South Korea’s shipyard Samsung Heavy Industries (SHI) has delivered Celsius Carolina, the last of four LNG tankers it built for shipowner Denmark’s Celsius Shipping.
Sister vessel Celsius CopenhagenM Courtesy of Celsius Shipping
The 180,000-cubic metres LNG tanker Celsius Carolina comes after its “ultra-eco design” sister ships: Celsius Copenhagen, Celsius Canberra, and Celsius Charlotte.
Samsung Heavy Industries constructed all of them for the Dannish ship-owning company.
The vessels are equipped with WinGD XD-F propulsion system and GTT’s Mark III Flex containment system. They also feature air lubrication and an increased filling ratio.
Satellite operator and service provider Inmarsat has launched Inmarsat ELERA; a global narrowband network that is said to be ideally suited to the rapidly evolving world of the Internet of Things (IoT) and for global mobility customers, including aviation, maritime, governments and select enterprises
Satellite operator and service provider Inmarsat has launched Inmarsat ELERA; a global narrowband network that is said to be ideally suited to the rapidly evolving world of the Internet of Things (IoT) and for global mobility customers, including aviation, maritime, governments and select enterprises.
“ELERA is perfectly suited to the needs of the connected IoT world,” said Rajeev Suri, CEO, Inmarsat. “Global reach, extraordinary resilience, faster speeds, smaller and lower cost terminals are all part of ensuring that we remain ahead of others in meeting the needs of our customers.”
“ELERA is a further sign of a company with true momentum and one that is delivering new innovations and strong performance,” continued Suri. “I expect that Inmarsat will grow strongly in 2021 compared to the previous year, and that growth will span most of our business units. Our progress was evident in the first half, where we saw strong growth in revenue and EBITDA and robust cash flow. We have sharpened our strategy to focus on driving growth, accelerate decision making, launch new innovations, and are creating a more commercially focused, customer-centric culture.”
ELERA builds on Inmarsat’s leading position in mobile satellite services and is planned to be a springboard for innovation, unlocking, accelerating and scaling pioneering use cases on land, at sea and in the air. Its foundation is Inmarsat’s L-band network and incorporates new innovations ranging from higher speeds to smaller, low cost terminals and [the previously announced] Inmarsat-6 satellites, the first of which (I-6 F1) is scheduled to launch before the end of the year.
Coming just 14 days after Inmarsat announced ORCHESTRA, the world’s first network to combine GEO, LEO and 5G into one harmonious global communications solution, ELERA underlines Inmarsat’s strategic focus on the global mobility segment of satellite communications. It is also a signal of a company with momentum, delivering major technological innovations and growth.
The new innovations that the company is investing in to bring to market in the near future include spectrum management technology to deliver L-band speeds up to 1.7Mbps, the smallest footprint, low cost L-band terminal and two new L-band satellites, which are the largest and most sophisticated commercial communication satellites ever created.
The new spectrum management capabilities (known as Carrier Aggregation) being incorporated into the ELERA network will deliver the fastest speeds globally available to L-band customers, far outstripping the capabilities of any other worldwide L-band network.
Live customer trials in commercial aviation are scheduled to start during the course of 2022 and this technology will be rolled out across a range of sector specific applications for Inmarsat’s mobility, government and IoT customers over the coming few years.
ELERA will also see the creation of the smallest footprint, low cost terminal for L-band users, delivering the ideal framework for satcom IoT at scale, with supporting cloud-based management, for vertical sectors such as infrastructure, rail, logistics, mining, agriculture, government, maritime and aviation.
Inmarsat is launching two new satellites to enhance the ELERA network. The I-6 satellites, the first of which is scheduled to launch at the end of 2021, are the largest and most sophisticated commercial communications satellites ever built.
The L-band capacity on each I-6 satellite will be substantially greater than Inmarsat’s 4th generation spacecraft and, among other enhancements, they will deliver 50% more capacity per beam; meaning that much more data can be carried over the same geographical area, in addition to unlimited beam routing flexibility.
ELERA will also deliver a major extension to Inmarsat’s portfolio of voice-enabled devices, bringing new capabilities and innovations to hundreds of thousands of customers. This initiative represents our commitment to voice service innovation and underlines the company’s long-term commitment to the handheld voice services over satellite market.
