Hybrid Propulsion Systems - Tailor made solutions for every workboat Roland Schwandt, IWBS New Orleans, 12/01/17 SCHOTTEL YOUR PROPULSION EXPERTS

Transcription

1 Hybrid Propulsion Systems - Tailor made solutions for every workboat Roland Schwandt, IWBS New Orleans, 12/01/17 SCHOTTEL YOUR PROPULSION EXPERTS

2 Contents 01 What is Hybrid? 02 Hybrid tugboat market 03 Hybrid - Benefits for tugs 04 How to define the power distribution in a hybrid tug 05 Exampels of hybrid systems in service SCHOTTEL YOUR PROPULSION EXPERTS

3 01 What is hybrid? SCHOTTEL YOUR PROPULSION EXPERTS

4 What is hybrid? Hybridia, Latin = mixture Combination of two technologies interactive independent Hybrid propulsion: using more than one power source mechanical-electric (e.g. submarines) mechanical-mechanical (e.g. anchor handling tugs) SCHOTTEL YOUR PROPULSION EXPERTS

5 02 Hybrid tugboat market SCHOTTEL YOUR PROPULSION EXPERTS

6 Some already made the switch 40% of those have SCHOTTEL Propulsion systems Diesel electric ASD Tug SVITZER GAIA Hybrid Tractor Tug FAIRPLAY IX SCHOTTEL YOUR PROPULSION EXPERTS Hybrid Rotor Tug RT EMOTION (100%) (40%) Number of Hybrid/ diesel electric tugs per thruster manufacturer ( ) #2 #3 #4 #5 others *Source: SCHOTTEL Vessel database 8

7 The market Annual number of new build or converted hybrid & diesel electric driven tugs ( ) *Source: SCHOTTEL Vessel database Only 2% of thruster driven tugs delivered/ converted 2009 till 2019 are hybrid or full diesel electric. Some of these are actually only announced for 2018 and 2019 Presumable due: to higher CAPEX complexity of the system higher requirements regarding crew training But are we comparing apples with apples? SCHOTTEL YOUR PROPULSION EXPERTS

8 03 Hybrid Benefits for tugs SCHOTTEL YOUR PROPULSION EXPERTS

9 Benefits of hybrid and diesel electric propulsion systems Make sure you are not comparing red with green apples but green with green Emission/ fuel reduction Reduced exhaust emission Reduced noise emission Operational benefits Quiet electric operating mode possible High redundancy of propulsion system Smooth and defined operation at low loads Independent firefighting operation Life cycle cost savings Increased overhaul intervals of the main engine No additional equipment for FiFi tugs: no CP propeller no slipping clutch no standalone pump motor/engine SCHOTTEL YOUR PROPULSION EXPERTS

10 04 How to define power distribution in a hybrid tug SCHOTTEL YOUR PROPULSION EXPERTS

11 Annual operation power Ship Handling /Escort tug operation profile 35% 30% 25% 70% of the time only max 25% power only 7% of the time 75% or more power 20% 15% 10% 5% 0% 3% 8% 15% 25% 35% 45% 55% 65% 75% 85% 95% Power demand *Source:The Greening of the Tugboat Options for Reducing Emissions and Fuel Use Fuzz Alexander, P.Eng. SCHOTTEL YOUR PROPULSION EXPERTS

12 Possible hybrid operating modes of a tug Transit to job: electric motor only, main engines off powered by batteries or generators only During job: electric motor and main engines running full power available for boost mode spare power could be used to charge batteries with electric motor working as generator Return to berth / Transit to next job: electric motor only, main engines off powered by batteries or generators only Zero Emission mode: electric motor only, main engines off and generators off powered by batteries FiFi mode: electric motor used to keep position, main engines drive FiFi pump electric motor powered by batteries or generators only SCHOTTEL YOUR PROPULSION EXPERTS

