusters are frequency controlled by
BlueDrive PlusC. Energy efficiency is further
improved through variable-speed operation of
machinery auxiliary pumps and fans.
The system is controlled and operated through
Siemens’ fully automatic energy management
system and its integrated thruster control
system, which is custom designed for variable-
speed generator sets.
During sea trials and early operations,
substantial improvements in fuel consumption
have been documented. For example, in
dynamic positioning operations, figures show
a 20 to 30% reduction compared to traditional
electric-propulsion systems.
Both vessels are now serving offshore wind
farms in northwest Germany and southeast
England. Based on the successful design and
performance of Esvagt Frouede and Faraday,
Esvagt has recently placed a new order with
Havyard. The fifth vessel – BN125 – will also
be equipped with Siemens’ BlueDrive PlusC.
BlueDrive PlusC provides substantial fuel
savings on the Esvagt Froede.
Fuel saving, lower maintenance costs and
space savings were key reasons for Tidewater
to fits its new MPSV with BlueDrive PlusC.
The MPSV is under construction at Tersan
Shipyard in Turkey with delivery to Tidewater’s
Norwegian subsidiary, Troms Offshore,
scheduled next year. It’s being strengthened
and equipped for arctic conditions, with the
hull and propulsion system in compliance with
DNV ice-class ICE 1A. Siemens’ BlueDrive PlusC
propulsion system will operate three Wärtsilä
eight-cylinder in-line diesel engines at variable
speed. Power and speed will be optimized for
different vessel operations, such as transit,
slow steaming and dynamic positioning,
which means operational time at rated speed
is cut to a minimum.
In addition, Siemens will deliver generators,
the IAS400 integrated automation system,
thruster control system, energy management
system (EMS) and electric motors and drive
units for all thrusters. The thruster control
and energy management systems work
together to operate the engines at highest
efficiency and satisfy the propellers’ need for
power. BlueDrive PlusC was selected for two
key reasons – firstly, through operational
efficiencies, the system delivers significant
fuel savings and lowers maintenance costs.
Secondly, its streamlined design reduces
space required, which again increases cargo
capacity. Arne Gunnar Brandvold, Sales
Manager at Siemens says. “We are very
pleased to have won this new contract and
to continue our long-term relationship with
Tidewater. It’s clear that owners with large
vessel portfolios are seeing benefits in fleet
standardization, which supports effective
operation, safety and optimizes vessel
servicing over time. Also crew synergies across
multiple vessels decrease training costs and
increase safety.”
Tidewater was the first shipowner to enter the
offshore support vessel market in the 1950’s
and today runs the largest workboat fleet in
the world with 350 vessels operating in 60
countries.

3. 4 SHIP no 1/2015 SHIP no 1/2015 5
Østensjø Rederi AS
Established in 1973
Based in Haugesund, Norway
600 employees
Operates in three segments: terminal
and tug services, offshore services,
offshore accommodation
30 vessels: 13 tugs, 6 mooring launches,
4 light construction vessels, 5 PSVs, 2
accommodation vessels. Five further
ships under construction
First to introduce high sides for cargo
decks and dynamic positioning on PSVs
(both now industry standard)
Carl J. Amundsen AS
Established in 1930
Based in Haugesund, Norway
Marine consulting engineers and naval
architects
Four employees
Works with design, technical management
responsibility and evaluation, project
management, damage surveys and
inspections, gas certification of vessels.
https://w3.siemens.no/home/no/no/
sector/industry/marine/Documents/
Orig.BDPC_16pages.pdf
https://vimeo.com/105129769
https://vimeo.com/129120337
The journey continues
Called the Edda Freya, at 150 meters long, 27
meters wide and approx. 17,060 GT it is larger
than its predecessor. Destined to install subsea
installations and lay pipe, it is contracted to
sail for DeepOcean in the North Sea on a five-
year contract from its expected delivery date of
March 2016.
Edda Freya is the first DP3 vessel with BlueDrive
PlusC. Dynamic positioning with equipment
class three involves a more complex set-up that
increases safety. The vessel needs to withstand
fire or flood in any one compartment without
complete system failure. As no single failure
can lead to loss of position, Edda Freya has two
engine rooms independent of one another.
Other features include three moon pools,
two remote controlled vehicles and cranes with
active heave compensation that keep hooks in
situ on the sea floor.
Cutting NOx
The two ‘Eddas’ have much in common,
including Carl J. Amundsen AS, a small team
of consulting marine engineers and naval
architects that holds technical responsibility
for both ships. Carl J. Amundsen works closely
with Østensjø – in fact they share the same
building in Haugesund, Norway – with a
relationship going back to the first commission
in 1979. Since then the team of four has been
involved in design and construction of over 30
vessels for its largest client, including tankers,
accommodation vessels and a wide range of
offshore ships.
Egil Arne Skare is project engineer for both
vessels. Earlier employed as chief engineer
and superintendent for Østensjø, he was given
responsibility for implementing a NOx-tax
reporting system when working directly for the
shipowner. The NOx tax was imposed by the
Norwegian government in 2007 with charges
paid into a fund and used as grants for NOx-
reducing initiatives. When he “moved across
the corridor”, as he puts it, to Carl J. Amundsen
in 2010 reducing NOx emissions was high on
his agenda. “It was clear that ships’ catalysts
used to reduce NOx emissions were generally
not performing well, especially under low
load seen during typical DP operations. This
prompted me to look into the possibility of
running generator sets at variable speed for
the Edda Ferd. I approached several
companies with my ideas and found that out
of all of them, Siemens was already working
on something similar. We started discussions,
Following the success of its platform
supply vessel, Edda Ferd, launched
in October 2013, Østensjø Rederi
has commissioned a new offshore
construction vessel based on the
same BlueDrive PlusC variable-
speed diesel-propulsion system
from Siemens.
drew up a non-disclosure agreement and
began working together,” says Egil.