“ELERA is the exciting vision of how Inmarsat is planning to transform the capabilities offered to IoT and mobility customers for years to come and confirms our long-term commitment to L-band services. We will be sharing further detail on these innovations with our partner community in the coming months and continue our programme of announcements as we achieve major milestones.” said Suri.
Offshore operator HST Marine (HST) has taken delivery of HST Ella, a new hybrid crew transfer vessel (CTV) designed by naval architect Chartwell Marine. HST Ella is the first hybrid Chartwell 24 vessel to hit the water, following her completion at local Isle of Wight shipyard Diverse Marine.
Offshore operator HST Marine (HST) has taken delivery of HST Ella, a new hybrid crew transfer vessel (CTV) designed by naval architect Chartwell Marine. HST Ella is the first hybrid Chartwell 24 vessel to hit the water, following her completion at local Isle of Wight shipyard Diverse Marine.
Tom Nevin, Chief Executive Officer, HST, commented, “Modern crew transfer operations in offshore energy increasingly require proven vessels with a powerful presence on the water. At the same time, a future-proof fleet consists of vessels with strong green credentials as the goal of emissions reduction continues to move up the agenda. Rapidly maturing hybrid technology means that environmental consciousness can sit hand in hand with operational excellence, and in the HST Ella, we have a vessel that delivers both, following a consultative design process with Chartwell Marine, and a high-quality build at Diverse Marine.”
The vessel exhibits performance characteristics of a market leading standard, demonstrating transit speeds of 10kt on electric propulsion and 30kt on diesel, while during port operations, the vessel’s electric operation mode allowed for quiet and zero emission low speed manoeuvrability.
This is enabled by the vessel’s unique hybrid propulsion system. An electric motor sits alongside a diesel engine to drive a high-performance changeable pitch propeller (CPP) system, ensuring superior manoeuvrability and operational flexibility. The system is coupled with the vessel’s advanced hull form for reduced frictional resistance, and its use of Hydrotreated Vegetable Oil (HVO30) as fuel – a market first for a new build CTV.
Advanced CTVs such as the HST Ella are increasingly expected to perform a range of auxiliary duties alongside personnel transport. The 26m vessel is able to carry 24 industrial personnel alongside a maximum payload of 15 tonnes, ensuring maximum versatility when supporting offshore wind operations. Following its launch, the HST Ella will depart to begin its maiden contract at the East Anglia 1 wind farm.
Ben Colman, Director, Diverse Marine, said, “The UK is rightly proud of its world leading maritime industry, and with this market first hybrid CTV, designed and built on the South Coast, we are proud to add to a long record of maritime innovation in this country. As we hand over the keys to the HST team, we wish them all the best as they take the HST Ella to charter to support safe, efficient wind farm operations.”
Damen Shipyards Group has signed a contract with Fairplay Towage Polska for the delivery of a Shoalbuster 2711 ICE. The company will use the versatile vessel to perform diverse operations, including in the offshore wind industry, in the Baltic and North seas. Damen is building the vessel in Poland.
Damen Shipyards Group has signed a contract with Fairplay Towage Polska for the delivery of a Shoalbuster 2711 ICE. The company will use the versatile vessel to perform diverse operations, including in the offshore wind industry, in the Baltic and North seas. Damen is building the vessel in Poland.
The Shoalbuster 2711 is a proven vessel from Damen’s standardised workboat portfolio. Its versatility comes via various features in its design, including its extreme shallow draft capability, large cargo capacity and its 45 tonne bollard pull.
Despite the standard nature of the design, Damen is able to tailor the vessel to the requirements of its clients. In this instance, Fairplay Towage required a number of non-standard features that make this order stand out. This will be the first Shoalbuster 2711 to feature ice class to enable her to work all year round in Baltic ports. It will also be the first vessel of this type not only compliant with, but certified to, IMO Tier III emissions regulations.
Fairplay Towage Polska, Offshore Wind project manager Arkadiusz Ryz said, “We are very happy with this order. The process of selecting a platform was not easy. Finding a multi-tasking vessel meeting our requirements and built to the highest standards was a challenge, but the Damen team managed this difficult task perfectly. This vessel will be the first in our fleet of this power that is able to enter Baltic and North Sea ports with limited depths. I am convinced that this Shoalbuster, meeting IMO Tier III emission requirements, will open up new markets for us. She has the potential to play an important role in developing our presence in the emerging offshore wind industry in Poland. A big advantage of the project is the local content – Damen is building the vessel entirely in Poland. She will be the first such vessel built here, though I think she will not be the last one.”