13 Propulsion power in kw Propulsion power vs. ship speed Size of the electric motor can be determined through the max transit speed and can also be used to limit the transit speed, to reduce fuel consumption and emissions kw to reach 8 knots 1100 kw to reach 10 knots Ship speed in knots *Source:The Greening of the Tugboat Options for Reducing Emissions and Fuel Use Fuzz Alexander, P.Eng. SCHOTTEL YOUR PROPULSION EXPERTS

14 Shaft 2.525kW Conventional vs Hybrid layout e.g. 80t BP FiFi tug SRP 490 FP + Slipping clutch or CP Propeller 2.525kW@1.800rpm + 2x100kW Gensets SCHOTTEL YOUR PROPULSION EXPERTS

15 Shaft 2.525kW Shaft 1.900kW Shaft 620kW Conventional vs Hybrid layout e.g. 80t BP FiFi tug SRP 490 SRP 490 Y FP + Slipping clutch or CP Propeller FP + On/Off clutch coupling + 2x100kW Gensets Electric Motor 600kW@1.800rpm + 2x700kW Gensets + Batteries optional 2.525kW@1.800rpm SCHOTTEL YOUR PROPULSION EXPERTS 1900kW@1.800rpm The actual power distribution, means engine and motor size, is pending on the application and can differ between different tug designs

16 Power [kw] Conventional vs Hybrid layout e.g. 80t BP FiFi tug Approx. 80t BP Prop demand CAT 3516 There is a comfortable distance to the propeller curve. Propeller is designed for max engine power and rpm and reaches full BP rpm SCHOTTEL YOUR PROPULSION EXPERTS

17 Power [kw] Conventional vs Hybrid layout e.g. 80t BP FiFi tug Prop demand CAT 3512 Approx. 65t BP But even with the smaller 12 cylinder engine there is a comfortable distance to the propeller curve. However full 80t BP can not be reached with the engine alone anymore rpm SCHOTTEL YOUR PROPULSION EXPERTS

18 Power [kw] Conventional vs Hybrid layout e.g. 80t BP FiFi tug Prop demand CAT 3512 E-Motor Operating the E-motor together with the CAT 3512 leads to full bollard pull CAT E-Motor rpm SCHOTTEL YOUR PROPULSION EXPERTS

19 Power [kw] Conventional vs Hybrid layout e.g. 80t BP FiFi tug Prop demand CAT 3512 E-Motor CAT E-Motor CAT 3516 Operating the E-motor together with the CAT 3512 leads to higher power in the lower and medium speed range compared to a full diesel direct solution with a CAT rpm SCHOTTEL YOUR PROPULSION EXPERTS

20 Power [kw] Thrust force [kn] Hybrid FiFi operation e.g. 80t BP FiFi tug 2500 Prop Dem Diesel engine is disengaged from the thruster and drives the FiFi Pump 2000 E-Motor 600 E-Motor drives the SRP 1500 Thrust 500 Total remaining bollard pull is approx. 30 tons No necessity for CP or HD slipping clutches rpm SCHOTTEL YOUR PROPULSION EXPERTS

21 Besides operational restriction physical restrictions have to be considered MP MP On a hybrid tug additional equipment like, e-motors VFD s, Batteries and or additional generators are necessary which require additional space. Thus compactness and versatility are important characteristics for a propulsion system. SRP Y offers both and very flexible installation of the e-motor Power intake Main propulsion MP MP MP MP MP MP MP MP MP MP MP MP Power intakes Hybrid propulsion SCHOTTEL YOUR PROPULSION EXPERTS

22 05 Examples of Hybrid systems in service SCHOTTEL YOUR PROPULSION EXPERTS

23 Inline motor SRP FiFi pump Electric motor Clutch Main Diesel SRP Generators or Batteries or a combination to feed the Electric motors SCHOTTEL YOUR PROPULSION EXPERTS

24 Hybrid gearbox Main Diesel SRP FiFi pump Hybrid gearbox with integrated clutches E-Motor E-Motor Generators or Batteries or a combination to feed the Electric motors SRP Main Diesel SCHOTTEL YOUR PROPULSION EXPERTS