The right mindset
Carl J. Amundsen uses its own analytical
tool, MINDSET (Marine INDustry Superior
Environmental Thinking), developed for
Østensjø to predict fuel consumption and
emissions for the vessels it designs. “For the
Edda Ferd, we ran a comparison on dual-fuel,
LNG, fixed-speed diesel and variable-speed
diesel electric engines and saw clear fuel
and emission savings for Siemens’ BlueDrive
PlusC propulsion concept. Calculations
were checked by the Norwegian Marine
Technology Research Institute, which said
that our findings were correct, if not slightly
conservative,” continues Egil.
Keeping the faith
The decision to use the BlueDrive PlusC
concept in Edda Freya was taken before the
Edda Ferd entered service. Østensjø was
convinced that savings shown in the MINDSET
calculations would be realised and the new
vessel was commissioned. Following the
same approach used in the Edda Ferd, the
BlueDrive PlusC variable-speed, diesel-electric
propulsion system is supplemented by an
electric storage system with four 136 kWh-
powered battery banks. “We incorporated
batteries in both vessels to increase engine
efficiency and reduce emissions at low
loads,” says Egil. “The diesel engines run
more steadily when batteries compensate at
times of high demand. These peak shavings
reduce emissions and engine wear. They also
increase safety. During tests on Edda Ferd,
we shut down one generator and, rather than
suffering a black-out before the next one
came on line, the batteries kept operations
up and running,” Egil states.
Other propulsion system innovations include a
space-saving compact switchboard, redundant
power feed for propellers and heavy deck
consumers, DC bus-tie breaker with intelligent
load control that is far quicker than any
AC-based equivalent and integrated thruster
control that enables generator sets to be run
safely at optimum speed.
So was faith in the variable-speed concept
well founded? “Despite the many people who
said that we could never run diesel engines
with variable speed, results prove otherwise.
What is BlueDrive PlusC?
BlueDrive PlusC is Siemens’ pioneering solution for ship propulsion.
It is currently in operation on seven vessels with installation scheduled for
20 others. BlueDrive PlusC is proven to:
• Lower operational costs due to significantly improved diesel-engine operation
and reduced fuel consumption
• Provide significant lifetime maintenance and repair cost savings by cutting
engine running time, operating engines at variable speed and reducing
electrical components required
• Reduce greenhouse gas emissions by controlling engines to optimize combustion
• Improve safety through the new electric power concept, energy management
system and common engine and thruster controls
• Increase flexibility as each generator, diesel engine, propeller and thruster is
independently controlled
• Cut space required for main switchboard and frequency converters
• Reduce installation costs due to streamlined system configuration
• Improve working environment by minimizing noise and vibration
• Fit both high-speed and medium-speed engines operating with all fuel types
• Provide the option to utilize batteries, which reduce engine running time and
provide further savings in fuel and greenhouse gas emissions
We analysed performance of Edda Ferd during
platform supply operations for Shell in the
North Sea during the first five months of 2014
and compared our findings to two similar
vessels with the same operational pattern.
All vessels have the same propeller systems,
but different switchboard systems and diesel
generators. The Edda Ferd is also slightly
larger than the other two vessels. The analysis
proves significant fuel savings. We have also
demonstrated 100% utilization of the selective
catalytic reduction system and specific NOx
emissions at 0.5g/kWh, which is considerably
better compared to LNG alternatives,”
answers Egil.
Visiting the candy store
Carl J. Amundsen prides itself on taking a full
view of a vessel’s planned operations and
finding the best way of building it, supported
by the MINDSET analysis software. This
includes innovating and utilizing the best
technology on the market. According to Egil,
Siemens is the right fit. “Siemens has a long
history, a lot of experience and good systems.
To be honest, Siemens offers a candy store
of technology and knowledge. It’s up to us
to define the vision and Siemens makes it
happen. It finds solutions to our concepts and
helps us stay at the forefront of technology,”
concludes Egil Arne Skare.
The Edda Ferd is known as the world’s most
environmentally friendly PSV with 25 to 30%
less emissions than comparable vessels.
The hope is that the Edda Freya will take the
mantle further and be crowned as the world’s
most environmentally friendly offshore
construction vessel.
Østensjø’s Edda Freya
Learn more about BlueDrive PlusC by watching our movies or read the brochure

4. 6 SHIP no 1/2015 SHIP no 1/2015 7
vessel”, says Erik. It has been a fairly expensive
approval process, although the El-Max project
has received a grant from Enova, Norway’s
climate-friendly energy fund.
What’s next?
Selfa is ready to build more of its battery-
powered fishing boats, but Erik also sees
potential in both larger vessels and refits in
particular, where the existing system can be
easily utilized. Siemens and the Norwegian
research organisation Sintef will monitor
the Selfa El-Max over a three-year period
to study fuel use, emission reductions and
overall efficiency. It’s expected that the results
will be used to help transition to a more
environmentally friendly fishing fleet and
assist Norway in reaching its target of 40%
lower greenhouse gas emissions.
