Powertrain | Diesel International 2022-09

EMISSIONS CUMMINS: How to reduce consumption POWER GENERATION ROLLS-ROYCE POWER SYSTEMS: Symposium, where to experience the future EXHIBITIONS VENICE BOAT SHOW: Electric, hydrogen, diesel, LPG INTERVIEWS FPT INDUSTRIAL: Growing fast in the US and China ENGINES MAN ENGINES: Dual fuel hydrogen-engines (and V12X 2200hp) OFF-SHORE: OXE and Cox “run” diesel SCANIA: An orange mermaid at the Genoa Boat Show WÄRTSILÄ: Sustainable Technology Hub VOLVO PENTA: IMO Tier III D13 for work boats BOATS FISH-EYE: Yanmar to power Lyman-Morse Hood 35LM GERRISBOATS: A disruptive hull for electric tenders ALTERNATIVE FUELS CHEVRON: Global Centre for Maritime Decarbonisation THINK PINK UNIVERSITY OF COVENTRY: Lorena Moreira is a brilliant young engineer COLUMNS Editorial; Newsroom; Automotive; Techno

CUMMINS: How to reduce consumption
ROLLS-ROYCE POWER SYSTEMS: Symposium, where to experience the future
VENICE BOAT SHOW: Electric, hydrogen, diesel, LPG
FPT INDUSTRIAL: Growing fast in the US and China
MAN ENGINES: Dual fuel hydrogen-engines (and V12X 2200hp)
OFF-SHORE: OXE and Cox “run” diesel
SCANIA: An orange mermaid at the Genoa Boat Show
WÄRTSILÄ: Sustainable Technology Hub
VOLVO PENTA: IMO Tier III D13 for work boats
FISH-EYE: Yanmar to power Lyman-Morse Hood 35LM
GERRISBOATS: A disruptive hull for electric tenders
CHEVRON: Global Centre for Maritime Decarbonisation
UNIVERSITY OF COVENTRY: Lorena Moreira is a brilliant young engineer
Editorial; Newsroom; Automotive; Techno