25 PTI Technology (Power Take In) SRP with PTI Clutch FiFi pump Electric motor Main Diesel SRP with PTI Clutch Generators or Batteries or a combination to feed the Electric motors SCHOTTEL YOUR PROPULSION EXPERTS

26 Diesel electric Hybrid Combi Drive Electric motor integrated in the thruster Combi Drive Generators or Batteries or a combination to feed the Electric motors SCHOTTEL YOUR PROPULSION EXPERTS

27 Thruster solutions for hybrid and diesel electric tugs SCHOTTEL Combi Drive for DE tugs Integrated E-motor Extremely compact, less space than a Z or L-Drive arrangement 2% less mechanical losses than a Z-Drive No shaft line alignment Less mechanical parts than a Z-Drive Approx. 5% less maintenance costs than a Z-Drive SCHOTTEL SRP Y for Hybrid tugs Most flexible Hybrid thruster in the market no separate hybrid gear necessary Interchangeable with standard thrusters, no change in vessel design necessary Unrestricted power distribution between diesel engine and e-motor Flexible position of the second PTI 135 or 90 All common hybrid propulsion modes possible, e.g. boost-mode, 0-Emission-mode & FiFi-modes possible SCHOTTEL YOUR PROPULSION EXPERTS

28 Conclusion No one and universal system for any application For each project the hybrid system has to be carefully considered in terms of emission reduction, operational benefits and cost savings SCHOTTEL YOUR PROPULSION EXPERTS

29 What you should keep in mind when designing a hybrid system Simplicity is the ultimate form of sophistication! Leonardo Da Vinci SCHOTTEL YOUR PROPULSION EXPERTS

30 Designing for Safety Workboat battery safety vessel design and construction parameters for lithium batteries Brent Perry, CEO, PBES

31 Why Use Energy Storage Improved Energy Efficiency Design Index (EEDI) Elimination or reduction of CO 2, NO X, and SO X emissions A better work environment (noise, fumes etc.) Improved Profit & Loss statement

32 Know Your Application

33 Tugs Demands over 60% loads only account for around 3% of the total time.

34 Tugs Task Service Knots Time-(%) Stand-by Idle 0 15% Transit-low Transit % Transit-high Transit 10 7% Assist-80% Tow-pull-[80%] 1 1% Assist-60% Tow-pull-[60%] 1 1% Assist-40% Tow-pull-[40%] 1 9% Assist-20% Tow-pull-[20%] 1 26% Barge-move-60% Tow-pull-[60%] 5 1% Barge-move-40% Tow-pull-[40%] 5 1% Barge-move-20% Tow-pull-[20%] 5 9% 3%

35 Hybrid OSV s Dynamic Positioning Long periods of loitering and/or idle time Instant unlimited power Fast system recovery Average fuel savings of 15% +

36 Hybrid OSV s Manoeuvring to/from rig DP Alongside terminal Waiting offshore Low Load Energy Savings Here

37 Hybrid & Electric Ferries A Good Business Case 7 out of 10 ferries more profitable after conversion to electric propulsion. Electric ferry Ampere is one of the most profitable ferries in Norway. Ferry sector - 50 battery electric ferries to be built.

38 The Power of Batteries The technology is proven. Tycho Brahe All electric ferry 4.2 MWh lithium-ion battery.

39 Coastal Shipping Taking cargo from highly polluting road trucks to waterways. Prime for hybrid propulsion

40 Wind Farm Support Vessels A new sector for energy storage technology.

41 Understand Typical Profiles Peak shaving Short duration high power requirements Regeneration may be available Load Leveling Longer duration energy movement Spinning reserve Standby power

42 Energy Storage Size Factors Energy & peak power required Time & power available for charging Operational profile Number of charge cycles

43 Avoid System Over Sizing Design for lowest weight Design for highest energy density Design for shortest practical life Lowest Cost System

44 System Safety

45 Cell Temperature ( 0 C) Thermal Runaway Explained release from cathode material & combustion Electrolyte decomposition Anode-solvent reaction Gas release curve SEI Layer breakup Safe Time

