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1. BB GREEN - Publishable summary.
Summary description of project context and objectives:
BB GREEN represents research to develop next generation fast and efficient commuter ferries
for operation in sheltered waters. Whereas current State of the Art conventional ferries use
conventional “all wet” hull forms (catamarans and monohulls), BB GREEN will utilize air
supported vessel (ASV) technology.
With ASV hulls up to 85% of the fully laden displacement will be supported on one or more
cushions of pressurized air. By means of a lift fan system, a cavity of air is developed
underneath the hull, separating most of the normally wetted surface areas from water contact;
and reducing overall hull/water resistance significantly.
A battery electric driveline taking power from sustainable energy sources, stored in a new
type of battery pack, will replace diesel engines used on fast ferries today.
Overall project objective is to develop and prove feasibility of an energy efficient, low wake
wash ferry, offering 30 knots + performance, with Zero emissions (CO2 /NOX/particles) to
water and air. Secondary spin off solutions, for further extending the market potential of the
new concept, will be similar vessels with either low emission diesel engines and/or
diesel/electric hybrid drivelines.
Although several sub-goals related to critical single factors have been set, the overall goal,
proving feasibility of the proposed innovative new transport solution, will prevail.
BB GREEN was proposed as a 3 year, market driven venture, where dissemination and
exploitation of the results and achievements should be given the highest priority.
Work performed since the beginning of the project and main results achieved:
Year 1:
Assessment of market requirements, including identifying and studying suitable routes and
operations, have been main start up task, headed by Dutch ferry operator Aqualiner. A high
number of suitable BB GREEN applications, all over Europe have been identified, on existing
single routes and route networks, and for new operations.
In parallel project initiator and coordinator, SES Europe AS, Norway, with input from all
partners have performed a first assessment of possibly critical factors related to the concept as
such, the proposed new hull form, the battery electric drive line, and operational issues. In
overall the first assessment concluded favourably; although some concerns, mainly related to
practical day to day operation and safety were raised. The proposed radical propulsion system,
large diameter surface piercing propellers could be a complicating factor; but adequate
replacements have been proposed, reducing overall risk and boosting the probability for a
commercial success.
The ASV technology, the IPR of Effect Ships International AS (ESI), was proposed due to a
combination of favourable features; including low resistance, high load carrying capability
and presumed low wake wash. Although for different applications, ESI has already
successfully tested both ASV catamarans and ASV mono hulls. To make the most suitable
selection various mono- and cat ASV versions have been designed and evaluated by SES
Europe and SSPA Sweden, concluded with two final candidate hull forms, one of each set up.
Next phase during the first project year has been final design development of the two
candidate hull forms, leading to construction and outfitting of two tank testing models. Due to
the higher number of test parameters, where the lift fan system and air cushion enclosure
arrangement are vital parts, testing ASV models are much more complex than testing
conventional hulls. SSPA Sweden has for more than a decade worked closely with Effect
Ships / SES Europe on testing and optimization of ASV technology. To this date more than
1.500 fully instrumented runs were carried out in the facilities in Gothenburg, Sweden.
The tank testing of two models as a matter of fact superseded expectations. The ASV cat was
significantly better than conventional SOA hull forms; however the ASV mono was even
better (approx 15% better still than the ASV cat). The latter has therefore been chosen as the
BB GREEN hull form.
Some conclusive highlights from the tank testing:
- Hull resistance reduction of more than 40% at design speed range (22 – 30 knots +).
- Equally favourable results also at lower speeds - down to 10 knots.
- Very low fan energy consumption (3-6% of total power)
- Low wake wash (particularly wake wash energy).
- Competitive onboard motions in sea state typical for the targeted operations.
BB GREEN- Underwater picture of the ASV mono in the SSPA towing tank. Feb.2012. Reduced wetted surfaces
and reduced hull resistance.
Hull resistance full scale BB GREEN Cat and Mono vs. SOA conventional hulls. As can be seen hull resistance
for the BB GREEN ASV’s – and particularly the ASV mono show a remarkable reduction at all speeds, also at
low speeds (red curve).
Wash wave energy comparisons BB GREEN vs. various conventional hulls and other ASV hulls. Please observe
the BB GREEN Mono mod 3409 (red circles).