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A FUEL<br />

brave choice<br />

MAN likes dual fuel with hydrogen - Report from Venice Boat<br />

Show - Rolls-Royce PG Symposium: Our first impressions -<br />

Yanmar and Lyman-Morse - OXE & Cox - FPT Industrial outlook<br />


www.vadoetorno.com<br />

www.diesel-international.com<br />

www.dieseloftheyear.com<br />

ISSN 0042<br />

Press Register n. 4596 – April 20th 1994<br />

Poste Italiane Inc. – Mail subscription<br />

D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)<br />

Art. 1, subsection 1, LO/MI<br />


September <strong>2022</strong>


+<br />

S E R V I C E<br />

+<br />

S U P P O R T<br />

+<br />


+<br />

D I S T R I B U T O R S<br />

POWERTRAIN diesel-international.com<br />

SEPTEMBER <strong>2022</strong><br />


ICE<br />


kWe ELECTRIC<br />

GAS<br />


10. CUMMINS<br />

How to reduce consumption<br />



Symposium, where to experience the future<br />



Electric, hydrogen, diesel, LPG<br />



Growing fast in the US and China<br />


12<br />



22. MAN ENGINES<br />

Dual fuel hydrogen-engines (and V12X 2200hp)<br />

26. OFF-SHORE<br />

OXE and Cox “run” diesel<br />

28 SCANIA<br />

An orange mermaid at the Genoa Boat Show<br />

30. WÄRTSILÄ<br />

Sustainable Technology Hub<br />

32. VOLVO PENTA<br />

IMO Tier III D13 for work boats<br />

BOATS<br />

34. FISH-EYE<br />

Yanmar to power Lyman-Morse Hood 35LM<br />



22<br />

34<br />


A disruptive hull for electric tenders<br />


40. CHEVRON<br />

Global Centre for Maritime Decarbonisation<br />



Lorena Moreira is a brilliant young engineer<br />

There’s an unbreakable bond between John Deere products and<br />

the people who choose them. It gives you the power to take your<br />

equipment where it needs to go, with premium John Deere quality<br />

standing behind you. And the power to work confidently knowing a<br />

global network of more than 9,000 John Deere dealers are ready to<br />

offer service and support whenever you need it. That’s the unique<br />

connection you get with John Deere power.<br />

JohnDeere.com/Connection<br />


4. Editorial 6. Newsroom 8. Automotive 42. Techno<br />

According to IRENA<br />

“Hydrogen will cover 12 percent of global energy<br />

demand and will cut 10 percent of CO 2<br />

emissions<br />

by 2050”<br />



by Fabio Butturi<br />


Hydrogen, object of desire, for some a mirage,<br />

for others an obsession. In this issue we report<br />

on Rolls-Royce PG applications and MAN<br />

Engines’ dual fuel system for workboats.<br />

Here are some passages from the report by<br />

IRENA, <strong>International</strong> Renewable Energy Agency.<br />

According to IRENA’s World Energy Transitions Outlook<br />

“hydrogen will cover 12 percent of global energy<br />

demand and will be cutting 10 percent of CO 2<br />

emissions<br />

by 2050. Yet, hydrogen can only be a viable climate<br />

solution if the power needed to produce it comes in<br />

addition to the electrification of the energy system,<br />

placing an even greater uptake of renewable power at<br />

the heart of the transition. If costs come down, green<br />

hydrogen below USD 1 per kilogram (kg) would be<br />

available to meet ten times the world’s energy demand<br />

in 2050. The new reports see half of the hydrogen in<br />

2050 being traded through largely existing, repurposed<br />

gas pipelines drastically reducing the costs of transport.<br />

With costs of around USD 0.10/kg per 1,000 kilometres<br />

(km) in 2050, it would be the most cost-effective option<br />

for less than 3000 km distances. By contrast, transportation<br />

through new pipelines would cost twice as much. This is<br />

still less than shipping it in the form of green ammonia<br />

4<br />

over 3,000-5,000 km, the other half of global hydrogen<br />

trade. Ammonia shipping will become the dominant<br />

form of intercontinental hydrogen trade, according to<br />

the analysis. This future pipeline-enabled trade would<br />

be concentrated in two regional markets namely Europe<br />

with the vast majority of 85 percent of the hydrogen<br />

trade and Latin America with 15 percent. Europe’s main<br />

trading partners would be North Africa and the Middle<br />

East while Australia could mainly supply Asia.<br />

New trade markets would lead to different roles for<br />

energy players. Some of the largest potential exporters<br />

of hydrogen by pipeline in 2050 are Chile, North Africa<br />

and Spain, representing almost three-quarters of the<br />

pipeline trade market. Major consumers like China<br />

and USA are able to produce most of their hydrogen<br />

domestically. Africa, Australia and North America,<br />

account for three-quarters of the global exports. On the<br />

importing side, Japan, South Korea and the EU are<br />

expected to satisfy a large share of their hydrogen<br />

demand through imports. As hydrogen becomes an<br />

increasingly internationally traded commodity, the<br />

hydrogen sector will attract growing sums of international<br />

investment. Satisfying the global hydrogen demand<br />

requires an investment of almost USD 4 trillion by 2050.”<br />




Contact: 00159 Roma - Italy - Via Venafro, 5 - Tel. (+39) 06.432.981 - eima@federunacoma.it<br />