46 Thermal Runaway Hazard Can result in: flammable gasses released, excessive heat generated, fire with toxic gasses, risk of explosion. Hawaii wind farm - energy storage fire Boeing onboard battery fire

47 Systems that react to a thermal runaway event AFTER it occurs Thermal Management Prevents Thermal Runaway

48 Common Failures Manufacturing failures Quality Design flaws Operational errors Overcharge/discharg e Dead-short inside the cell Heat build up Incorrect installation

49 Industrial Battery Technology Today

50 DON T THINK BATTERIES

51 0.38m 0.28m 2.05m Think Solutions Single Cell 0.27 kwh BBU Module 6.5 kwh PBU Rack 260 kwh x24 x m 0.32m 4.15m

52 Advancements In Technology Can be charged in as little as 5 min.

53 Advancements In Technology System sizes are decreasing due to better performance.

54 Advancements In Technology Over 15,000 cycles at 80% Depth of Discharge.

55 Energy Storage vs. Diesel Engine New system lifetimes of 40,000 cycle life = 40,000 hours Diesel engine = 10,000 hours

56 Energy Storage Safety - Cooling Thermal Runaway Prevention The cell is uniformly cooled to reduce the likelihood of a thermal event.

57 Understand Battery Aging Cycles Deeper cycles cause faster aging. Better to have more small cycles than one large cycle.

58 Understand Battery Aging Higher Charge Rate Charge Rate Faster charging results in more aging. Less Cycles

59 Temperature - Non-uniformity Cell temperature uniformity on large cells is very important: Non-uniformities of 5 C can result in >10% faster aging Non-uniformities of 10 C can result in >20% faster aging Aged areas will heat up quicker resulting in faster aging of that area - positive feedback loop.

60 What Battery Suppliers Do Air cooling requires very high air flow to remove heat. Requires 3500 times more air flow volume than water flow volume to achieve the same heat removal. Hot area on cell difficult to cool with air flow Cooling on one side Heat flow through heat spreader Thermal barrier to cooling surface Air flow Example of an inefficient air-cooled cell

61 PBES CellCool TM - Liquid Cooling PBES Patent CellCool TM No thermal barriers from cell to coolant Back plate (2) integral part with cooling channel (3) Large diameter cooling channel (4) results in no blockage

62 PBES CellCool TM - Liquid Cooling External fire will drive unprotected cells into thermal runaway: PBES cells shielded from external fire by metal jacket and water curtain. Stack of Cells in Module

63 PBES CellCool TM - Liquid Cooling Internal Short Not possible to eliminate dendrite formation and other internal shorts in cells through design. PBES Solution Cell Level Liquid Cooling If internal short occurs - liquid cooling is able to remove more heat than a runaway cell is able to produce.

64 Energy Storage Safety - Venting Vented to outside, no gas extraction needed. Negative pressure to ensure low gas concentration. Pressure release valve Duct

65 Big or Small? New Battery Recoding Technology, CellSwap TM Reduce size and weight between 30-50% 1040kWh 520 kwh Provides more flexibility for system location

66 The CellSwap TM Concept Replacing only the cells of the battery system reduces total lifetime cost of a system. Similar to rebuilding a diesel generator, majority of the installation remains intact.

67 CellSwap TM Process: The new stack is premade in the factory and shipped to the vessel.

68 CellSwap TM Process: Cell stack easily separates from the electrical controls. The front end is detached and the core is replaced with the new cell stack.

69 Best Operational Profiles for CellSwap 5 Year System The Best Profile: Harbour Assists - if doing multiple assist a day Very dependant on load profile High cycle number 20 cycles or more per day Low charging rate Variable load

70 Best Operational Profiles for 10 Year Systems The Best Profile: Tugs that are hauling for days Hybrid system for spinning reserve Doesn t have a lot of cycles

71 PBES - Your Energy Solutions Partner Thank You

72 Benefits of Applying Engineering Practices to Inland Towboat Design Joshua Sebastian

73 History of Towboat Model Testing Most towboat designs in operation today are based on limited model testing conducted in the 1960s and 1970s. Original model testing was only to determine if there were major flaws in the hull shape.

