18 minute read
Distance no barrier
MAN Energy Solutions’ PrimeServ Academy in Augsburg is piloting remote technical training in June and July, explains Dr Holger Gehring of PrimeServ Academy, Augsburg
While the disruption to international travel caused by the coronavirus pandemic since February 2020 has aff ected many areas of crewing and ship operation, it has also led to an acceleration in the delivery of online products and services.
MAN Energy Solutions’ PrimeServ Academy has recently launched a series of online e-learning training courses for customers accessible in their eAcademy covering several topics like engine fluids and SCR technology. Of course, these elearning trainings are theoretical only.
But until now the need for direct contact between tutors and engineers, and the requirement for shared access to machinery during technical training courses, has meant that hands-on technical training courses have not been suitable for remote delivery.
“We wanted to deliver technical training courses remotely that offer students the same quality of education that they would receive here in Augsburg,” said Dr Holger Gehring, Senior Manager of PrimeServ Academy, Augsburg.
While real-time video communication between sites halfway around the world is well established, there has not been any substitute for hands-on demonstrations for practical elements of courses. The challenge was ensuring engineers were looking at the same part of a new TCT turbocharger unit, or a SaCoSone engine control system, Gehring noted.
A COMMON PERSPECTIVE
One of the solutions to the problem of perspective is already being offered by PrimeServ. By using an augmented reality (AR) headset or Hololens, students can “see” what the lecturer is pointing at, or the lecturer can “see” what the student is pointing at. The streaming option can also be accessed via a smartphone or tablet to maximise the flexibility of the system.
This PrimeServ Eye Tech has already been integrated into MAN ES’ PrimeServ solutions. MAN has experience collaborating with the product’s developer and has been developing virtual reality solutions since 2018.
HANDS-ON APPROACH
The innovative aspect of the solution is to combine the PrimeServ Eye Tech with practical elements of technical training covering components.
Combining the PrimeServ Eye Tech with practical training for transportable units, or equipment available at a customer’s site, is relatively straightforward. The crew members simply need to be allocated a secluded area of a workshop with space to move around a unit, and for projection screens and a webcam to be set up. This will allow images and instruction from an identical unit in Augsburg to be displayed on screen remotely.
“Combining a projection screen and primary webcam with the PrimeServ Eye Tech allows us to show close up detail or the back side of the equipment,” Gehring said, while the small size of the group would be similar to a physical training course at the academy. Students would be able to interact naturally with the lecturers.
However, the impracticability of moving other units into a demonstration space forced Dr Gehring’s colleagues to develop a new solution.
“Turning an engine room into a quiet space is impractical, and conducting training sessions aboard a vessel remotely is too challenging. The background noise from gensets is an issue when we deliver training in person.”
The solution was the development of a series of demonstration units for specific training modules that can be shipped around the world to allow crew members to receive a training programme as if they were attending a PrimeServ Academy.
One of the first such demonstration units to be developed is a SaCoSone simulator. The simulator is being is used for engine automation training.
A NEW REMOTE APPROACH
The remote approach builds on the in-house remote training that has already been successfully delivered to service engineers who could not reach a PrimeServ Academy during the coronavirus lockdown.
“We needed to deliver training as part of our training account contract, and in some cases training was required for commissioning activity,” Gehring noted.
The experience showed that real-time online delivery worked well for both theoretical and practical elements, and that classes of between 8-10 participants could be managed with direct access to the lecturer hosted on a web meeting application, such as MS Teams.
TRIALS IN JUNE
The remote training solution is being introduced in June, when a first trial is being conducted with Korean PrimeServ engineers receiving training on maintenance of the new TCT turbocharger. A trial with a European customer receiving a remote SaCoSone training is set to follow in July.
Up to one-third of PrimeServ Academy’s modules may eventually be suitable for conversion to remote learning, he concluded.
8 Remote technical
training at PrimeServ Academy in Augsburg in May 2020. Inset: MAN Energy Solutions began trialling its AR solution, PrimeServ EyeTech, in 2019
BATTERY SUPPLIER LOOKS TO FUTURE
Didier Jouff roy, the Marine System Technical Advisor at battery supplier Saft, discusses the market and advances in technology in an interview with The Motorship
While battery maker Saft has been in existence for over a century, its experience of developing Li-ion solutions for demanding safety-critical operations is a little newer, dating back to the 1990s. Back then, the new frontier for battery development was the spacefl ight and satellite sector, where Saft has an established position. The company now has an extensive product portfolio, with a particular focus on the production of batteries for every form of transport.