Throughout the first year of the project partner SE has in collaboration with HIV (Vestfold
University College), Norway worked to develop a possible design expression for a BB
GREEN ferry. The new BB GREEN design has used the selected ASV mono hull form.
Please see enclosed images of the proposed BB GREEN commercial design below.
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Froude no, FnD
Wash wave energy 35m from CL hull(All measurements reduced to a25m3 vessel)
Other projects
H-SES 2910-A
H-SES 2932-A
Full scale results
E40 mod 3019
E40 mod 3052
ALiCat mod 3036
BBG CAT mod 3408
BBG MONO mod 3409
Preliminary design: BB GREEN commercial fast commuter images by. SE and HIV, June 2012.
Selecting the most appropriate battery cell technology has been another important issue
during first year of the project. Partner Amberjac Projects (bankrupt and ceased to trade April
2013) has evaluated different battery chemistries.
According to tank testing results, a BB GREEN vessel, at design speed (30 knots), consumes
approximately 21 kWh of energy pr NM of operation. The battery pack in a full scale 20 m
BB GREEN ferry will have an energy capacity of 400 kWh, giving an effective range of
approx 14 NM between each recharge.
For the planned concept feasibility test vessel, a 200 kWh (1/2 size) battery is envisaged.
During the first year of the project Amber conducted accelerated cell testing of their Lithium
Ion Titianate cells, indicating excellent suitability for heavy duty BB GREEN type of
applications. The selected battery cells have been selected due to their high number of
recharging cycles and ability to take quick charge (in 20 – 30 minutes); both vital capabilities
for a commercial waterborne ferry application.
The proposed construction material and method for BB GREEN will be infused carbon
sandwich; excelling over glass reinforced plastics (GRP) and aluminium due to unique
combination of light weight and excellent strength properties. Diab AS has during the first
year of the project prepared an engineering package for the hull and superstructure to be used
as a key part in the tender specification, now completed by Diab and SES Europe.
As agreed in the description of work, the tendering process for the full scale test vessel will
commence when the project has been granted a continuation by the Commission. (Given
Jan.2013).
Yards and builders across Europe will be invited to participate in the tender process, which
will not only be about building the test vessel, SOA know how on latest solutions in advanced
hull forms and composite construction will also be transferred to the winning yard.
With the exception of a proposed change in the propulsion system, from large diameter
surface piercing props, to highly operational friendly contra rotating duo-prop pod propulsion,
the results and achievements in BB GREEN during first year are fully in line with objectives
and plans. The project is very optimistic for the continuation and has suggested to the
Commission to give the project approval to be continued.
Year 2 updates:
Discussions around selection of most suitable and low risk propulsion system for the BB
GREEN prototype have continued. Additional verification of performance and capabilities of
contra rotating pod propulsion (CRPP) vs. large diameter Surface Piercing Props (SPP) have
been prepared during year 2. (SSPA and the partners.)
It should be noted that the ASV hull forms (tank testing models) were designed to match both
propulsion systems mentioned above.
As part of these assessments, the project has also considered the results from another ASV
mono hulled test vessel, “Ariel” with Volvo Penta CRPP carefully, see illustration below.
The evaluations have been related to how well the two candidates would function in practical
day to day use on the targeted routes and operations. Manoeuvring / handling; safety issues
and overall propulsion efficiency throughout the speed range have among other been
compared and verified.
Illustration: ASV test vessel «Ariel» under way at 30 + knots. Propulsion: Volvo Penta CRRP (IPS).
On request from EU (scientific officer and project reviewer), partner SSPA has during year 2
prepared an addendum to the reporting from the tank testing on CRPP vs. SPP. The results
came out positively in favour of CRPP for the full speed range; and these conclusions have
been used to support the change to CRPP. See illustration below; comparison of required total
propulsive power (PDtot) for CRPP vs. SPP by partner SSPA.
During year 2, a final general arrangement and layout for the proposed BB GREEN test vessel
/ prototype has been completed and approved by the consortium, (Milestone MS3). SE.
assisted by naval designer Mauro Sculli has been responsible for the design. A few renderings
are presented below.
Illustrations above: Renderings of the BB GREEN design. April 2013. Design M. Sculli.