Damen sales manager Joschka Boddeling said, “Damen Shipyards Group has the ambition to become the world’s most sustainable shipbuilder. This vessel, with its IMO Tier III certification and contribution to future renewable energy projects, is completely aligned with this goal. We are very proud of this project and very pleased to be working together with Fairplay Towage.”
German bulk carrier specialist Oldendorff Carriers has decided to invest and become a minor shareholder of Groke Technologies, a Finnish start-up creating navigation solutions and developing new navigation technologies.
German bulk carrier specialist Oldendorff Carriers has decided to invest and become a minor shareholder of Groke Technologies, a Finnish start-up creating navigation solutions and developing new navigation technologies.
Oldendorff Carriers has a close relationship with the Japanese trading and investing firm, Mitsubishi Corporation, who is the leading investor of Groke Technologies and introduced the company to Oldendorff.
Owning and operating 750 chartered and owned ships on average, Oldendorff empathised with Groke’s vision to not jump into autonomy but rather focusing on the support of crews and safety of the navigation and came to a decision to invest in Groke.
Groke Technologies is a Finnish start-up established in 2019 in cooperation with Mitsubishi Corporation. Groke is developing intelligent navigation systems for shipping operations with the aim of creating safer and more comfortable working conditions on-board vessels.
The Port of Corpus Christi in Texas is working to become of the first in the energy transition and drive decarbonization through plans to convert the Howard Javelina refinery services facility to carbon-neutral hydrogen production. The port and Howard Midstream Energy Partners executed a memorandum of understanding to convert the facility as part of commitments to delivering clean and reliable energy.The Port of Corpus Christi and Howard hope to scale hydrogen production for exports to overseas demand centers.
Howard acquired the treating and fractionation Javelina plant that extracts olefins, hydrogen and natural gas liquids (NGLs) from the gas streams produced by local refineries in February from a subsidiary of MPLX LP. The Javelina facility is connected to all six refineries in the Corpus Christi area by pipeline and controls approximately 60 million cubic feet per day (MMcf/d) of hydrogen production through a combination of hydrogen entrained in the refineries’ waste gas that the facility processes, and hydrogen produced through a steam methane reformer process. This hydrogen is currently sold back to refineries and other industries where it is used to remove impurities like sulfur during the refining process.
“Our future as the ‘Energy Port of the Americas’ starts with building a scalable carbon capture and storage solution to serve the needs of our existing customers and convert more Texas gas into carbon neutral hydrogen for the global markets,” said Sean Strawbridge, Port of Corpus Christi CEO.
According to the MoU, Howard intends to capture its carbon emissions at Javelina thus avoiding atmospheric release and in the process playing a less role in global warming. The companies will collaborate to identify uses for the residual CO2 as well as capture and storage options. Captured CO2 can be directed to industries that require it for production, such as steel, or that assimilate it, like cement.
“With this exciting project and progressive partnership with the Port of Corpus Christi, we are demonstrating yet again our commitment to delivering clean, reliable energy that powers communities and business around the world,” said Mike Howard, HEP CEO.
Javelina joins a growing list of refineries being converted into renewable energy producing facilities in response to the world’s growing energy needs and push towards reducing carbon emissions.
Researchers have mapped the geology of the Texas Gulf Coast and concluded that it is uniquely suited for injection and storage of pressurized CO2, a development that has prompted the Port of Corpus Christi to commit to develop the infrastructure to collect and pressurize CO2 for injection in permanent geological storage formations offshore in the Gulf of Mexico.
“To the extent that our identity as the leading export gateway for U.S. produced hydrocarbons has been solidified, we see an elegant symmetry in the prospect of becoming the nation’s premier hub for carbon management,” said Jeff Pollack, Port of Corpus Christi Chief Strategy and Sustainability Officer.
The move by the Port of Corpus Christi and Howard to convert the facility follows the release of the Sixth Assessment Report by the Intergovernmental Panel on Climate Change (IPCC) that calls for immediate, unified and aggressive action to tackle climate change. The report defines the imperative for elimination of all CO2 emissions by 2050 and for the development of infrastructure to capture and permanently store carbon.