“We called on the expertise gathered in over 20 years of experience in delivering safe and reliable Li-ion solutions in the exacting spaceflight and satellite sector to create our marine modules.” Jouffroy said.
Saft’s Seanergy® modules are a fully integrated solution designed specifically for civil marine propulsion installations, based on Saft’s established Li-ion Super-Iron Phosphate (SLFP) battery technology. The SLFP is proven with a strong record of safety, performance and reliability.
“The key advantages of the technology are its increased safety, its light weight and compact size, high efficiency, long calendar and cycling life, fast-charging capability and high power output,” Jouffroy said.
Saft established its marine division in 2014. In that year, it supplied Seanergy modules to Ballerina, an electric ferry designed to operate in Stockholm harbour. Similar electric ferries in the River Garonne at Bordeaux followed, and a contract for the third hybrid ferry being built for the Scottish operator Calmac by Ferguson Shipyard.
In 2015 the company’s Seanergy® range of Li-ion SuperIron Phosphate (SLFP) battery modules received type approval from Bureau Veritas. The approval for the modules, which had been developed for the requirements of civil marine propulsion applications, opened the door to quoting for marine applications.
“Safety is at the heart of all Saft’s marine activities. This certification was important to give our customers confidence that the Seanergy® modules comply with best practice,” said Jouffroy.
Following this BV approval Saft has supplied battery banks for a number of innovative ships, including a research vessel in Norway. A recent high-profile contract for UK-based readers was the supply of batteries for the research ship Sir David Attenborough, which is being built at Cammell Laird Shipyard.
In order to meet the polar research vessel’s battery system specifications, Saft developed a customised battery solution. This battery system is based on Saft’s proven Seanergy® 48P high-power module, with higher voltage, power capability and cooling efficiency to accommodate the unique needs of the vessel.
Together, the battery systems will provide 1,450 kWh of capacity with a maximum voltage of 1,011 V and will be assembled into the vessel’s control and automation system. The power provided by the cutting-edge technology will assist the vessel with peak power, especially within dynamic positioning mode.
With battery systems moving into higher and higher voltages, Jouffroy is hesitant about the use of voltages above 1000 volts DC. “Whilst the higher voltages from some of our competitors allow smaller wiring and more effective motors we are concerned about the safety aspects of using any voltage above 1000 volts.”
Looking ahead, Jouffroy noted that the accelerating use of batteries in larger vessels would inevitably lead customers to focus on the reliability of battery systems.
Saft has a particular advantage over other battery system suppliers as it is an ‘end to end’ manufacturer of cells, modules and systems. “This complete overview enables Saft to take responsibility for the total quality control of every aspect of design, development, testing and delivery of the complete marine battery solution.”
This holistic perspective could also be seen in the company’s R&D work. “Currently, Saft is working on nextgeneration active materials for high-performance cathodes and lithium-alloy anodes”, said Jouffroy. “The goal with this undertaking is to elevate performance, safety and lifetime, all the while lowering costs.”
Turning to digitalisation, Jouffroy noted Saft’s strong position as a supplier in other markets means the increasing demands for data in the marine market come as no surprise. The expansion of the IoT and interconnectivity enables more complex, data-heavy applications, including intricate battery systems.
“Saft’s e-Supervision tool is the answer to delivering dataheavy remote battery diagnostics.” says Jouffroy. “It provides customers with crucial data in real time from a remote location. The tool enables the battery system owners to secure alerts and investigate happenings without having to be in the presence of the system.”
However, no one company can have all the answers given the speed with which markets are changing. Saft has entered into groundbreaking collaborations between Rolls-Royce, BAS and NERC, for example, to conduct research into science and technology. “With our environment and digital lifestyles in constant transformation, agility and adaptability are the key to protecting our precious environment and resources.”
8 Saft supplied two
banks of batteries, each rated at 2,500kW/500kWh, to Sir David Attenborough, which is being built at Cammell Laird’s Birkenhead yard.
OUT ON THE PULL: MAKING WIND ASSISTANCE WORK
Wind power is worth attention: theoretical ‘castles in the air’ are rapidly gaining foundations, writes Stevie Knight
Wind Assisted Propulsion - WASP - “is not an effi ciency measure, it’s a propulsion provider”, underlines Gavin Allwright of the International Windship Association. Sadly, it’s regularly left out of carbon discussions despite wind assistance breaking into the big tonnage: last winter’s WASP installation onboard the 163,000gt New Vitality tanker is now being followed by an even larger VLCC order.