74 Application of Computation Fluid Dynamics (CFD) to Towboats

75 Benefits of CFD Hull Model Testing is costly both in terms of time and money. CFD allows a designer to test small variations in hull shape development for a small fraction of the cost of full scale model testing.

76 Traditional Towboat Hull Shape

77 Hull Shape Developed with CFD

78 Traditional Hull Shape At 7 knots, Loaded Barges

79 CFD Developed Hull Shape at 7 knots, Loaded Barges

80 Traditional Hull Shape At 7 knots, Empty Barges

81 CFD Developed Hull Shape at 7 knots, Empty Barges

82 Results

83 CFD Conclusions Hull designers to develop hull shapes based on specific operating requirements. Provides hull designers with valuable information regarding water flow around propulsors and steering systems to improve water flow in those areas where water flow is most critical.

84 Case study: The Use of Hybrid Technology for a Fleet Towboat Presented by Jan Flores, P.E.

85 NETSCo Services Naval Architecture Structural analysis Inclining experiments Loading manuals Stability analysis Casualty response Capacity plans Vessel Services Design Modifications Conversions Repowerings Facility Services Marine terminal upgrades Transmodal material handling Dock design, modification and rehabilitation Mooring arrangements 85

86 NETSCo Area of Expertise Environmental Initiatives: Ballast Water Treatment Emissions Reduction Energy Efficiency Specialized Vessels: ATB s LNG Bunker Self Unloaders Tankers 86

87 Agenda What are Hybrid Technologies? Brief History of Hybrid Technologies Hybrid Technologies Overview Case Study 1: Fleet Tow Boat Operational Profile System Selection and Design Assumptions and Results Case Study 2: Ferry Barge Push Boat Operational Profile Assumptions and Results Case Study 3: River Launch Crew Boat Operational Profile Assumptions and Results Going Forward Next Steps 87

88 Definition of Hybrid Power Combinations of different technologies to provide power Examples: Any Combo of Fossil Fuel Engines Wind Energy Battery Power (Chemical) Hydro-Electric Power Solar Energy Fuel Cells 88

89 Brief History of Hybrid Technology 89

90 Hybrid Technologies Overview Propulsion Arrangements Conventional Propulsion Typically Diesel Engines and Gensets Most common propulsion arrangement Hybrid Propulsion (Conventional Drive) Diesel Engine w/ Electric M/G Hybrid ready gearbox or combination M/G/reduction gear PTI or PTO Operation Hybrid Propulsion (Electric Drive) Electric motors provide all propulsion Propulsion power form D/G s or Battery Power Plug-in Battery Propulsion Batteries provide all propulsion power to electric motors Clean and quiet operation Requires massive battery arrays and complex shore charging facilities 90

91 Hybrid Technologies Overview Modes of Operation All Mechanical Diesel (typically) engines do all the work Diesel Electric Boost Diesel generators provide power for electric drive No direct engine to propeller shaft power Diesel engine provides most of the power Smaller electric drive assists main engine All Electric Stored power (batteries) provide power for electric drive No diesel (or other fuel) engines running 91

92 Hybrid Technologies Overview Li-ion Battery Chemistries Lithium Nickel Manganese Cobalt Oxide (NMC) Pros: Highest Energy Density, Cheapest Cost (relatively) Cons: Lower Cycle Life and lower thermal stability Uses: Applications requiring lots of energy and smaller package weight and size. Lithium Iron Phosphate (LFP) Pros: Highest Power Density, midrange Cycle Life and thermal stability Cons: higher cost, lower Energy Density Uses: High power (battery starting) and peak shaving applications. Lithium Titanate (LTO) Pros: Highest Cycle Life and Thermal Stability Cons: Lowest Energy Density, Highest Cost Uses: Applications requiring very high cycling of batteries. 92