Estonian ferry operator Tallink’s new 50,000gt LNG-powered, environmentally friendly ship, MyStar under construction at Rauma Marine Constructions’ shipyard in Finland was christened on 12 August by the president of the Republic of Estonia, Kersti Kaljulaid. The ship was also launched at the ceremony.
Estonian ferry operator Tallink’s new 50,000gt LNG-powered, environmentally friendly ship, MyStar under construction at Rauma Marine Constructions’ shipyard in Finland was christened on 12 August by the president of the Republic of Estonia, Kersti Kaljulaid. The ship was also launched at the ceremony, with the event organised according to the strictest COVID-19 safety measures.
MyStar is, to date, the largest ship to be built at Rauma Shipyard. It is also the seventh vessel to be built for Tallink in Rauma. The ship is fuelled by LNG and once completed, will be the most environmentally friendly vessel to operate in the Baltic Sea. When it starts operating on the Helsinki-Tallinn route next year, two environmentally friendly high-speed shuttle ferries, MyStar and Megastar, will operate between Finland and Estonia. Both ships meet all current and currently known future emissions requirements.
“We are grateful that despite the difficult times, today we were able to celebrate an important milestone in the construction of our newest ship, MyStar. We are now meeting properly for the first time at the Rauma shipyard together with our partners. This is an important occasion not only for the MyStar project team, but also for the entire shipping industry and the passengers too. We are celebrating the fact that shipping will be increasingly environmentally friendly, efficient and responsible in the future,” said Paavo Nõgene, CEO, Tallink Grupp.
MyStar’s celebrations were carried out in Rauma accompanied by strict COVID-19 safety and security measures. The event was also streamed live, making it possible for guests to view the ceremony remotely.
According to Jyrki Heinimaa, CEO of Rauma Marine Constructions, it is important that amid long-lasting exceptional circumstances, the successful project can also be celebrated. “We are very pleased that we were able to celebrate this important event today with strict COVID-19 safety and security measures in place. We have been working together for over a year, and both Tallink’s and RMC’s project teams deserve great praise for the work they have done in these challenging conditions. We are excited to proceed to a new stage in MyStar’s construction work as the work begins to shift from the exterior of the ship to the interior. At the same time, we can begin to look forward to the next milestone of the most environmentally friendly vessel to operate in the Baltic Sea,” said Heinimaa.
The handover of the MyStar from Rauma shipyard to Tallink, is scheduled to take place in the first half of 2022.
As part of its economic recovery and to lay the foundation for future growth, the government of Canada announced two projects designed to enhance its industrial ports. Canada’s Transport Minister, Omar Alghabra, announced the projects saying that Canada is investing in its economy by making improvements to its trade and transportation corridors.
The investments in the ports will include Vancouver, Canada’s busiest port and a key gateway for Asian trade and on the east coast the Saguenay Port, which serves the industrial region of Saguenay-Lac-St-Jean at the head of the Saguenay fjord. Other investments are planned in airports and the Canadian rail system.
As Canada’s largest port, the port of Vancouver provides a strategic gateway for the country’s imports and exports, handling a third of Canada’s trade in goods transiting outside North America. Last year, overall cargo throughput at the port remained largely flat due to COVID-19 disruptions, which resulted in just a one percent increase to 145.5 million metric tons and two percent growth of 3.5 million TEUs in the container trade. The port however annual accounts for almost C$240 billion in goods and more than 2,700 foreign vessel calls.
The Minister announced plans to improve marine vessel traffic flow at the Port of Vancouver and in Southern British Columbia. With the support of Transport Canada, the Vancouver Fraser Port Authority will work with partners to design a new collaborative system to manage marine vessel traffic and optimize the supply chain flow for this strategic gateway. To be completed by March 31, 2022, the new plan includes approaches to policies, procedures, practices, incentives, technologies, information, and data sharing needed to deliver a traffic management system that creates benefits for all partners.
Earlier this summer the port experienced an unprecedented container backlog after devastating wildfires disrupted rail transport. Investment in the new system comes at a time when the Port of Vancouver is investing more than C$1 billion in infrastructure projects, including two container terminal projects and several road and rail projects to enhance its long-term competitive position and prepare it to handle growth as well as manage future issues such as those experienced this summer.