Erik would also like to see vessel owners
incentivised to buy electric. “In Norway,
electric cars are everywhere. There’s been
a very successful government campaign
to increase ownership (see inset box).
Something similar could be put in place to
promote battery-powered and hybrid vessels.
Now that would really get things moving”,
he concludes.
Flexible design
The introduction of batteries gives the boat
designer much more flexibility and the
result, according to Erik Ianssen, is a more
efficient vessel. “We are no longer limited
by the traditional set-up of gearbox, engine,
propeller, and can move things around. This
gives space savings and a more stable vessel –
a better working environment in other words.”
Battery life
For those of us who seem to replace batteries
in numerous devices around the home all too
often, the question of battery lifetime comes
to mind. “The batteries used in Siemens’
propulsion system on the El-Max are high
quality and can be recharged around 30,000
times before they need replacing. Depending
on the vessel’s operation, this gives a life of
between 12 and 18 years. This gives enough
time for return on investment and when
the time comes to replace the batteries it is
expected that they will be relatively cheaper
than they are today”, says Erik.
Ready to sail
The El-Max is destined for the fishing grounds
off northern Norway with delivery planned
for August. “The vessel will be completed in
July with sea trials right after. We’ve worked
closely with the authorities to gain approval.
Naturally, as the El-Max is the first of its
kind, this process is quote involved, but the
Norwegian Maritime Directorate has been
helpful and we have full certification for the
The hope is that Selfa’s new electric fishing
boat will go a long way in achieving this.
Called the Selfa El-Max, the vessel is a hybrid
variant of the new Selfa Max 11-meter fishing
boat introduced in 2014. The propulsion
system has a battery bank and variable-
speed generator driven by an efficient diesel
common-rail silent-running engine for safety
purposes and long-distance transit. Selfa
Arctic and Siemens have developed the
propulsion and auxiliary system together.
“Although we approached several companies
with a view to partnering, Siemens had the
proven expertise and enthusiasm for the
project. We’ve been very pleased with the
result and surprised that such a big and well-
organised company can be so personal,”
he says.
Unlike other diesel-electric hybrid vessels,
the El-Max generates all or most of its
power from batteries depending on the
voyage. Most trips last eight to 12 hours, so
an 80%-minimum reduction of total diesel
consumption is expected. The batteries are
recharged quayside from standard supply
during the night. As Norway’s energy is
renewable, this makes for environmentally
sound sailing at a much lower cost than
diesel-fuelled alternatives. Battery-powered
electric propulsion is also easier to maintain
and maintenance costs reduce accordingly.
This ‘plug and play’ – or ‘plug and sail’
approach if you like – has a further fuel- and
emission-saving benefit. “With cold winters,
the fishing fleet must tackle below-freezing
temperatures, which means vessels need to
be kept heated in port. Traditional solutions
end up heating the water as well as the boat
with up to 70% of heat lost. The El-Max has a
very efficient heating system driven by clean
electricity direct from batteries or a shore
connection. No diesel is required,” says Erik.
Silence is golden
The constant throb and hum of a diesel-
engine powered fishing smack with its plume
of black smoke trailing behind is in sharp
contrast to the majestic beauty of Norway’s
fjords and rugged coast. But could this
become a distant memory, similar to the
smog-laden skies that once lay over many
European cities? “There aren’t so many other
professions that accept the conditions which
our fishermen do. For hours on end they
suffer noise, vibration and smoke pollution –
especially if the wind is blowing in the wrong
direction”, says Erik. “On battery power, they
can enjoy a quieter and cleaner voyage.”
Erik Ianssen is standing on a platform
overlooking the near-complete battery and
diesel-electric operated fishing boat beneath
him. A genial man in his early 60’s, Erik has
decades of boatbuilding experience behind
him and if anyone is in a position to make
such a prediction, he is. Selfa supplies more
fishing boats under 15 meters to Norwegian
fishermen than any other company. Although
it exports, the majority of the 700 to 800
fishing vessels Selfa has built have sailed or
currently sail along Norway’s long coastline
and contribute to the 25 to 30% of Norway’s
annual catch fished by its small craft. This is
a lot of fish and represents a traditional way
of life that for many fishermen goes back
generations.
Breaking tradition
For a man whose own family business started
in 1872, he’s perhaps not the first choice of
someone you’d expect to break tradition. But
that’s until you speak to him: “We burn far
too much marine oil in this country. Norway
used 8.9 billion liters of petroleum last year,
including 1.5 billion liters of marine gas oil.
Four hundred million liters of this was for
the fishing fleet, which is 4.5% of the total.
With new EU demands that require Norway
to reduce greenhouse gas emissions by 40%
before 2030, this is unsustainable”, says Erik
firmly. “Now we not only have the technology
in place to make large inroads into those
figures, but the time is right. The market has
changed in the last five years. We have seen
a dramatic surge in demand for electric cars
in this country and have just seen the world’s
first battery-powered car/passenger ferry
launched 500 kilometres down the coast
on Sognefjord. If you’d mentioned anything
other than traditional propulsion back in 2010
or 2011, you’d have been laughed at. Only
around one in ten people were encouraging.
Now it’s the other way around with perhaps
90% of those you speak to reacting positively.”
Cutting diesel consumption
Erik is clearly passionate about lessening the
shipping industry’s environmental impact and
has set Selfa the aim of ‘reducing Norway’s
diesel use by fishing boats, fast boats and
Hurtigruten (Norway’s famous coastal express
route along the west coast) by 80 million
tonnes in ten years’.