The strength of the Bologna<br />

event is the specialized<br />

exhibition of components for<br />

agricultural and gardening<br />

vehicles and equipment,<br />

an exhibition that for years<br />

has established itself as the<br />

most important in the world<br />

in this sector.<br />



BOLOGNA 9 -13 NOVEMBER <strong>2022</strong><br />

Organized by<br />

In collaboration with<br />







RUMSEY<br />

On June 30 th , <strong>2022</strong> Daikin Industries has<br />

obtained all shares of Duplomatic Motion<br />

Solutions and it has completed its acquisition.<br />

Through this transaction, Daikin will have an<br />

extensive product lineup, robust engineering<br />

capabilities for hydraulic systems and a strong<br />

business foundation in Europe. Together with<br />

Daikin hybrid system technologies, the aim<br />

is to offer to the market high tech solutions<br />

to reduce environmental load. Backed by 70<br />

years of technology innovation and industry<br />

expertise, Duplomatic is known for its advanced<br />

engineering and a world-class operation with its<br />

multiple brands and worldwide manufacturing<br />

facilities. Following the transaction Roberto<br />

Maddalon, in Duplomatic since 1996, will<br />

continue to lead as CEO the business going<br />

forward. He said: “The integration with Daikin<br />

will enable to accelerate the development and<br />

the deployment of new technologies and this<br />

will enhance our product portfolio and offer<br />

of sustainable solutions to our customers.”<br />

Yuya Kimura, newly assigned Vice President<br />

of Duplomatic from Daikin Industries, said:<br />

“We have closely tracked Duplomatic’s<br />

outstanding growth over the past several years.<br />

Daikin fully admires Duplomatic’s committed<br />

and passionate team members, and strongly<br />

believes that this integration should further<br />

accelerate the growth by delivering new values<br />

and experiences to both our existing business<br />

partners and potential customers worldwide.”<br />

“I am grateful to Tom<br />

for his support over<br />

the years. My technical<br />

background, business<br />

experience and focus<br />

on people, purpose, and<br />

impact have prepared<br />

me for this moment.”<br />

Jennifer Rumsey is going to<br />

take the role of President and<br />

CEO of Cummins starting 1 st<br />

August <strong>2022</strong>. Currently she<br />

hold the position of President and<br />

Chief Operating Officer (COO).<br />

She’ll replace Tom Linebarger, who<br />

will continue to serve as Chairman<br />

of the Board and Executive Chairman.<br />

Jennifer Rumsey will be the<br />

seventh CEO and first woman to lead<br />

the company since it was founded<br />

in 1919. Linebarger, as mentioned<br />

above, will continue to serve as<br />

Chairman of the Board of Directors<br />

and in an Executive Chairman role,<br />

working directly with Rumsey on<br />

specific initiatives that position the<br />

6<br />

company for continued success, including<br />

completing the pending acquisition<br />

of Meritor.<br />

Since taking on the role of COO in<br />

March 2021, Jennifer Rumsey has<br />

overseen Cummins’ global operations.<br />

In February <strong>2022</strong>, she was<br />

elected to the Cummins Board of<br />

Directors, and she will maintain her<br />

seat on the board.<br />

The new Cummins’ CEO Jennifer<br />

Rumsey began her Cummins career<br />

working in Research and Technology,<br />

primarily focused on advancing<br />

technology to reduce criteria pollutants<br />

from diesel engines. Since<br />

then, she has held numerous positions<br />

of increasing responsibility<br />

and impact, including bringing new<br />

platforms and technologies to the<br />

market, driving improvements in<br />

product quality, and developing the<br />

capability of global teams, the group<br />

says. She has also been deeply engaged<br />

with some of the company’s<br />

most important original equipment<br />

manufacturer (OEM) partners. The<br />

leadership roles Rumsey has held<br />

include President of Components,<br />

where she oversaw a global portfo-<br />

lio of business units that delivered<br />

profitable growth while ensuring<br />

power solutions met performance<br />

and emissions goals, and Chief<br />

Technical Officer, where she led<br />

strategic investments in key technologies<br />

and applications to transition<br />

to lower carbon emissions products,<br />

laying the foundation years ago for<br />

the company’s New Power Business<br />

and Destination Zero strategy.<br />

Prior to Cummins, Rumsey worked<br />

for a fuel cell technology company.<br />

Jennifer Rumsey is a member of<br />

the Society of Women Engineers,<br />

Society of Automotive Engineers,<br />

the Purdue Engineering Advisory<br />

Council and Women in Trucking Association.<br />

She holds a Bachelor of<br />

Science in Mechanical Engineering<br />

from Purdue University and a Master<br />

of Science in Mechanical Engineering<br />

from Massachusetts Institute<br />

of Technology. Throughout her<br />

career, she has been an advocate for<br />

diversity, equity and inclusion and<br />

women in STEM fields. She lives in<br />

Columbus with her husband and has<br />

two college age daughters who are<br />