While New Vitality’s results are as yet unconfirmed, validated WASP test results have been climbing. Maersk Pelican’s Norsepower installation returned an average, yearlong fuel saving of 8.2%: an important milestone as though others may have returned higher values during peak performance or on selected routes, Pelican is a fairly ordinary long-range tanker - and that class-validated ‘average’ matters.
However, WASP technology comes in many different flavours. Airbus’ spin-off development, Seawing is a lightweight, textile parafoil designed to fly at 150m “where you get above most of the gusts and turbulence to constant and powerful winds”, says Luc Reinhard of Airseas. Despite this, it’s designed to automatically unfurl and lift in a minimal 8kn breeze.
The pull is transferred to a winch on the foredeck, the line incorporating a data cable which runs to the kite’s brain. Hanging just below the parafoil, this control pod directs the wing into a dynamic figure-of-eight flying pattern, increasing traction with speed.
The Seawing has already started picking up orders, doubtless helped by the fairly simple demand of space on
Image: Airseas
the foredeck and a control link to the bridge. As a result, K-Line is fitting it to a capesize bulk carrier - significantly, there’s an option for 50 more so it may well fly in more ways than one.
SAILS
There’s now a whole range of rigid and hybrid sails including models with single and even double flaps, but few are realised onboard larger commercial vessels.
Still, Eco Marine Power’s (patented) EnergySail is working on a broad remit: not only can it make use of a wide, 270deg arc of wind direction but it’s opening up its operating window by doubling up as a platform for other technologies. While the base version has been tested in high winds the company is now working on a slightly more rugged model that will hold an array of photovoltaic panels. By utilising these and other areas, it’s possible to harvest 1MW of solar power per ship: additional energy storage could allow emission-free running in port.
Further, there are plans for “wind-in-wind” says EMP CEO Greg Atkinson: incorporating small turbines could deliver a useful feed to the onboard grid alongside the push to the hull.
TOWERS
Towers, on the other hand, modify the low pressure area created by the wind’s travel path around a cylinder, amplifying the Magnus effect. However, they achieve this in rather different ways.
8 The Airseas
parafoil line incorporates a data cable which runs to a control pod which directs the wing into a dynamic fi gure-of-eight fl ying pattern
The Ventifoil has an elliptical cross-section, adding a flap and ventilator explains eConowind’s Guus Van der Bles. This accelerates the airspeed at the boundary layer and mitigates turbulence: as a result, the low pressure area clings to a broader section, multiplying the generated thrust. It’s effective in incoming wind-angles over 30degs from the bow with maximum thrust in beam winds: given 17m/s wind speeds, four 10m VentiFoils should yield a reduction of up to 420kW of engine power, maintaining a ship speed of 11 kn.
So, what does it take to integrate them? “It’s not that difficult,” says Van der Bles: the first plug-n-play, folding containerised eConowind-unit onboard Lady Christina was fitted to the deck by common twistlocks: a standard electrical connection fed the 7.5kW ventilators.
However, he adds that ‘bigger is better’: the returns significantly stepped up for the two free-standing 10m VentiFoils on Van Dam Shipping’s bulker MV Ankie. Early indications are that 6m extensions (bringing them up to 16m) will provide about the same thrust as four 10m containerised versions. The yield from the next order, two 20m freestanding Ventifoils, should be interesting - but even here heavy deck reinforcement is unlikely to be necessary “although we check for class”, says Van der Bles. It also opens up the potential for swapping units between vessels, depending on route.
This all helps the business case: “You can talk about thrust force per metre, but thrust force for invested Euro is most important,” he remarks.
FLETTNERS
Instead of sucking, Flettners spin to accelerate the airflow on one side while decelerating it on the other, the pressure difference adding to the pull: rotation is generally adapted to wind speed through a variable electric drive - although some, like ThiiiNKsail’s model, also incorporate a wing flap. This results in a somewhat bigger demand than ventilated towers, Norsepower’s largest 35m-by-5m diameter model draws on average 40kW and up to 143kW, though that’s set against a larger contribution to the total energy budget.
While the output per metre is just a little higher than other towers, Flettners can also make use of over 300deg wind angles and even a 30m/s storm. Norsepower’s 24m tall, 4m diameter Rotor Sail can produce 2,000kW propulsion equivalent from a true wind speed of 22m/s (though tower size, vessel speed, energy conversion and other parameters affect comparison).