“In five years time, we’ll see battery-driven fishing
boats as completely normal,” says Erik Ianssen,
part-owner and Managing Director of Selfa Arctic AS
in Trondheim, Norway.
A man on a mission
“In five years time, we’ll see battery-driven fishing boats as
completely normal,” says Erik Ianssen, owner and Managing
Director of Selfa Arctic AS in Trondheim, Norway.
Driving electric
Forty-three percent of the World’s electric cars were bought in 2014. Norway is a
significant contributor to this figure with its fleet more or less doubling to 43,400
or 1.6% of all cars on its roads last year1)
. The reasons are:
• High awareness of electric cars and their benefits
• Low fuel costs with many free charging points
• Free toll roads, ferries and parking, bus-lane access, low road tax and no car
purchase tax
• High taxes on traditional cars and fuels
• Positive attitudes to environmental initiatives held by the population
1) Zentrum für Sonnenenergie- und Wasserstoff-Forschung (ZSW),
Baden-Württemberg, Germany

5. 8 SHIP no 1/2015 SHIP no 1/2015 9
The Chevron-run Gorgon project encompasses
the Gorgon and Jansz-Io gas fields, located
between 130 and 220 kilometres off the
Western Australia coast. Gas will be delivered
from offshore wells through subsea pipelines
to a liquefied natural gas (LNG) plant on
Barrow Island. From here, a 70 km pipeline
runs to the mainland delivering gas for
domestic use and a 2.1 km-long jetty serves
the fleet of tankers ready to supply global
markets with LNG and condensate. Carbon
dioxide is captured in rock formations deep
under the island.
When Mother Nature gives us such a
rich natural habitat and untold wealth in
hydrocarbons in the same hand, industry
needs to work closely with government and
conservation groups. Chevron has successfully
drilled oil on the island since 1964 and knows
well the need for environmental preservation.
All development and operational aspects need
to be considered, including the effect tugs
used to tow LNG tankers to and from the quay
have on the environment.
Svitzer wins contract
Svitzer is the world’s largest LNG towage
contractor with over 30,000 tanker assists
since 1993. Using this experience, Svitzer
won the contract from Chevron for four
specially designed tugs to meet the strict
environmental demands set by the Gorgon
project. Called 2nd generation ECOtugs these
vessels utilise the latest technology to reduce
their impact, including anti-reflection paint,
double-wall fuel tanks, solar panel heating
and on-board water recycling.
Silent running
As the propulsion system is critical in meeting
Chevron’s need for safe, environmentally
friendly tugs, Svitzer turned to Siemen’s
BlueDrive PlusC with battery-based energy
storage systems (ESS) that supplement the
vessels’ diesel-electric engines. This solution
gives the vessels flexibility to switch power
sources depending on the area’s sensitivity.
Naturally, batteries mean near-silent and
vibration-free running, which minimise impact
on wildlife. With diesel-electric engines on
stand-by, the ESS provides 525 kW of power,
which propels the tugs for approximately
1 hours at speeds of up to six knots before
recharging gets necessary. The low-noise,
low-wash propellers further reduce impact.
In addition to noise, light pollution needs
to be minimised. Turtles may stop laying
eggs and hatchlings become disorientated
if subjected to artificial light. To reduce light
emissions and reflection, the tugs’ hulls are
painted with anti-reflective matt paint. In
addition, low-spill, yellow sodium deck lights
and low-water penetration and automatic
shut-off cabin lighting are installed on board
The flatback turtle, indigenous to Australia and
Papua New Guinea, is vulnerable to extinction.
According to the World
Meteorological Organization, Barrow
Island holds the record for the highest
non-tornado wind gust ever recorded
worldwide at a breathtaking 408 km/h
(253 mph).
Turtle friendly
propulsion
Barrow Island is a wildlife paradise and
Class A nature reserve. Situated off the
Western Australian coast this windswept
island is home to an exotic array of flora
and fauna, including a rich undersea world
populated by dolphins, green and flatback
turtles, humpback whales and a myriad of
colourful fish. It’s also home to one of the
world’s largest natural gas projects.
In quarantine
Chevron’s Barrow Island Quarantine
Management System is the world’s largest
non-government quarantine initiative. The
system’s aim is to prevent non-indigenous
species invading the island’s delicate
ecosystem, which means the 2nd generation
ECOtugs need to undergo strict quarantine
compliance before they are allowed to
operate. All 4 tugs are in Fremantle
undergoing Survey and Audits to be ready for
contract start at June 1st.
Four more tugs for Wheatstone project
Svitzer has signed a 20-year marine services
contract with Chevron encompassing one
pilot boat and four tugs for the supermajor’s
large Wheatstone project in Ashburton
North, Western Australia. With work started
in December 2011, construction of the large
LNG onshore plant is nearly 60% complete.
The offshore gas-processing platform – the
largest in Australia – is in place with subsea
equipment currently being installed. Similarly
to Barrow Island, there is a domestic gas
facility onshore, but the majority of gas is
shipped abroad.
The Svitzer tugs that will guide tankers in and
out of their moorings are modified versions
of the Barrow Island vessels at 34 meters long
with 80 tbp pulling power. At 80 tonnes, they
are slightly larger than their predecessors,
but the main difference is that the diesel-
electric BlueDrive PlusC propulsion system
comes without battery power. BlueDrive
PlusC operates with variable-speed generator
sets that achieve optimal running and lower
emissions than fixed-engine alternatives;
two good reasons why Switzer chose to fit
a further four 2nd generation ECOtugs with
Siemens’ solution. Clearly with optimised
running, engines do not work so hard and
maintenance costs reduce. But perhaps one
of the most important upsides of BlueDrive
PlusC for tugs is speed of vessel response.
