Trevor Howard Commercial Director Triskel Marine Ltd

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1 Trevor Howard Commercial Director Triskel Marine Ltd

2 Triskel Marine Started 2003 Offices in Kent and Cornwall 21 st Century Bespoke R&D Facility in Hayle Data management, monitoring and analysis Marine energy management Hybrid power feasibility Engine emissions testing facilities Partnered with major US Inc. for NPD Disruptive technology product launch Q2-2018

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4 Session drilling down into the data of several vessels operational profiles Analysing which vessels are best suited to hybridisation and where and how significant ROI is possible..

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7 Date 2006 Length Propulsion Power Speed Fuel Range Cargo 397m Wartsila marine diesel, single shaft, direct drive 80 MW propulsion, 30MW electrical 25 knots Heavy fuel oil Diesel Global 14,770 standard containers

8 800,000

9 100,000 sq. metres

10 4sq. Km

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12 Source Energy density MJ/kg Factor Man (4 hours) % Lead acid batteries % Lithium ion batteries % Glycerine 16 30% Coal 24 50% Diesel % LNG % Hydrogen (700 bar) % Nuclear (U235) 77,000, ,416,600%

13 There is no real COMMERCIAL alternative to burning fossil fuels for the foreseeable future So we MUST burn diesel more efficiently

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17 Diesel engines as commonly fitted are fuel inefficient Current practice is to fit separate diesel engines for: Propulsion Electrical generation Drawbacks: Expensive to install Expensive to maintain Inefficient as not optimally loaded Expensive to run Life cycles

18 Generator sized to meet peak load Average load is less (typically 30% of peak) Fuel efficiency is poor

19 Vary the diesel engine speed in order to match the electrical load to the optimum load for the engine Requires precision power measurement and control On small vessels, requires DC to AC conversion Use the generator to charge large storage batteries and use the batteries to service the electrical load: Generator is only run at optimum load and then shut down when batteries are charged

20 The power required to rotate the propeller varies with engine revs The engine is almost always operating off its optimum load

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24 Add an additional, variable load to the propulsion engine to bring it on to its optimum load line The most useful form of additional load is highly efficient power generation directly coupled to the main engine Requires precision power measurement and control Requires energy storage (batteries) In lots of applications, removes the need for a separate generator

25 Large ships running at constant speed Container ships Bulkers Tankers Vessels operating at high power or high speed High speed ferries

26 Commercial vessels with complex and varied operational profile Pilot boats Offshore support vessels Hydrographic vessels Harbour patrol boats Recreational vessels with a high house load or a desire for autonomy

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31 Conventional electrical architecture for a 30 35m vessel Typically 400 kwh per day, kw peak load, 15-20kW average Electrical architecture: Based on stand alone diesel generators Generators sized to meet the peak load Average load <50% full generator power Minimal battery power so generator runs all the time

32 An alternative hybrid power architecture: Based on batteries Stand alone generator sized to meet average load + battery charging (>80% loaded when running) Second generator is On engine generator supplies all power when main engine is running and further improves main engine efficiency

33 Unit cost of energy (kwh): Stand alone generators Hybrid power Fuel for electrical generation (l): 1.12 / kwh 0.88 / kwh Stand alone generators 24,000 l Hybrid power 17,000 l (-30%) Fuel for propulsion (l): Conventional propulsion 19,500 l On engine generator (OEG) 14,300 l (-26%) ROI vessel dependent but ranges 9-36months Based upon usage, duty cycles and configuration

34 Pilot boats Offshore support vessels Hydrographic vessels Harbour patrol boats Recreational vessels with high power need Super yachts Container ships Bulkers Tankers High speed ferries

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