93 Case Study 1: Fleet Tow Boat Vessel Particulars LOA 54 Beam 22 HP 1200hp Engines (x2) 600hp Cummins KTA19-M3 Generators (x2) 30kW 93

94 POWER KW TIME HR Case Study 1: Fleet Tow Boat Operational Profile Dockside: 50%(15kWh) OPERATIONAL PROFILE - CONVENTIONAL PROPULSION Transit to Fleet: 15% (290kW) Fleeting Operations: 25% (927kW) 1000 M/E + D/G Power Time 5000 Transit to Dock: 10% (290kW) Distance Dock to Fleet = 7.2nmi Distance Terminal to Dock = 4.8nmi Dockside Tranist to Fleet Fleeting Transit to Terminal OPERATIONAL CONDITIONS 0 94

95 Case Study 1: Fleet Tow Boat System Selection and Design - Arrangement Conventional Propulsion High fuel consumption High emissions (CO 2, NO X, SO X ) Hybrid Propulsion (Electric Drive) High CapEx High Voltages Plug-In Battery Propulsion Extremely large battery arrays Complex and expensive shore power connection (battery charging) Hybrid Propulsion (Conventional Drive) Least complex for retrofit application Low CapEx (compared to other Hybrid solutions) Flexible modes of operation 95

96 Case Study 1: Fleet Tow Boat System Selection and Design Li-ion Chemistry LFP & LTO Higher Cost when compared to NMC Lower Energy Density (more batteries = bigger arrays and additional weight) NMC Smaller Arrays Low C Rate Application (Energy Density more important than Power Density) Lower Upfront Cost 96

97 Case Study 1: Fleet Tow Boat System Selection and Design - Arrangement Battery DC Power to & from Converter AC Power to & from M/G AC Power to Switchboard D/G AC Power to Switchboard AC Power from Shore Supply 97

98 POWER KW TIME HR (/YR) Case Study 1: Fleet Tow Boat System Selection and Design Hybrid (Dual Mode) OPERATIONAL PROFILE HYBRID (DUAL MODE) No engines utilized during transits Battery array sized for round trip Transit propulsion & hotel loads Batteries assist (boost) M/E and provide hotel and auxiliary power during Fleeting operations M/E + D/G Power Batt Power Time Battery charging at dockside in between trips Dockside Tranist to Fleet Fleeting Transit to Terminal 0 OPERATIONAL CONDITIONS 98

99 POWER KW TIME HR (/YR) Case Study 1: Fleet Tow Boat System Selection and Design Hybrid (All Electric) OPERATIONAL PROFILE - HYBRID (ALL ELECTRIC) No engines utilized during transits 1000 M/E + D/G Power Batt Power Time 5000 Battery array sized for round trip Transit propulsion & hotel loads M/E and D/G provide propulsion and electrical power during Fleeting operations Battery charging at dockside in between trips Dockside Tranist to Fleet Fleeting Transit to Terminal 0 OPERATIONAL CONDITIONS 99

100 POWER KW TIME HR (/YR) Case Study 1: Fleet Tow Boat System Selection and Design Hybrid (Boost Mode) OPERATIONAL PROFILE - HYBRID (BOOST MODE) M/E and D/G provide propulsion and electrical power during Transit operations M/E + D/G Power Batt Power Time Batteries assist (boost) M/E and provide hotel and auxiliary power during Fleeting operations Battery charging at dockside in between trips Dockside Tranist to Fleet Fleeting Transit to Terminal OPERATIONAL CONDITIONS 0 100

101 Case Study 1: Fleet Tow Boat Assumptions and Results Fuel Cost Comparison Assumptions Based on average North American price for MGO ($606 USD/mT) Based on average North American kwh price ($0.12 per kwh) Results Vary degrees of savings depending on operational mode when compared to conventional propulsion 101

102 Case Study 1: Fleet Tow Boat Assumptions and Results Battery Comparison Assumptions * Based on 80% DOD, 85% SOC and 80% EOL capacity ** Size of array is representative and can be rearranged to facilitate installation. Charge times based on typical 1C charge data, scaled for specified C rate *** Based on 12,000 Cycle Life at 80% DOD Results Operational Profile and Mode selection had huge impact on the battery array size and charging profile. Number of charge/discharge cycles greatly influences calendar life of batteries 102