Testing shows that both medium- and high-
speed engines provide impressive dynamic
response times with BlueDrive PlusC.
The tugs are also being built at ASL
Shipyard with delivery due between June
and September 2016. They should all see
operation by the end of the same year.
ECOtug. Quite and vibration-free when running
on batteries, Svitzer ECOtugs with BlueDrive PlusC
comply with Chevron’s conservation requirements.

6. 10 SHIP no 1/2015 SHIP no 1/2015 11
Hybrid propulsion
systems
gain popularity
Two of Norway’s leading ferry operators, Norled and Fjord 1, are using
hybrid electric propulsion championed by Scandlines in its large ferries to
refit smaller car-passenger ferries operating on Norway’s west coast.
https://vimeo.com/116056336
This is the first time hybrid electric-propulsion
solutions have been used on smaller ferries.
The main difference between the two vessels
is that one runs on diesel and the other on
LNG, but both are supported by a battery-
based electric storage system (ESS)
Environmental focus
The 220-car, 600-passenger carrying
Fannefjord operated by Fjord 1 was delivered
in 2008 and is one of five sister vessels. LNG
was favoured to eliminate NOx, SOx, and
reduce CO2 output compared to fixed-speed
diesel engine alternatives. Now, in 2015, Fjord
1 is going one step further and installing a
BlueDrive PlusC battery-based Energy Storage
System (ESS), which enables LNG engines to
run at optimal load duringthe ferries’ various
operating cycles. The ESS-controlled energy
reserve makes it possible to operate the vessel
on one LNG engine compared to two engines
previously. This solution significantly reduces
build-up of large carbon deposits caused by
running LNG engines at low load, which both
increases maintenance and reduces engine
life. During docking, engines run at higher
capacity than needed. Excess energy is stored
in the battery pack and used when the ferry
crosses the fjord again. Engines need not be
powered up and down or energy wasted.
This saves on fuel costs, maintenance and
increases engine life.
Island adventure
Finnøy is not one island – øy means island in
Norwegian – but 16 that are situated between
Molde and Alesund on the Norwegian west
coast. A network of bridges, tunnels and
ferries connect them and allow the residents
and numerous tourists to enjoy the relatively
mild climate and beautiful landscape.
The Finnøy ferry run by Norled operates
between Hanasand on the mainland and
Finnøy, and carries 101 cars and 350
passengers across the water. It is currently
being refitted with a new BlueDrive PlusC
Energy Storage System based on a 250 kWh
lithium battery pack. Norled is no stranger
to the benefit of battery power with the
world’s first battery-operated ferry as part of
its fleet (see page 13). Neither is it a stranger
to working with Siemens with several joint
projects together during the last decade.
This proven track record, impression results
from the Scandlines project and a favourable
cost/benefit analysis showing savings in fuel,
maintenance and emissions led it to convert
Finnøy to a more efficient hybrid ferry.
Proven returns
The pioneering Scandlines project started
with four ferries in 2012 with two more
orders added this year. Strict environmental
regulations for emissions motivated the
European ferry operator to employ BlueDrive
PlusC energy storage systems with 2.6 MWh
lithium-ion battery banks – the largest ever
installed for hybrid vessels – on its ferries
between Puttgarden in Germany and Rødby
in Denmark. It’s a busy route with over 6
million vehicles and 1.6 million passengers
transported annually.
Prinsesse Benedikte was the first revamped
ferry and started its energy efficient operation
era in 2013, and the results of its refit were
easily seen. “We have gained approximately
13% reduction in our CO2 emissions and
about 45% reduction in maintenance costs of
our diesel generators. Now we also experience
a lot more advantages in our engine room.
We can prolong our maintenance intervals.
We have no visible smoke in our funnels and
what we also see is that we reduce our diesel
generators’ running hours”, says Carsten
Johansen, Senior Chief Engineer in Scandlines.
Significant fuel savings are integral in this
hybrid solution. The ferry normally operates
on one diesel engine, with supplementary
energy coming from the energy storage
system. When in port the single diesel engine
continues to operate at optimum combustion
and feeds excess energy into the BlueDrive
PlusC energy storage system for use during
transit. Calculation shows that fuel savings
of between 15 and 20%. Also, as batteries
have no moving parts, they are safer than
alternative energy sources.
Odd Moen, Sales Director at Siemens Ship and
Marine, says: “Energy storage systems help
get the best out of diesel-powered engines
operating with different loads. With engines
running optimally, less fuel is used, soot build-
up is greatly reduced, less maintenance is
required, engine life improves and, of course,
emissions reduce. Most notable perhaps is
reduction in NOx, where catalytic converters
operate at highest efficiency when the
engines no longer run on low loads.
As this hybrid approach works equally well
for all engine types, I believe this new electric
storage system-based technology will become
standard for several different kinds of vessel.”
Learn more about Scandlines
Prinsesse Benedikte and Siemens
Energy Storage system:
Fannefjord operated by Fjord1 where
a BlueDrive PlusC battery-based Energy
Storage System (ESS) is installed
Scandlines Prinsesse Benedikte where fuel
savings of between 15 and 20% is calculated.
Finnoy ferry run by Norled is currently
being refitted.