During year 2 the project has received the Commission’s acceptance on BB GREEN concept
feasibility and continuation of the project, as well as acceptance for building the proposed
battery pack.
The excellent market opportunities, the market leading tank testing results, and promising
conclusions on battery technology have supported the GO decision from the Commission. The
change of propulsion and modification of the propulsion drivelines seems also to be
favourable for achieving a manageable and safe operation.
Updates on arrangements and composite engineering of hull and superstructure have also
been made towards launching of the tender competition for building the test vessel. The
tender invitation was extensively disseminated, through invitations and follows up press
releases- and coverage of the planned vessel in the international maritime press. The interest
for the BB GREEN low emission initiative has been very positive and a large number of
construction yards have expressed interest in participating with a tender offer within the
deadline of June 21st 2013. At that time deadline for delivery of the BB GREEN prototype
was May 1st 2014.
Dissemination and publicity of project related information have been very active during year
2 of the project with close to 50 articles and press coverage in national and international
maritime media and web based newsletters. The project coordinator (SE) and end user partner
Aqualiner have also participated in several maritime conferences, exhibitions and venues
across Europe with BB GREEN related papers and presentations.
Parallel with the proposed BB GREEN ASV Mono hull form; Effect Ships International AS,
the owner of the ASV technology and IPR has developed and extensively tank tested yet
another ASV hull form designed for more demanding sea states. This hull could be used
together with the proposed BB GREEN superstructure provided the potential owner /
operators would like to use the BB GREEN concept on more demanding routes and/or in
tougher sea states. In terms of hull resistance/powering, the tank testing results for this design
match closely the excellent low resistance of the selected BB GREEN hull form; confirming
the design flexibility of the ASV concept, as well as increasing potential use / applications.
Illustration: ASV BB GREEN type of fast commuter ferry with hull form for more demanding routes
and operations; here showing with an alternative superstructure. Design M. Sculli.
At the date of reporting the project web site; www.bbgreen.info is ready for publishing.
Year 3 updates:
Although a firm conclusion on the suitability of using a contra rotating pod propulsion system
was made during year 2, sourcing and getting hold of the prioritized system has proven to be a
tough challenge.
Three different pod propulsion systems have been evaluated as possible candidates: Volvo
Penta IPS pod propulsion, Zeus pod propulsion and ZF pod propulsion. All of these systems
had a suitable, or close to suitable size for the targeted BB GREEN test vessel size, weight
and speed. These systems were all primarily developed for the pleasure boat industry; and all
were matched up with diesel engines. All were launched during the last 10 year period. Due to
their high propulsion efficiency and suitability for speeds in the 20 – 35 knots range they have
become very popular in the market place; and strengthened/reinforced versions for
commercial use have also been introduced.
However, sourcing and physically getting hold of units for use with electrical motors have
proven to be a tough challenge, as none of these systems have neither been configured for
electrical use, nor been made commercially available for use in such a set up.
Following numerous meetings and correspondence with management staff from all the pod
propulsion suppliers / candidates an agreement was made with one undisclosed pod
propulsion supplier.
Said company supply top ranked units and will now assist the BB GREEN project in re-
engineer a set of pod propulsion units for electrical powering, steering and control. The
project might even be able to take full advantage of a unique joy-stick unit to unrivalled
manoeuvring and handling capability; which will be fully in line with the project’s ultimate
target for predictable, efficient and safe handling and manoeuvrability.
SE has also during the 3rd
year developed and prototype tested their ASV automation system
to be installed in the BB GREEN test vessel. This system has been developed to handle all the
main air supported vessel function’s including: Lift fan powering / lift fan air volume flow /
air cushion pressure and air cushion support rate / air cushion enclosure flap control etc; all
relative to the vessel’s loading, sea state/conditions and speed. With this system the BB
GREEN vessel will normally be operated in Auto mode, and will be as simple to operate as
any conventional vessel; which will be positive for the general safety and efficient operation
alike.
The selection of yard for construction of the vessel has been made on the basis of a tender
process, based upon EU rules; where the best tender offer needed to be within a very modest
budget, set by the Commission. The obligations related to the construction were to be a
subcontracting under the end user partner Aqua, where Aqua should handle the contractual
matters to secure an agreement with the tender winning yard for construction and outfitting of
the BB GREEN feasibility demonstrator.
