The first LNG fuelled ferries for the

Dutch World Heritage Waddenzea

October 10, 2017

Paul J.M. Melles, Managing Director Rederij Doeksen, The Netherlands
Hans Randklev, Business Development Manager Ferries, Strategic Marine, Western Australia
Stefan Müller, Director Application Centre Marine, MTU Friedrichshafen, Germany
Agenda
Presentation by Paul Melles and Stefan Mueller

§ Rederij Doeksen: Ferries, ambitions, LNG, targets, partners

§ MTU: Engine development, performance
Rederij Doeksen

Ferry service Harlingen – Terschelling – Vlieland

Founded in 1908; serving a public transport contract 2014 – 2029

History of unorthodox solutions en new technologies

Rederij Doeksen 145 employees /

catering company 55 employees
Anually 660K tourists + 104K residents

Operating: 3 RoPax ferries; 2 fast ferries

1 RoRo catamaran (RoRo freight only)
1 water taxi
The need for RoPax fleet expansion

Driven by market demand:

§ Replacement of old tonnage à ms Midsland

§ Demand for two additional mid day departures

from Harlingen and Terschelling

à 2 smaller RoPax ferries instead of one big RoPax ferry

§ Increasing demand for car deck space to Terschelling

à more car deck space
Targets

§ More flexibility (fleet adapt to seasonal effect);

§ More speed (12 knots => 14 knots);

§ More daily turn arounds;

§ More capacity;

§ Reduced environmental impact (<Nox; <PM; <CO2; less noise);

§ More efficiency (lower operational costs);

§ More quality (passenger quality rating 8 or higher; requirement public

service contract).
Vessel research path

§ Most efficient hull form for shallow Waddenzee:

round bilged low weight catamaran

§ Reduced ship weight = less wave making and squat resistance = less
propulsion power needed = less emmissions and operational costs:
aluminum construction material

§ Most practical, reliable and cleaner energy source for 21 nm

route ferry service from fixed A à B route:
single fuel (BIO) LNG + battery peak shaving for bow thrusters
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Environmentally friendly applications
Design particulars

§ L/B/DR: 70/17/2.60;
§ Capacity: 64 cars en 600 passengers;
§ Truck lanes: 130 m of 12,5 ton axle loading;
§ Speed: 14 knots at 280 ton dead weight on 10 m water depth;
§ Fuel cap.: 2 X 46 M3 LNG;
§ Sailing time Ha – Ts: 1hour and 50 minutes;
§ Propulsion system: 2x MTU lean burn single fuel LNG engine
each driving a Veth CRP azimuth thruster;
§ Improved exhaust emmisions: 11% < CO2; 90% < Nox; 95% <
PM, no SOx
§ Class: Lloyd’s Register of Shipping.
Main Partners

§ Strategic Marine (AUS) – shipyards and construction

§ BMT Nigel Gee (UK) – naval architect

§ Vripack Sneek (NL) – interior and exterior design

§ Marine Service Noord Hoogezand (NL) - LNG fuel system

§ Veth Papendrecht (NL) – counter rotating rudder propellers

§ MTU (GER) – efficient high performance main engines

Propulsion System
Symmetrical propulsion
system arrangement
in the 2 hulls
2x LNG
fuel tank and
supply system
2x MTU
Gas Engines
16V 4000 à
1.492 kW
2x Veth CRP
azimuth thruster
Gas Propulsion Engines MTU 16V 4000

Based on S4000 Marine Diesel Engine

1-stage Bi-Turbo
MTU design

Spark Ignition
System

Throttle Flap

Double-walled fuel piping

(IGF requirement for “inherently Cylinder individual Gas Supply
safe” engine room “) combustion control (Multi Point Injection)
Gas Propulsion Engines MTU 16V 4000

First high-speed pure gas engine with Diesel like performance

Ø Performance map/range like Diesel

Ø Dynamic acceleration behaviour

Perfect match to application profiles in commercial marine,

e.g. Ferries and Tug boats
Gas Propulsion Engines MTU 16V 4000

Power output per 93 - 125 kW

cylinder
Engine speed 600 - 1800 rpm
Mean time 30.000 h – 48.000 h
between overhaul depending on load profile
Cooling system separate circuit charge
air cooling (HT/LT)
Max. exhaust gas 85 mbar downstream
backpressure turbo charger
Fuel gas 9561 kJ/kWh @ 100%
consumption power
Gas quality Methane Number > 70

Meets IGF Code’s requirements for “inherently safe” engine room

Emission Legislation: IMO Tier III, EPA Tier 4, EUV
Gas Propulsion: Emissions

Page 32
Marine Pure Gas Propulsion: Outlook

1. Gas is a clean fuel with high ressources available

Attractive gas prices can stimulate the fuel for marine use
Gas infrastructure in ports is being built

2. Investment costs for gas propulsion to be realized by serialization of components:

MTU has launched a R&D project to develop a standardized system solution
We team up with Rolls-Royce Marine to benefit from the large experience
in LNG propulsion and storage systems.

3. Typical MTU applications like ferries,

Storage tank Gas regulating MTU gas engine
tug and workboats in the focus with cold box unit 16V4000Mx5-N
 Thank You

The first LNG fuelled ferries for the

Dutch World Heritage Waddenzea