7. 12 SHIP no 1/2015 SHIP no 1/2015 13
Smart solutions
The 80-meter long, 20-meter wide ferry is
driven by two electric motors, each with an
output of 450 kilowatts. It is made exclusively
of light long-lasting aluminum. The hull,
for instance, has twice the life of its steel
equivalent. This makes the ferry only half as
heavy as conventional alternatives, despite its
large batteries.
The ferry runs Siemens’ BlueDrive PlusC
electric-propulsion system, which includes
battery-based energy storage systems,
steering system, thruster control for the
propellers, energy management system and
integrated alarm. The integrated automation
systems control and monitor machinery
and auxiliaries on the ferry and connect via
Siemens’ Profibus to all other subsystems.
The elimination of moving engines combined
with the long-life aluminum hull leads to
significantly lower maintenance costs over the
vessel’s lifetime.
The world’s first zero-emission car ferry
came into service earlier this year in western
Norway between Lavik and Oppedal on
Sognefjord. Run by Norwegian ferry operator
Norled, it has capacity to transport 120 cars
and 360 passengers across the longest and
deepest – and some say most beautiful – fjord
in the country. It operates its 6-km, 20-minute
crossing on batteries using hydropower from
the local electricity grid.
“Like a conventional ferry”
“Except from the charging of MF Ampere it’s
like a conventional ferry. It’s easy to handle
and is very calm. At first I was a little sceptical
as it was new, but after I have learnt and seen
with my own eyes how great this technology
is I’m convinced this is the future,” says Låstad.
The ferry operates safely on two battery
packs each with the effect of 1,600 standard
car batteries. It uses only 150 kilowatt-hours
(kWh) per crossing, which corresponds
to three days electricity use in a standard
Norwegian household and saves Norled 60%
on fuel costs. As the regional power grid is
relatively weak, Siemens and Norled installed
three battery packs - one lithium-ion battery
on board and one at each pier to serve as a
buffer. The 260-kWh units supply electricity
while the ferry waits. The battery then slowly
recoups all energy from the grid until the ship
returns to drop off passengers and recharge.
At night, the on-board batteries receive power
directly from the grid.
Clean power
The MF Ampere consumes around two million
kWh per year compared to traditional diesel
ferries that use at least one million liters of
diesel a year with 2.640-ton carbon dioxide
and 15-metric-ton nitrogen oxide emissions.
“We in Norled are of course very proud to be
the first in the world to put a big car ferry in
operation on clean energy from hydropower,”
says Sigvald Breivik CTO at Norled. Siemens
helped pioneer this innovative solution with
Norled. “We have worked with Siemens over
many years with different battery-hybrid
systems on our ferries, so it was natural to
contact Siemens for this battery-ferry project,”
says Breivik. Norled’s CTO believes this is just
the start. “We completed an analysis and
found that 40 lines in Norway can be operated
by electric power. Sognefjord is ranged at
number 21 on this list, so of course you’ll see
more electric ferries in the future.”
“Although lorries are only 3% of the vehicle
fleet they cause a fifth of all road congestion
in Europe. This is a problem that obviously
needs to be addressed because it’s costing
us 1 to 2% of European GDP every year,” says
Nina Renshaw of the European Federation
for Transport and Environment. Short sea
shipping is not only more environmentally
friendly than road transport, but it is cheaper
and tends to be more reliable with regular
schedules and little fear of congestion.
Short sea routes call for smarter solutions
Short sea shipping by definition means more
time in port than inter-continental transport
with manoeuvring and loading operations
forcing the vessel to run at low load. With
this operational profile, fixed-speed engines
are particularly uneconomical. Fuel is burnt
unnecessarily, emissions increase and hours
rapidly tick by until the next maintenance is
due.
Short sea shipping is actively
promoted by the EU to solve road
congestion and reduce emissions.
Roughly speaking, short sea routes
and inland waterways carry an
impressive 40% of EU freight, but it is
still low compared to what it could be.
Siemens optimises
propulsion for
short sea shipping
World´s first
battery-powered
car ferry sets sail
“We have received lots of good feedback from passengers. They are very
impressed because it runs so calmly and it’s a zero emission ferry. They
think it’s great,” says Charlotte Låstad, Chief Officer on the MF Ampere.
Charlotte Låstad is Chief Officer
at MF Ampere. The MV Ampere
uses only 150 kWh of renewable
energy per crossing, which
eliminates emissions and saves
Norled 60% on fuel costs.
https://www.youtube.com/
watch?v=a6Lp-qV9ZJU
Siemens’ BlueDrive PlusC with variable speed
generator sets controls engines – whether
they are diesel, gas or hybrid – to achieve
optimum speed based on torque capability,
and most-efficient fuel consumption. Effective
engine use always maintains high exhaust
temperature, which contributes to reduced
pollution and engine wear. The result is a
flexible system that runs optimally through all
operations.
Battery power surges forward
In the last three years, Siemens has received
close to 30 orders for BlueDrive PlusC,
including 15 hybrid solutions incorporating
energy storage systems with batteries and
one vessel that runs only on battery power
(see page 13). With emphasis on more
efficient running and reduced emissions,
energy storage systems utilizing batteries are
becoming more sort after. With advances in
battery design and a downward cost spiral,
hybrid solutions using batteries are becoming
more profitable.