Once implemented, the system is expected to strengthen maritime safety by reducing congestion and actively managing traffic to improve the efficiency and reliability of the flow of goods for importers and exporters.
Minister Alghabra also announced an investment of over C$33 million for the Saguenay Port. A regional port, it is an import business for the local industry. The deep-water port is capable of handling vessels up to 100,000 dwt and is ice-free remaining open year-round.
The project targets the installation of an electric mechanized transport system to transport materials at the Saguenay Port site. The conveyor system will be used to move materials back and forth between the industrial port zone and ships docked at the Grande- Anse Marine Terminal. Additionally, the system will also be accessible for loading and unloading of materials for port users who may build processing plants on the Saguenay Port property.
The funding will be done through the National Trade Corridors Fund, a merit-based program providing funding for investment in critical infrastructure assets in Quebec and across Canada. This project funding aims to enhance the performance and functions of facilities at the port, helping increase handling capacity and reduce bottlenecks in daily operations.
In announcing the two projects, the minister noted that the quality of Canada’s transportation infrastructure and the efficiency of its trade corridors are key to the success of companies in the global marketplace. As such, the Government of Canada continues to invest in infrastructure projects that create quality middle-class jobs and support economic growth.
(Article originally published in Mar/Apr 2021 edition.)
(Article originally published in March/April 2021 edition.)
When battery-hybrid power first arrived in the maritime industry in the early 2010s, it was billed as a great way to make diesel ferries and workboats more fuel-efficient. The value proposition was straightforward with fuel savings of 10-20 percent, depending on the application.
That’s still an important advantage, but hybrid power has turned out to be much more than an efficiency-booster for existing technology. For the evolution beyond diesel, hybrid is an essential tool for electrification, fuel cell power and the transition to zero-carbon shipping.
Stop-and-Go Operations
Battery-hybrid propulsion is ideal for stop-and-go operating cycles, and ferries are strong candidates.
Ferry operators in Europe, North America and Asia have been testing and deploying hybrid propulsion systems for nearly a decade, beginning with the Scottish ro/pax ferry Hallaig in 2013. The technology has caught on for passenger vessels of all sizes, all the way up to the 3,200-dwt Color Hybrid, a ro/pax ferry operated by Color Line between Norway and Sweden.
Scandinavian ferry operators led the way, but the North Americans are quickly catching up. Washington State Ferries has plans to use plug-in hybrid vessels on most routes by 2040, and the state has ordered a series of new battery-hybrid ferries from Vigor Industrial with power systems provided by ABB. It’s also converting one of its largest existing ferries from diesel-electric to battery-hybrid with financial support from the U.S. Maritime Administration.
Casco Bay Lines, a non-profit ferry operator in Portland, Maine, recently finalized the design for a new battery-hybrid ferry for its route to Peaks Island, a small community just east of the downtown waterfront. The current ferry is nearing the end of its useful commercial life, and the operator worked with Elliott Bay Design Group (EBDG) on the best option for a replacement. They picked a plug-in hybrid propulsion system that will charge up while at the pier on the Portland side of the route.
Ferries are ideal for plug-in hybrid technology, according to EBDG principal John Waterhouse, the longtime dean of American ferry design. These vessels have a predictable duty cycle, and their regular routes and fixed terminals are perfect for installing charging infrastructure.
“Hybrid is well past the early adopter stage for ferry applications, and we owe thanks to our friends over in Norway who have taken the lead in developing and deploying it,” says Waterhouse. “Operators can think of this as a mature technology and a viable option for their fleets. Perhaps the real question is whether you want to be the last adopter.”
Decarbonizing Domestic Vessels
According to the Getting to Zero Coalition, domestic vessels like ferries, tugs and OSVs have an important early role in the effort to reduce shipping’s carbon emissions.
Cutting domestic vessel emissions by just 15 percent could reduce the entire shipping industry’s greenhouse gas footprint by three percent by 2030. That may not sound like much, but the coalition says early steps (even small ones) are essential to get the process of decarbonization started.