both pursuing engineering degrees.<br />

Motorcycle cylinders<br />

honing machine<br />

from Ø35 to Ø120 mm<br />


Two or three spindles honing<br />

machine far roughing, finishing<br />

and plateau<br />

Honitech S.r.l.<br />

Tel: +39 02 6152662<br />

Video links on honitech.net



“FIT FOR 55” BY EU<br />

FIT<br />

0R<br />

UNFIT?<br />

“Fit for 55” refers to the EU’s target of reducing net<br />

greenhouse gas emissions by at least 55% by 2030 .<br />

On the 8 th of June, the plenary<br />

session of the European Parliament<br />

in Strasbourg approved<br />

the “Fit for 55” plan. Besieged<br />

by cross-party alliances involving even<br />

the sovereignists of the ID group where<br />

Marine Le Pen and the German AFD sit,<br />

the “Fit for 55” initiative was rejected on<br />

practically every point: from the carbon<br />

tax to green ETS credits. While the entire<br />

“Fit for 55” was returned to the European<br />

Parliament’s Environment Commission,<br />

a jolt of unanimity amongst the Members<br />

of the European Parliament led to<br />

the approval of a ban, entering into force<br />

in 2035, on the sale of cars and light vehicles<br />

(up to 3.5 tonnes of total mass)<br />

whose engines emit greenhouse gases<br />

(CO 2<br />

). The only ones to be pardoned are<br />

those manufacturers of series of vehicles<br />

that make less than a thousand units/year.<br />

A defeat first and foremost for ACEA,<br />

the Association of European Automobile<br />

Manufacturers, which has survived<br />

months of capillary lobbying to mitigate<br />

the impact of “Fit for 55” on the European<br />

automotive world. It is no coincidence<br />

that, within a short time, Stellantis’ CEO<br />

Carlos Tavares announced the exit of the<br />

Franco-Italian-American group from the<br />

association led in recent times first by<br />

Sergio Marchionne and then by Philippe<br />

Varin, CEO of PSA Peugeot Citroën.<br />

In a very British style, far from Mar-<br />

European Parliament<br />

approved “Fit for 55”<br />

plan. After 2035, no<br />

ICE will be produced<br />

anymore<br />

chionne’s invectives, Tavares clarified:<br />

“The environmental challenges ahead of<br />

us, together with a rapidly changing economic<br />

environment, require an efficient,<br />

global and inclusive all-round approach<br />

involving all those who wish to contribute<br />

to the construction of a sustainable<br />

mobility. Access to clean, safe and affordable<br />

mobility for citizens around the<br />

world is at stake.” The fact that Tavares,<br />

together with another “big” like Akio<br />

Toyoda, has little faith in the feasibility<br />

of an “all-electric” future is nothing new.<br />

And someone, again on a global level,<br />

points out how the harmony between<br />

the first (Toyota) and fifth (Stellantis)<br />

world car manufacturers with regards to<br />

the future of sustainable mobility puts<br />

the Franco-German axis created by the<br />

Renault-Nissan and Volkswagen groups<br />

(number three and two respectively) in a<br />

difficult position, since they count on the<br />

economic incentives promised by the<br />

governments of Paris and Berlin; neutral<br />

on this issue is Hyundai-Kia (number<br />

four), drawing its strength from the experience<br />

accumulated in China. Tavares’<br />

“free hands” choice has a motivation<br />

that highlights his skills as a pragmatic<br />

manager. If the Greens are celebrating<br />

the “Stop in 2035”, the chaos staged<br />

in Strasbourg on the 8 th of June and –<br />

above all – the implosion on “Fit for 55”<br />

of the majority, that has so far supported<br />

the Commission in the European Parliament,<br />

represents a golden opportunity<br />

for Stellantis’ CEO in view of the second<br />

half of the game, the opening of which<br />

is scheduled for the 28th of June, with<br />

the EU Council of Environment (we<br />

are writing a few days before this date,<br />

editor’s note). The hypothesis is that the<br />

meshes of the EU project will widen,<br />

lowering the expected reduction in CO 2<br />

emissions from 100 to 90 percent, an objective<br />

that is not impossible for internal<br />

combustion engines already in the Euro7<br />

version. However, in the EU buildings,<br />

many politicians and officials seem to<br />

ignore two key facts. The first one is that<br />

only 12 percent of CO 2<br />

emissions in the<br />

whole EU comes from cars. No one, in<br />

fact, has contradicted the well-known<br />

study according to which, on an annual<br />

basis, the cruise ships anchored with<br />

their generators running at the harbour<br />

of Barcelona pollute as much as the entire<br />

European car fleet. In terms of global<br />

impact on the planet, then, the 2021<br />

registration figures show that the 16.8<br />

million new vehicles in the European<br />

area represent only 20 percent of the<br />

world figure, which sees Asia in the lead<br />

with 42.6 million vehicles, where China<br />

stands out with its 26.2 million cars.<br />

Eliminating EU emissions, therefore,<br />

risks to be more of an exercise in style<br />

rather than an advantage for the environment.<br />

Without forgetting the problem of<br />

raw materials, as Andrea Boitani, Professor<br />