As Arne Gunnar Brandvold in Siemens
explains, this approach gives significant gains
for short sea shipping and coastal freighters
in particular. “Batteries optimise gas- or diesel-
electric engines by providing sufficient power
at times of low load. As batteries act as a
second power source, the ship need not use
more engines than necessary. Consequently,
those still running operate at optimum
speed without peaks and troughs in demand
increasing fuel consumption and engine
wear. Furthermore, batteries are extremely
responsive. If an engine trips out, the battery
takes over immediately rather than waiting for
an engine to kick in.”
Batteries = cheap energy
When in port, vessels charge batteries from
shore at roughly half the cost of marine fuel.
Furthermore, the energy management system
in BlueDrive PlusC directs unused energy from
the engines to the batteries in a controlled
manner to maintain safe battery life.
“We also see battery-powered ships’ cranes
with regenerative brake power being part of
the total solution. The kinetic energy expelled
as the crane lowers is fed back into the system
and used to power other on-deck consumers.
Converting from hydraulic to electric deck
equipment increases efficiency and also saves
deck space otherwise taken up by oil tanks,”
says Arne Gunnar.
The future
With national and international organizations
promoting short sea shipping and green
alternatives, intelligent energy-saving
hybrid propulsion solutions using batteries
will be integral in coastal freighters of the
near future. With BlueDrive PlusC’s proven
track record, Siemens is hoping to make a
significant contribution to this development.

8. 14 SHIP no 1/2015 SHIP no 1/2015 15
Maximise efficiency and cut emissions
The EcoMain decision support system allows
you to fully exploit the commercial operation
of your fleet, while reducing its environmental
impact. The EcoMain on-board system collects
data from the vessel and then collates,
formats and saves it in report form to your
specifications. Up to 60,000 data points
are accessed, which deliver information on
temperature, speed, pressure, navigation and
a range of other important indicators. Data
can be gathered in time intervals chosen
by the owner – even down to one second if
necessary – and accessed through EcoMain
apps.
These applications enable energy
consumption, emissions, maintenance
schedules, document and information
management and more to be evaluated and
then optimized. For example, maintenance
interval information passed on when a new
crew comes on board can lead to direct
cost savings. EcoMain apps even provide
information on bunker attributes, enabling
the master to control fuel quality. Reports are
naturally compatible with SEEMP, which saves
unnecessary reformatting.
Setting key performance indicators
Many aspects affect ship efficiency. For
example, different load profiles, trims,
currents and weather conditions all impact
energy consumption. In EcoMain, all relevant
energy consumers are identified and their
mutual interactions and dependencies made
transparent. Important factors such as energy
consumption, emissions, fluid use, equipment
wear and resulting service are then assessed
and key performance indicators developed
to easily compare all collected data between
comparable vessels or across the entire fleet.
Remote control
Vessel information is sent to the EcoMain
fleet system on shore via a secure satellite
connection. This ensures that onshore
personnel have accurate and comprehensive
information to help optimise effectiveness.
Data and system diagnostics from EcoMain
can be used for trouble-shooting and remote
maintenance. Maintenance personnel on the
vessel and on shore can work hand-in-hand
to react to any fault in real time to minimise
its impact. Naturally this increases ship safety
and voyage efficiency.
Fleet-wide gains
EcoMain helps fleet operators visualise a ship’s
performance, identify points of improvement
and evaluate the success of initiatives put
in place to improve performance. Improved
documentation, common reporting structures
and knowledge sharing between vessels,
particularly with the same operational profile,
maximize fleet effectiveness. Vessels have
the potential to sail safer, with less fuel, lower
emissions and optimized maintenance.
To paraphrase ex-General Secretary of the
UN, Kofi Annan: “Information is liberating,
knowledge is power”. EcoMain gives owners
and operators the power to sail safer and
greener with less costs and a greater return
on investment.
Ecomain
optimizes fleet
operation
Since the Ship Energy Efficiency
Management Plan (SEEMP) became
compulsory in January 2013,
focus on raising environmental
performance and improving
operational efficiency has
increased. The new regulations
require ship-specific SEEMPs.
The most successful plans however,
stem from a fleet-wide approach
where successful initiatives on
one vessel are used to improve
performance on others.
It doesn’t matter how high-tech a system is, if it isn’t easily accessible then
it won’t work well. Siemens has taken this sentiment to heart with the new
interface for its IAS400 integrated control, alarm and monitoring system,
which manages all connected systems on board. The IAS400 enables
operators to maintain safe and efficient operation of vessel machinery
and connected equipment at any time, and make the right decisions in
emergencies.
Improving vessel safety
IAS 400 Fuel consumption logger
Trim optimisation
3% of a.m. fuel cost could be estimated: 636.000 EUR
Power plant optimisation
2% improvement of E-load estimated: 28.000 EUR
Service assistance and remote services
Saving 2 trips per vessel: 25.000 EUR
WHR operation decision support
Saving 2% of the recovery rate: 40.000 EUR
Administration saving
Daily reporting: 10.000 EUR
Total fuel cost per year for propulsion
2 x 29.680 kW x 0,75 x 24h x 250d x 170g/kWh x 467EUR/ tx0,000001 = 21.207.000 EUR
With the actual application package approximately 739.000 EUR/year and vessel could
be saved.
EcoMAIN contributes to increase -clearly
showcase potential savings
Waste Heat
Recovery
Mainte-
nance
EcoMAIN
Fleet Managament
Platform
Fluid
Monitoring
Reporting
Electonric
Logbook
SEEMP
Data
Explorer
IGSS V6
Service
WIN CC
Energy
Efficiency
SIMATIC
OPC
Documen-
tation
OPC DA
EcoMAIN Onboard Platform
Knowledge
NMEA
Emissions
Lyngsoe
Logical Overview
ApplicationsDriver
“The operator is only interested in getting
correct real-time data from the processes he
holds responsibility for and must be able to
immediately understand what’s going on.