Hybrid propulsion is a great option for these vessel classes, and it’s a bigger step than one might think towards getting to zero. Any hybrid vessel has a big battery pack, and if that pack is big enough the vessel can be converted to run all-electric with a diesel engine as ballast. “You can order a hybrid vessel today and it will reduce your fuel consumption immediately,” Waterhouse explains. “Then you can build shoreside charging infrastructure and run the same vessel on plug-in electric power in the future.”
For Casco Bay Lines’ new plug-in hybrid, grid power will be the primary energy supply from day one, blurring the line between battery-hybrid and battery-electric. “They intend to operate almost 100 percent of the time on batteries,” says Bruce Strupp, Senior Account Manager with ABB Marine & Ports, the systems integrator for the Casco Bay project. “They do have generator sets on board in case they lose power at the dock or need to go to a shipyard.”
On routes that are tough to electrify because of their length or limited grid capacity, hydrogen fuel cells may have an important edge over battery-electric designs. The higher energy density of hydrogen fuel means the designer can fit more of it on board for a long trip. However, fuel cells have a drawback: It takes a while to move the throttle, particularly for the solid-oxide fuel cells that work well with ammonia and other hydrogen-based fuels.
A battery pack can smooth over that throttle lag by delivering power instantly when it’s needed for maneuvering, giving the fuel cell time to catch up. With this synergy between battery power and fuel cell power, today’s battery-hybrid vessels are great candidates for a fuel cell retrofit down the road, and many are being designed with this upgrade in mind. Stay tuned, says Strupp, as fuel cells will likely be an accessible commercial option within the next five years.
Decarbonizing the Supply Chain
In the offshore wind vessel sector, the charterers are wind farm developers, and they work every day on decarbonizing the world’s power supply. So it’s no surprise they’re actively interested in decarbonizing their own supply chain including their service vessel fleets. As a transition solution, battery-hybrid propulsion fits that need well: The engines give enough range for transits to and from the site, and stored battery power can be used for station-keeping and loitering, saving fuel and reducing wear and tear.
This combination is an attractive solution for U.K.-based crew transfer vessel operator CWind, a division of Global Marine Group. Working with wind farm developer Ørsted and naval architect ESNA, CWind set out to make a super-fast, super-efficient, first-of-its-kind vessel.
Its new crew transfer vessel (CTV) CWind Pioneer combines a hybrid powertrain with the design of a surface effect ship (SES), a hovercraft built with catamaran hulls instead of a rubber skirt. CWind Pioneer looks like a standard catamaran at first glance, but when her electric lift fan turns on she rises up out of the water for a cruising speed of 40-plus knots.
CWind Pioneer is the only SES vessel in the world with a hybrid powerplant, and Global Marine Group CEO Ian Douglas says that a hybrid-SES combination is ideal for offshore wind: “The vessel can operate at slow speed on and off cushion using only the battery, which is a game-changer for emissions reduction when waiting for wind tower technicians offshore. We no longer have idling engines, nor do we incur the maintenance challenges of engines working at low power. The results have been extremely positive. What’s not to like about a CTV that goes more than 40 knots using less fuel than a conventional vessel?”
The extra speed and fuel economy translate into increased operational range, and CWind hopes that vessels like CWind Pioneer will be able to compete head-to-head with larger and costlier service operation vessels (SOVs), which are the industry standard for sites far from shore. Hybrid power is making big inroads with SOV operators as well. The Wilhelmsen/Østensjø-owned company Edda Wind has ordered a fleet of six hybrid-powered SOVs with plans to convert them to hydrogen power down the road.
In the budding U.S. offshore wind segment, a shipbuilding boom is just starting, and rumors suggest that hybrid power may become something of a standard feature. With an expected market size of 200-plus vessels of all sizes, it’s a rare opportunity to bake new technology into an entire fleet. “I think with these new offshore wind support vessels,” says ABB’s Strupp, “you’ll see some form of hybridization and energy storage on every single one.”
Jacksonville-based Crowley Maritime is one of the most active U.S. shipowners in this sector, and it’s seeing soaring interest from wind farm developers for hybrid options. “On every request for proposal that we see for an offshore wind vessel, the developer wants to understand how we’re going to reduce emissions, including options for hybrid, battery and fuel cell power,” says Coulston Van Gundy, Director of Commercial Operations. “They’re looking to future-proof as much as they can with containerized or modular solutions that can be changed out later on as technology evolves.”