in Transport Economics at the Catholic<br />

University of Milan, pointed out:<br />

“The Chinese have been quicker, and as<br />

for rare earth elements, especially lithium<br />

(essential for batteries), they have<br />

already signed exclusive and advantageous<br />

agreements with the governments<br />

of their producer countries, mostly in Africa.”<br />

If it is true that “failure is simply<br />

the opportunity to begin again, but this<br />

time more intelligently”, as Henry Ford<br />

loved repeating, perhaps the Strasbourg<br />

disaster could be a new beginning for the<br />

European automotive industry.<br />

8<br />





SEVEN<br />

GOOD<br />

TIPS<br />


Cummins has announced that its Darlington Engine Plant’s 1.5<br />

millionth Mid-Range engine has made it across the globe to South<br />

Korea and been installed into a Hyundai excavator. In January,<br />

Cummins revealed that it had manufactured its 1.5 millionth Mid-<br />

Range engine, a B5.9, at its Darlington factory in the north-east<br />

of England. Since then, the team at Darlington has been tracking<br />

the progress of its now “famous” engine and have estimated that<br />

it travelled over 5,400 miles from Darlington to machine plant<br />

at Ulsan City, South Korea. The 5.9-litre engine has been fitted<br />

into a 22-ton HX220S Hyundai excavator, providing the power for<br />

thousands of hours of heavy workload. This is not the end of the<br />

1.5 millionth engine’s journey as the excavator is destined for a<br />

customer in Guatemala at the end of May. Cummins’ Darlington<br />

factory produced 66,000 engines in 2021, and employs around<br />

1,500 people working in engine assembly, exhaust aftertreatment<br />

manufacture, technical operations, and business support functions.<br />

It manufactures engines spanning a range of 3.8 to 9-litre<br />

displacement (75 to 430 hp), powering a wide range truck, bus,<br />

construction, agriculture, material handling, marine and power<br />

generation applications around the world.<br />

Steve Nendick, Cummins: “Despite what many in the industry<br />

have heard, stop-start systems don’t compromise engine life<br />

as they are tailored specifically to the duty cycles of the machine<br />

and operation, and have optimised components.”<br />

lored specifically to the duty cycles of<br />

the machine and operation, and have<br />

optimised components. The system<br />

also automatically limits the number<br />

of stop-starts per hour, unlike a car.<br />

So, if the machines have timed idle<br />

shut-off or stop-start capability, this<br />

should be switched on. Cummins offers<br />

stop-start on its Performance Series<br />

engines and in real-world trials<br />

we’ve seen it deliver fuel savings of<br />

10% compared to standard engines.<br />

Can the work be done in Eco mode?<br />

Although many operators dismiss Eco<br />

mode (or downright hate it) the mode<br />

will automatically reduce engine<br />

speed and save fuel. Don’t ignore it.<br />

Switch it on. Many newer machines<br />

come with monitoring facilities as<br />

standard. By analysing their data, operators<br />

can find operational efficiention.<br />

Idling wastes fuel, regardless<br />

of how efficient the engine is. Yet despite<br />

this, it’s often a common practice<br />

(we’ve all seen operators eating their<br />

lunch in an idling machine). By simply<br />

killing the engine when it’s not in<br />

use, operators can save fuel, as well<br />

as reduce emissions and prolong the<br />

life of their machine by cutting unnecessary<br />

wear on components. Despite<br />

what many in the industry have<br />

heard, stop-start systems don’t compromise<br />

engine life as they are tai-<br />

Cummins tells us<br />

the seven top tips<br />

for reducing fuel<br />

consumption<br />

Emission nearly rhymes with<br />

consumption. A need, that of<br />

reducing the environmental impact<br />

of the diesel engine, which<br />

goes hand in hand with the dramatic<br />

increase in the cost of oil. Brent<br />

is stable at USD 113, and refuelling<br />

costs at gas stations are now out of<br />

control, stably above EUR 2 per litre<br />

in several European countries (Monday<br />

27 June). The recipe has the usual<br />

ingredients (combustion chamber<br />

pressure, injection, efficiency, ATS<br />

etc.), what changes is the skill of the<br />

cook. In this case it is Steve Nendick,<br />

Marketing Communications Director<br />

for Global Off-Highway at Cummins,<br />

who tells us about the alchemy of Columbus.<br />

“We’re delighted to share our seven<br />

top tips for reducing fuel consump-<br />

cies by understanding how equipment<br />

is being used, such as excessive idling<br />

or aggressive use of the throttle”.<br />

Predictive maintenance is another lever<br />

to keep the engine in top shape.<br />

It not only benefits TCO as an overall<br />

figure, avoiding downtime, but also<br />

the smoothness of clutches and the<br />

prevention of the effects of oil residues<br />

and clogged nozzles, to give two<br />

examples.<br />

“Monitoring also helps to detect potential<br />

service problems in advance<br />

and reduce repair costs and downtime.<br />

Cummins Guidanz supports this<br />

capability on electronically connected<br />