With the latest version of IAS400, graphics
are completely revitalized to give the interface
more of a Windows 7 look in terms of general
appearance, buttons and text. It’s more
intuitive and easier to use. For example, the
interface is based on a two-click philosophy,
which means that the operator only need
click the screen twice to access the relevant
picture,” says Torgrim Rabben, Group Manager
Automation at Siemens Marine.
The IAS400 is a redundant system based on
Siemens’ Simatic PCS7 process control system
with fail-safes for all key operations. This
redundancy philosophy stretches from the
remote input/output cabinets all the way to
the operator stations. Even if redundancy
failure occurs, the user does not experience
any loss in operability, as transfer of
monitoring and control is virtually seamless.
Naturally, IAS400 has extensive self-
diagnostics and alerts the operator of failure,
so appropriate measures can be taken to
achieve full redundancy again.
On board the Edda Ferd
IAS400 is installed in the innovative PSV Edda
Ferd owned by Østensjø Rederi (see article on
page 4). Egil Arne Skare of Carl J. Amundsen
AS is project engineer for the vessel. “The
IAS400 is a well-defined control, alarm and
monitoring system with a good interface,
robust hardware and all of the features you
need”. The Edda Ferd has operated in the
North Sea for a year and a half and we are
very pleased with the system. There have
been no problems at all,” says Egil.
With the required implementation of EEDI
(Energy Efficiency Design Index) for new
ships and SEEMP (Ship Energy Efficiency
Management Plan) for all vessels, fuel
consumption monitoring is essential. In
response, Siemens has introduced a new
‘Fuel Consumption Logger’ that monitors fuel
use for four operational scenarios – alongside/
harbour, transit, waiting at location and
dynamic positioning. “The IAS400 allows trend
monitoring of all parameters needed for daily
vessel operation, including fuel consumption.
This gives the captain and chief engineer
valuable feedback that tells them whether
or not the vessel is running on fuel-efficient
loads, which is not always the case with
alternative alarm and monitoring systems.
In addition, we are able to export data directly
into our shore-side system,” continues Egil.
A flexible approach
After a year and a half of operation, Østensjø
wanted to make some minor adjustments
to the Edda Ferd’s IAS400 set-up. “Based on
operational experience, we decided to add
a small number of additional alarms to the
system and make some minor adjustments in
the reporting structure. We found the system
to be flexible enough to handle these new
requirements. Siemens’ engineer came on
board and just completed our job list quickly
without any issues,” states Egil.
The system also allows for remote diagnostics,
which facilities resolution of any small issues
or helps engineers prepare efficiently for
onboard service. This is just one feature
of many that shipowners appreciate in the
IAS400.
Monitoring onboard emissions
The shipping industry generates a substantial
and growing level of air pollutants, including
greenhouse gases. Following stricter
governmental regulations, shipowners see the
importance of measuring and reducing their
fleets’ greenhouse gas emissions. One part of
Siemens’ instrument portfolio is ULTRAMAT
gas analyzers, which perform continuous and
accurate measurement of CO2, NOx and SOx
in exhaust gas. This monitoring solution fits
seamlessly with Siemens’ Total Integrated
Automation System and is an ideal solution
for onboard Continuous Emission Monitoring
Systems.
Most-popular
EcoMain
applications
• Energy
• Emissions
• Fluid use
• Maintenance
• Knowledge sharing
• Documentation

9. Ship-owners and operators with advanced vessels
need them to be highly reliable. Disruptions and
operational shutdowns must be avoided.
Our offer
Siemens Drilling & Marine LCM is part of our
standby and maintenance program. Our aim is to
make your vessel more reliable, environmental
and profitable during the operation time through
our global infrastructure which is accessible by all
customers worldwide.
We offer spare parts, service, telephone support,
upgrades & modifications and training as listed
below:
Systems and equipment
•3Electric-propulsion systems
•3Automation system with PLS and operating panels
•3Motors and generators
•3Starters, frequency converts and soft starters
•3Rectifiers and controls for variable speed DC
motors
•3Generators with main switchboards and power
management systems
•3Power supplies, UPS uninterruptable power
supplies AC and DC supply
•3Steering and propulsion gears
•3Main switchboard, instruments and measuring
systems
•3Automation, alarm, monitoring and report
systems
•3Spare parts
www.siemens.no/marine
Life Cycle Management
Reliable maintenance and service
Siemens AS
Industry Sector
Editor:
Odd Moen
Graphic design:
www.designstories.no
Karine B. Bergseth
Visiting address:
Bratsbergveien 5
NO-7037 Trondheim
Postal address:
P.O. Box 9400
NO-7493 Trondheim
Fax: +47 73 95 95 11
Services
•3Service and maintenance agreement
•324-hours standby and technical support
•3On-site service
•3Remote diagnostics and monitoring
•3Thermo graphic survey and vibration
measurement
•3Spare parts
•3Upgrades and modifications
•3Training
Siemens Drilling & Marine Life Cycle Management
is part of Siemens global network which enables
us to provide reliable maintenance and service
worldwide.
+47 815 365 24
marineservice.no@siemens.com
www.siemens.no/marine
Siemens Marine & Shipbuilding
Life Cycle Management