While offshore oil and gas has been a quiet sector for newbuilding the last few years, the OSV market has been receptive to battery-hybrid retrofits, and hybrid power is ideally suited to the cyclical operations of an offshore vessel. Energy stored up during a transit can be used for maneuvering or station-keeping, reducing the amount of time that the engines have to run on low load – their least efficient and highest-wear running condition.
Eidesvik began the hybrid OSV trend with the Viking Queen in 2015 and has converted seven vessels so far. Last year, Harvey Gulf retrofitted a Wärtsilä battery-power system onto its LNG dual-fuel OSV Harvey Energy, creating the world’s first LNG battery-hybrid offshore vessel.
Tugs present more challenges when it comes to the space and cooling requirements for batteries, but hybrid solutions are in operation on several larger tugboats today – many of them designed by the tug experts at Robert Allan Ltd. – and interest is growing. In the U.S. tugboat market, “hybrid” can also mean a vessel with a diesel main engine, diesel generators and an electric-assisted final drive.
Examples include the Rolls-Royce-powered harbor tug Delta Theresa, the Cat-powered harbor tug Ralph and the Canal Marine-designed tug Michigan. Though not fitted with batteries, all three are designed to use the most efficient combination of engines for the task at hand, reducing fuel consumption and maintenance costs in the process.
Evolving Role
“Hybrid” has an evolving significance, but it’s playing an essential role in getting to zero emissions – a role that looks set to grow as green power goes mainstream. If there’s a flexible transition technology for vessels on the working waterfront, this might just be it.
The takeaway for owners? “Don’t be afraid to consider it, and ask lots of questions,” says EBDG’s Waterhouse. “That’s how you can adjust the vessel design and the operation to fit together.” – MarEx
Paul Benecki is the News Editor.for The Maritime Executive
A decade after the U.S. Coast Guard took delivery on its first Sentinel-Class Fast Response Cutter, the vessel has become a centerpiece of the Coast Guard’s Deepwater strategy with the announcement this week that they have exercised a contract option for four additional vessels to be built at the Bollinger Shipyards in Louisiana. What began as an off-the-shelf solution for the Coast Guard’s urgent need for more modern equipment has grown to a current fleet of 43 commissioned FRCs with an additional 21 now on order.
The program began in 2007 using existing technology and based on a design from Damen Group as an urgent replacement to a previously failed program that the Coast Guard was withdrawing from and seeking a quick alternative. The first contract was signed in 2008 with the first FRC delivered in 2011 and commissioned in 2012 to begin a program replacing 1980s vintage vessels.
According to Bollinger the U.S Coast Guard considers the FRC an operational “game changer” due to its performance, expanded operational reach, capabilities, and ability to transform and adapt to the mission. Measuring in at 154-feet, FRCs have a flank speed of 28 knots, a state of the art C4ISR suite (Command, Control, Communications, Computers, Intelligence, Surveillance, and Reconnaissance), and a stern launch and recovery ramp for a 26-foot, over-the-horizon interceptor cutter boat.
Since commissioning, the FRCs have been deployed in support of a full range of missions within the Coast Guard and other branches of the armed services. This includes search and rescue, national defense, ports, waterways and coastal security, drug and migrant interdiction, and fisheries patrols. They have conducted operations as far as the Marshall Islands—a 4,400 nautical mile trip from their homeport. They have been stationed from Florida and San Juan in the Atlantic to California, Hawaii, and Alaska on the Pacific. In 2020, the US Coast Guard even stationed them in Guam and Bahrain.
The four new FRCs will be built at Bollinger’s Lockport, Louisiana facility and are scheduled for delivery in 2024 and 2025.
“Our unique experience building for the Coast Guard is unparalleled and has shown time and time again that we can successfully deliver the highest quality vessels on a reliable, aggressive production schedule and cost, even in the most challenging circumstances, including the global pandemic and record hurricane season experienced over the past year,” said Ben Bordelon, Bollinger Shipyards CEO.
The shipyard reports that the FRC program has had a total economic impact of $1.7 billion since inception in spending and directly supports more than 650 jobs in Southeast Louisiana. It has indirectly created 1,690 new jobs from operations and capital investment and has an annual economic impact on gross domestic product of $202 million, according to U.S. Maritime Administration data.
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