The tender process was started during year 2 and completed during year 3. The initial
response to the published tender invitation was quite remarkable with more than 30 yards,
from across Europe and beyond, showing interest. The number of yards properly filling in and
submitting a tender offer was finally approximately 10, with a very wide spared in the pricing
of the offers.
The project consortium was presented to all the tender offers at a project meeting in
Sandefjord during July of 2013, and a decision was made to primarily seek an agreement with
BJB (Latitude Yachts); with a couple of other yards as back up.
To stay within the economical limitations of the project, the project consortium unanimously
decided to cut down on the specification for construction and outfitting to a minimum. The
aim was to complete and use the test vessel only for proving feasibly of the BB GREEN
concept. Due to limited resources neither the vessel, nor the main systems / installations
onboard would be specified / classed / built to full commercial specifications/standards.
The negotiations concluded to go for BJB (Latitude Yachts) in Riga, Latvia.
When negotiations between end user partner Aqua and BJB failed, the project coordinator SE,
with the Commissions approval agreed to introduce BJB as a new partner in the project.
As part of the deal, SE awarded BJB certain commercial rights for exploitation of the ASV
IPR and patents.
This process related to amendments in the project unfortunately delayed the progress of the
project with more than half a year. BJB was formally accepted by the project as a member
from Dec 16th
2013.
The fact that the projects initial battery partner Aqualiner went bankrupt during the last month
of year 2, resulted in considerable extra work for SE both on coordination and RTD level. A
new beneficiary, handling among other the battery pack design and construction was needed.
SE investigated several potential new beneficiaries. Two candidates where short-listed and the
candidates were presented during the July 2013 annual project meeting in Sandefjord.
Belgium company Emrol was unanimously selected. The decision was approved by the
scientific officer, and Emrol formally started in the project on September 1st 2013; and
resumed the battery related tasks among other with the suppliers of cells / battery components.
The bankruptcy of Amber also had other implications than issues related to battery design and
–construction. Emrol did not have the capability of handling some of the Amber additional
tasks and a new partner related to among other the electrical drivelines, power management
system (PMS), systems integration and recharging issues was needed.
Several potential candidates where investigated and the project finally selected Echandia
Marine Sweden AB, a Swedish SME, with prime focus on battery electric marine
transportation.
In addition to technical know-how on electric system selection and integration, Echandia also
have a daughter company focusing on route identification, operation and ownership of zero
emission marine vessels. The name of the company is Green City Ferries. Several potential
routes are now under evaluation by the company, including passenger transport in and around
Stockholm. For some routes the high speed and low wake wash of BB GREEN would make
the new concept highly suitable.
During year 3, Lloyds has been carrying out a HAZID study for the BB GREEN type of
vessels and operations. A two day workshop, with representatives from all the beneficiaries
was held in Southampton during early September 2013, and a report on the findings has been
prepared.
All above mentioned changes to the consortium and project composition have resulted in a
lengthy amendment process with a corresponding delay. During end of year 3, it was agreed
to give the project an 8 month extension. Formal new end date for the project will be
December 31st 2014.
Also during year 3, dissemination and publicity of project related information and results have
been very active. A large number of press articles have been published in various national and
international maritime media and web based environments. The project coordinator (SE),
partner Aqualiner, new partners Emrol and Echandia have participated at maritime
conferences, exhibitions and promoting venues.
Below are a few later renderings that have been used in the press etc related to dissemination
of the BB GREEN test vessel towards the general public as well as towards the press / in new-
letters etc.
Illustration: Side view of the BB GREEN test vessel, here showing with optional solar cell panels and
a Rolls Royce pod propulsion system to indicate location of pods. It is an agreement with Volvo Penta
not to present the electrified Volvo Penta IPS system as an “official” VP product yet.
Illustration: Side / underneath view of the BB GREEN test vessel. Comments as for the previous
picture.
Illustration: Another side / forward view of the test vessel, showing with optional solar cell panels.
As an example of conference presentations; SE made a BB GREEN presentation at Plug Boat
2013 in Nice, France during October 2013. The venue was the first of this kind addressing
battery-electric marine vessels. The presentation was very well received showing increasing
positive interest from the commercial sector across Europe and beyond.