engines, for example. Understanding<br />

and following recommended maintenance<br />

schedules is critical to ensure<br />

that equipment gives optimum performance.<br />

Poorly maintained machines<br />

will use more fuel for the same amount<br />

of work as a well maintained one.<br />

Preventive maintenance also saves<br />

major repairs in the long term, maximising<br />

the productivity and life of the<br />

engine. Continuing with the theme of<br />

things that are often ignored… Follow<br />

the OEM’s recommendations to ensure<br />

that correct fluids (such engine,<br />

hydraulic and axle oil) are used and<br />

kept at the required levels. Additional<br />

checks on the cleanliness of radiators,<br />

radiator screens and air filters, as well<br />

as having the correct tyre air for the<br />

intended job, are also important to deliver<br />

optimal fuel efficiency. Consider<br />

updating your plant and equipment. As<br />

always there is a balance to be struck<br />

between capital and operational expenditure,<br />

but the high cost of fuel may<br />

just tip the scales towards the former<br />

for some operators with older, less efficient<br />

equipment. By purchasing new,<br />

or newer, machines, operators can<br />

reap the benefit of diesel engine technologies<br />

that have been pushed higher<br />

up their evolutionary ladder, getting<br />

increasingly fuel efficient, reliable<br />

and cleaner. For example, Cummins’<br />

latest Performance Series engines use<br />

less fuel than their previous generation,<br />

providing a substantial fuel cost<br />

saving over the life of the engine and<br />

the machine. Finally, it’s worth investing<br />

time, money, and effort in training<br />

staff for the equipment they operate.<br />

Poorly trained staff will be more likely<br />

to mishandle the machine, increasing<br />

fuel consumption. As monitoring<br />

capability develops, the data gathered<br />

will be able to help improve operator<br />

training”.<br />

10<br />






TO NET<br />

ZERO<br />


The new Berghof solar park in Tengen, southern<br />

Germany, opened on Friday 3 June <strong>2022</strong>. The plant has<br />

an output of 3.7 megawatts and will generate around<br />

four million kilowatt hours of CO 2<br />

-free electricity per<br />

year for Rolls-Royce Power Systems, saving 1,300<br />

tons of CO 2<br />

a year compared with electricity available<br />

through the German grid network. The new solar park<br />

takes Rolls-Royce another step closer to its goal of<br />

achieving net zero greenhouse gas emissions from its<br />

operations and facilities as Power Systems has signed<br />

a power purchase agreement with the operators for<br />

an initial period of ten years. “With our Net Zero at<br />

Power Systems program, we are pursuing strict climate<br />

protection targets,” explained Otto Preiss, Rolls-Royce<br />

Power Systems Chief Technology Officer and COO.<br />

“With ambitious interim targets for 2030, we aim to<br />

be completely climate neutral by 2050 across all global<br />

sites and areas from production to supply chains to our<br />

product portfolio, i.e. in all three recognized categories<br />

Scope 1, 2 and 3.”<br />

The word “symposium” comes<br />

from the ancient Greek (fifth<br />

century BC) and means “conference”.<br />

The first three letters<br />

translate as “with”. So, what did<br />

the PG Symposium at Rolls-Royce<br />

Power Systems get us “with”? At the<br />

Friedrichshafen Trade Fairs we understood<br />

some mtu key points. We<br />

summarize here: “Our intention is<br />

not to sell components, but become<br />

a solution provider for power systems”.<br />

And, “actually are not the<br />

companies who decide what the future<br />

looks, we’re offering options. We<br />

have to handle all the technologies.<br />

Everything is possible...” Finally,<br />

“we’re not stopping any investment<br />

on diesel technology, because we are<br />

also convinced that this technology<br />

is part of the future. According to<br />

our forecast for 2030, the 2/3 of our<br />

revenues will be generated by our<br />

power systems based on diesel engine<br />

technology: 1/3 will still based<br />

on fossil fuels, 1/3 on sustainable fuels<br />

and 1/3 with new technologies.”<br />

Rolls-Royce Power Systems is ready<br />

Rolls-Royce Power<br />

Systems’ PG<br />

Symposium <strong>2022</strong> was<br />

held in Friedrichshafen<br />

under the banner of<br />

technological flexibility<br />

and being agnostic to<br />

differentiate the ways<br />

towards Net Zero<br />

to meet market demands, which will<br />

be driven by policy makers and technology<br />

upgrades still in the incubation<br />

phase. This is demonstrated by<br />

the recent acquisition of the 54%<br />

majority stake in electrolysis stack<br />

specialist Hoeller Electrolyzer. Otto<br />

Preiss, COO and Chief Technology<br />

Officer, said: “By developing our<br />

own mtu electrolyzers and by taking<br />

a majority stake in Hoeller Electrolyzers,<br />

we are methodically growing<br />

our hydrogen portfolio and securing<br />

access to this fascinating technology,<br />

which is not a pipe dream but has<br />

great market potential.” In hydrogen<br />

electrolysis, water is subjected to DC<br />