8 An air pressure diagram shows how Ventifoil technology
accelerates the airspeed at the boundary layer causing the low pressure area to cling to a broader section
Graphic: eConowind
Along with tow, rotor spin lends a fluctuating gyroscopic or precession component to the forces acting on the foundations points out Rogier Eggers of MARIN. Accordingly, they’re fairly meaty, adding between 30% and 40% to the flettners’ 20 to 59 tonne weight although these are still fairly straightforward retrofits: an adaptor is welded on during ordinary docking.
Accordingly, the foundations are fairly meaty, adding between 30% and 40% to the Flettners’ 20 to 59 tonne weight although they’re still fairly straightforward retrofits: an adaptor is welded on during ordinary docking.
Interestingly, a study for a DAMEN BTa 19500 tanker carrier carried out by Nico van der Kolk of Blue Wasp noted that positioning three Flettners along the side of the vessel allowed integrating the base with the vessel frame. This could facilitate cargo operations (at least from one side) although different headings made for asymmetric WASP effects.
While the study generally fell in line with eConowind’s discovery that fewer, larger rotors are more effective than smaller multiples, Van der Kolk’s colleague Giovanni Bordogna adds that spacing does matter: according to his modelling, WASP installations can interfere with each other if they’re too close.
However, powered towers do have one advantage over sails: you can hit the ‘off’ switch if things get rough. While it won’t remove all the drag, it’ll rapidly take the edge off the Magnus effect.
Which brings us to automation. Each WASP unit is designed to catch the wind so the forces acting on it total far more than weight alone.
Deployment, recovery and optimisation has to take place with little or no human interaction, but a ‘fold-down’ strategy for critical conditions also means the kit has to be capable of automatic, seamless, and timely retraction, which in turn demands a robust monitoring and control system. That could skyrocket costs but it’s possible to get clever: EMP, for example, bases its system on a reliable, class-approved data logger.
Interestingly, the Seawing mitigates some of these concerns as it can move “from a dynamic power pattern to a
8 Norsepower’s
Rotor Sail installation onboard Maersk Pelican has returned an LR validated fuel saving of 8.2%
holding position above the ship in just a few seconds,” explains Reinhard. Once there, it exerts almost no pull, which allows the kite’s AI to pause and wait for developments, minimising launch and recovery operations.
NEWBUILDS
As to be expected, newbuilds offer greater WASP optimisation potential than retrofits, whether just by avoiding wind-blocking structures, saving weight on the foundations or going for a whole redesign incorporating a streamlined hull, fuel cells, batteries and other innovations. Interestingly, the transit pace for both EMP’s 240m Eco Ship and the 220m Conoship 33000 ZE bulker designs sits between 10 and 13 knots as slower speeds allow for greater wind assistance, and both predict average savings of over 40%. However, Van der Bles adds that with favourable Bft 5 conditions on a North Atlantic route, “it should be possible to meet the ship’s entire propulsion requirement for an 11kn speed” with power to spare.
But despite the usually fairly simple nature of the retrofits, it’s not straightforward.
Given 40% wind assistance “the manoeuvring and sea-keeping characteristics of the ship itself could change” says Eggers.
If the propeller isn’t providing much thrust “there is little flow over the rudder”, reducing the ship’s ability to counter the force of waves he explains: it could be enough to push the vessel off course and potentially increasing roll, although he adds that some WASP systems actually confer a roll-dampening effect.
8 The Ventifoils on MV Ankie will be extended to 16m, two potentially
yielding more than four 10m containerised versions
Photo: eConowind
Still, the forces arising from the most productive crosswind conditions may result “in the vessel having to steer into the wind, reducing the power available”, says Philip Holt of MAN ES. Even if the ship doesn’t change heading, Van der Kolk says the benefits of WASP technology have to be considered against other effects. He adds the main issue is the aerodynamic side force will likely be large enough to create considerable heel and leeway angle, resulting in potentially significantly raised hydrodynamic resistance. Further, Eggers points out the rudders could also become overloaded as they attempt to correct the balance.
Generally, WASP-optimising design means “main particulars and section shapes will need a careful look” he explains, adding that adapting appendages could make a difference. While in principle the solution is to move the weight down or widen certain sections of the vessel, in reality “this may be a challenge”, he says.
However, he points out there are easier, operational strategies that will mitigate course keeping issues such as “temporarily sailing at a higher speed to increase flow over the rudder or by doing the opposite: reducing speed to shorten the encounter period of the waves”. He also adds that given spare capacity, steady heel “could be compensated by asymmetric ballasting”.
HOW TO MAKE A GOOD MOVE FORWARD
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