Aqua has also during 2013, on request from leading societies in US, made BB GREEN related
presentations, among other in San Francisco; but also across their home country (the
Netherlands).
The project web site; www.bbgreen.info is active, and the latest changes to the project
consortium , changes to the project; like new propulsion system etc will now be included as
soon as the amendment process has been officially approved by the Commission.
Expected final results towards the end of the project:
At the end of year 3, the project has an 8 month remaining life. Several of the project partners
have now ordered a main part of their respective input factors to secure the construction and
outfitting of the BB GREEN test vessel according to plan.
The project has pointed out to the EU that the awarded extension might not be sufficient to
carry out all the planned final obligations in the project, particularly related to the
demonstration part with the test vessel.
The response from the market for the proposed BB GREEN zero emission solution is stronger
than ever; mirroring the increased interest for electric and hybrid cars across Europe.
In case the project should not be able to complete the final demonstrations and dissemination
as originally planned, key project partners have an intention to seek for alternative ways to
continue the BB GREEN activities towards dissemination/demonstration and eventually
exploitation of the concept and solutions developed within the project.
With Echandia as a new partner, not only having system integration task, but also engagement
in the dissemination and exploitation sector, the project’s end use capability has been
strengthen.
With a test vessel under construction, towards the end of the project completed and outfitted,
several of the dissemination media have already expressed interest in following up with new
articles and publications.
Already mentioned challenges related to the construction and outfitting will be:
- Will the battery cell technology test results be proven in full scale?
- Will the electric driveline, powering and management meet expectations?
- Will the pod propulsion, first time tested with electric powering function according to
plan?
- Will such a system be commercially available soon?
- Will the tank-testing efficiency prove itself in full scale?
The project foresees excellent exploitation opportunities with the new technology, and
the project expects to continue using the BB GREEN prototype also extensively after the
official closing date of the project.
Key project partners have already started to investigate and identify
demonstration/dissemination focused calls, on European as well as national levels. Such
examples are the new Horizon 2020 SME phase 1 and phase 2 calls.
SE and Echandia have applied for phase 1, with an intention to apply for phase 2 provided
positive evaluation for phase 1. Phase 2 will be practical dissemination and demonstration of
the BB GREEN technology. Aqua has identified a similar type of national
dissemination/demonstration arrangement in the Netherlands; which also will be considered.
Contact details for BB GREEN:
Project coordinator:
SES Europe AS, subsidiary of Effect Ships International AS.
3210 Sandefjord, Norway. Office phone: Int. + 47 334 65650
Contact person: Technical manager Tor Livgard. E-mail: [email protected],
Mobile phone: Int + 47 47 24 96 95.
SSPA Sweden AB
Gothenburg, Sweden. Office phone: Int. + 46 31 772 9000
Contact person: Vice president Bjorn Allenstrom. E-mail: [email protected]
Lloyds Register EMEA
London, England UK. Contact phone: Int. + 44 20 7423 1923
Contact person: Senior Specialist Kim Tanneberger. E-mail address:
Mobile: Int + 44 (0)7795 427 352
Diab AS
Oslo, Norway. Contact number: Int + 47 66 98 19 30
Contact person: Man dir Ulf Kristiansen. E-mail address: [email protected]
Mobile phone: Int + 47 911 37 750
Aqualiner
Rotterdam, The Netherlands. Contact number: Int. + 31 88 277 6284
Contact person: Man dir Gerbrand Schutten. E-mail address: [email protected]
Mobile phone: Int. + 31 6 22 45 46 05
Emrol bvba
Malle, Belgium. Contact number: Int. + 32 3 309 24 24
Contact person: Business manager Stefan Louis. E-mail address: [email protected]
Mobile phone: Int + 32 474 71 26 21
Echandia Marine Sweden AB
Stockholm, Sweden. Contact number: Int + 46 73 399 55 15
Contact person: CEO Magnus Eriksson. E-mail address: [email protected]
BJB
Riga, Latvia. Contact number: Int. + 371 67 35 35 44
Contact person: Project manager Alexander Busarov.
E-mail address: [email protected]
Mobile phone: Int + 371 29 43 66 22