electrical current, producing hydrogen<br />

at the negative pole and oxygen<br />

at the positive pole. In this way, it is<br />

possible to produce carbon neutral<br />

hydrogen by using electricity from<br />

renewable sources such as solar or<br />

wind. The electrochemical reaction<br />

takes place in a cell between plateshaped<br />

electrodes separated by membranes.<br />

Hundreds of cells located one<br />

above the other and pressed together<br />

form a “stack”, the heart of an electrolyzer.<br />

Development work on the<br />

first mtu electrolyzer using a stack<br />

from Hoeller Electrolyzer is already<br />

underway. In 2023, it will go into<br />

operation at the Validation Center in<br />

Friedrichshafen to demonstrate how<br />

an electrolyzer fits into the overall<br />

architecture of a microgrid. An initial<br />

customer project is already planned<br />

for 2024.<br />

We talked about mtu fuel cell systems<br />

with Mario Scala, Validation<br />

Engineer mtu fuel cell. “Our goal,”<br />

Scala said, “is the integration of<br />

modules into the container, to supply<br />

energy to the data centres from the<br />

integration of individual modules.<br />

What we are displaying here at the<br />

microgrid centre are four modules<br />

supplied by Cellcentric capable of<br />

delivering 65 kilowatts each. Our<br />

intention is to add more, more powerful<br />

modules to deliver even 1 MW<br />

prime power containers. The module<br />

was developed for the automotive<br />

industry and is used here for testing<br />

purposes. On the test bench we have<br />

a development that comes from industry,<br />

and produces 110 kW each.<br />

By 2023, the development will take<br />

them to 150 kW. Our demonstration<br />

project involves the delivery of three<br />

containers to the port of Duisburg, a<br />

collaboration that includes a testing<br />

phase at the customer and delivery of<br />

the first ones by the summer of 2023,<br />

to be followed by a joint development<br />

stage.” And now we report on<br />

some exchanges we had with Tobias<br />

Ostermaier, President of Stationary<br />

Power Solutions. “Take a look at<br />

our product lineup from three years<br />

ago,” he started “when gas and diesel<br />

engines dominated. Today, we<br />

have electrolyzers, a larger portfolio<br />

of energy solutions, dynamic gas<br />

solutions, and an investment in automation.<br />

In short, we have everything<br />

we need to establish ourselves as a<br />

solution provider.” Because this is<br />

the goal, which we have anticipated:<br />

to become a supplier of complete,<br />

integrated systems, capable of supporting<br />

technological development<br />

in an “agnostic”way, as Ostermaier<br />

12<br />





According to the results of a study by the Borderstep Institute,<br />

the energy consumption of data centers in the EU alone was 76.8<br />

TWh in 2018. The estimates show a 28% increase to 98.52 TWh<br />

by 2030. On the way to climate neutrality, this electricity must<br />

also be generated green. What role do diesel generators play<br />

in this? And the fuel cell? Energy expert Tobias Bertler (Senior<br />

Manager Direct Sales & Business Development APAC) and Ryan<br />

Murphy (Sales Lead for Data Center Solutions in North America),<br />

from Rolls-Royce Power Systems provide an outlook.<br />

How concerned about sustainability are data center operators<br />

when it comes to back up power?<br />

Tobias Bertler: Data center operators are very interested in<br />

sustainable backup power solutions. This is partly because the<br />

entire data center market is dominated by the large technology<br />

companies, which are very much in the public eye and feel a<br />

social responsibility to reduce their carbon footprint. This has<br />

also moved data center emergency power systems into the<br />

fore. Although they have only a few operating hours, gigantic<br />

capacities with a very high available power are being built for<br />

these mission-critical data centers.<br />

himself points out. For example in<br />

a microgrid? We asked Jan Henker<br />

for more details, Senior Expert Automations<br />

& Controls Sustainable<br />

Solutions. “When it comes to the<br />

optimization of the overall system,<br />

we do have a magnetic optimization<br />

algorithm and that is basically using<br />

different forecast approaches, exactly<br />

for the GPS coordinates, for instance<br />

how much sun and how much<br />

wind will that be in. We’re going to<br />

mathematical optimization, carefully,<br />

continuously, to understand what<br />

is the best energy mix etc.”<br />

What’s happening in 2030 or in<br />

2035?<br />

Ostermaier: For that, there are two<br />

lenses. Right now, no one can truly<br />

know it. We’re thinking about the<br />

technology of today. Just think of<br />

is now investing in a smart grid, this<br />

is still significant.<br />

Why “killing” diesel engines for<br />

stand-by gensets in hospitals and<br />

data centres?<br />

We’re not killing diesel engines, and<br />

European Union overnight thought<br />

about that. Actually, what they did<br />

most recently was to acknowledge<br />

that sustainable fuels must play a<br />

crucial part in the energy transition.<br />

This sends a very critical message to<br />