103 Case Study 2: Ferry Barge Push Boat Vessel Particulars Same boat as Case Study 1 re-purposed for pushing a ferry barge from a cruise ship at anchor to a shoreside landing. Hybrid system will allow All-Electric propulsion while transporting passengers for a quiet trip without exhaust fumes. 103

104 POWER KW TIME HR (/YR) Case Study 2: Ferry Barge Push Boat Operational Profile OPERATIONAL PROFILE - CONVENTIONAL PROPULSION M/E + D/G Power Time Dockside Tranist to Cruise Ship Loading Cruise to Landing Unloading Landing to Cruise Return to Dock OPERATIONAL CONDITIONS Distance Dock to Cruise = 6nmi Distance Cruise to Landing =3.6nmi 104

105 Case Study 2: Ferry Barge Push Boat Assumptions and Results Fuel Cost Comparison Dockside All Electric Mode, batteries sized for all 3 trips, charging while dockside. Landing All Electric Mode, batteries sized for a single trip, charging while unloading at landing. Assumptions Based on average North American price for MGO ($606 USD/mT) Based on average North American kwh price ($0.12 per kwh) Results Vary degrees of savings depending on operational mode when compared to conventional propulsion 105

106 Case Study 2: Ferry Barge Push Boat Assumptions and Results Battery Comparison Assumptions * Based on 80% DOD, 85% SOC and 80% EOL capacity ** Size of array is representative and can be rearranged to facilitate installation. Charge times based on typical 1C charge data, scaled for specified C rate *** Based on 12,000 Cycle Life at 80% DOD Results Operational Profile and Mode selection had huge impact on the battery array size and charging profile. Number of charge/discharge cycles greatly influences calendar life of batteries 106

107 Case Study 3: River Launch Crew Boat Vessel Particulars LOA 47 Beam 15 HP 600hp Engines (x2) 300hp Cummins NT855-M Generators (x1) 20kW 107

108 Case Study 3: River Launch Crew Boat Operational Profile The crew boat was analyzed, traveling at varying speeds, to anchorage points at different distances, for both Conventional and Plug-In Hybrid propulsion arrangements. Operating Particulars Maximum one-way distances of 24nmi and 12nmi were used. Speeds of 18knots and 10knots were used. Hybrid propulsion operated in all electric mode only with recharge at the dock in between trips. Bus voltage was raised to 1000 Volts to minimize current. 108

109 Case Study 3: River Launch Crew Boat Assumptions and Results Fuel Cost Comparison Assumptions Based on average North American price for MGO ($606 USD/mT) Based on average North American kwh price ($0.12 per kwh) Results Greatest fuel savings when utilizing batteries at slow speeds 109

110 Case Study 3: River Launch Crew Boat Assumptions and Results Battery Comparison 110

111 Case Study 3: River Launch Crew Boat Assumptions and Results Battery Comparison Assumptions * Based on 80% DOD, 85% SOC and 80% EOL capacity ** Size of array is representative and can be rearranged to facilitate installation. Charge times based on typical 1C charge data, scaled for specified C rate *** Based on 12,000 Cycle Life at 80% DOD Results At long distances, battery arrays were too large and heavy to be feasible for installation. Shorter available charge times (long distance anchorage traveling at low speeds) required higher C Rate to sufficiently charge batteries which equates to higher charging currents. 111

112 Going Forward NO One Size Fits All!! Feasibility, Fuel Cost Analysis studies on your vessel or fleet Understand Rules (USCG, CLASS) 112

113 Next Steps Maritime Engineering Concept study from drawings and data Ship visit and survey Feasibility studies Basic Design Detailed integration engineering Installation Compliance 113

114 Thank you for your time! Cleveland Office NETSCo, Inc. Tel: (440) Tampa Office NETSCo, Inc. Tel: (813)