the entire sector. This is a big decision<br />

because there will be an infrastructure<br />

built around sustainable<br />

fuels, and it’s a big possibility to use<br />

current technology with sustainable<br />

fuels. ICE and sustainable fuels will<br />

be a part of the solution, as well as<br />

the efforts of our industry.<br />

Hydrogen internal combustion enhow<br />

much CO 2<br />

would be saved if all<br />

of our current engines were converted<br />

to HVO. We’re talking about more<br />

than 100,000 engines in the field.<br />

What applications for hydrogen in<br />

power generation?<br />

Hydrogen will play a major role.<br />

The availability of hydrogen and the<br />

extent to which it will be accessible<br />

are the main issues. Infrastructure<br />

and accessibility... There isn’t much<br />

hydrogen accessible right now, but<br />

there might be in the next few years.<br />

Our side also offers the possibility<br />

of utilizing current gas systems.<br />

Our systems are presently capable of<br />

burning 10% hydrogen, and we will<br />

soon have the option to use 25% hydrogen.<br />

As a third alternative, we can<br />

retrofit current gas systems to run<br />

100% hydrogen. And even if a client<br />

gines vs fuel cells? Who’s the winner?<br />

In the century of fossil fuels, diesel<br />

dominated every application. I firmly<br />

believe that there won’t be another<br />

dominant technology in the future.<br />

ICEs will make more sense in some<br />

situations, whereas fuel cells will<br />

make sense in other situations. Our<br />

energy portfolio needs to be diversified<br />

in a variety of ways. We need to<br />

manage every technology.<br />

What if Rolls-Royce became the single<br />

supplier of the smart grid, including<br />

solar panels? “We already have<br />

a microgrid in place at our facility<br />

in Friedrichshafen (see box on page<br />

13) and we will install another smart<br />

grid at each of our facilities throughout<br />

the world, including our manufacturing<br />

in Aiken, in the US.”<br />

Is there still a big demand for diesel gensets from data center<br />

operators?<br />

Tobias Bertler: Definitely. Today every mission-critical data center<br />

has backup power systems built into it that typically run on diesel<br />

fuel. Rolls-Royce Power Systems delivered over the course of<br />

the years approximately a total capacity of 5 GWe emergency<br />

power units into the global data center business. This was also<br />

demonstrated in our diesel emergency power systems business.<br />

We have also further expanded our range of power supply<br />

systems for mission-critical applications with the acquisition of<br />

Kinolt as a leading company for dynamic UPS systems. <strong>Diesel</strong><br />

gensets currently offer the highest safety and most coherent<br />

technical characteristics for mission-critical energy systems.<br />

What can you say about the North American data center market?<br />

Ryan Murphy: The North American data center market continues<br />

to grow exponentially, over 35% CAGR, and is expected to exceed<br />

$90 billion USD by 2027. This growth is led by the dominance of<br />

hyperscale data center customers through both their own construction<br />

and record lease deals with colocation providers. There<br />

has been a lot of consolidation in the market as the players seem<br />

to get larger and more sophisticated. These customers are not<br />

only demanding higher quality and reliability in their products, but<br />

also greener solutions moving forward such as HVO fuel, exhaust<br />

aftertreatment, battery energy storage, and hydrogen.<br />

14<br />


MARINE<br />



NEED<br />

OF<br />

THE FPT Industrial F1 engine is an integral feature<br />

of the installation at the Italian Pavilion of the Venice<br />

Biennale of Contemporary Art. The entire pavilion<br />

is given over to an artwork by artist Gian Maria<br />

Tosatti with an environmental installation, curated<br />

by Eugenio Viola, called “History of Night and<br />

Destiny of Comets”, which explores the relationship<br />

between man and nature and encourages reflection<br />

on the current state of humanity and its future<br />

prospects, explicitly referring to the United Nations<br />

2030 Agenda for Sustainable Development.<br />

Below, Carlo Moroni, Head of FPT Industrial<br />

Brand Communication, and Gian Maria Tosatti<br />

in front of the engine in the Italian Pavilion at the<br />

59 th <strong>International</strong> Art Exhibition.<br />


Bimotor has recently acquired<br />

FPT Industrial’s dealership for<br />

Australia as well, through its<br />

subsidiary Bepower Solutions.<br />

The operational headquarters will be<br />

in Melbourne. FPT is in fact moving<br />

from a Eurocentric position to a more<br />

global vision of the marine market, although<br />

Europe still remains central. At<br />

Bimotor’s stand, Carmine Bagnoli told<br />

us about the displayed engines: “Our<br />

engines power more than a hundred<br />

steamboats in the Laguna. The Cursor<br />

9 is one of the most present on these<br />

applications. We have adopted a novel<br />

supercharger for this power size,<br />

which allows high torque values to be<br />

achieved at very low revs. It is of the<br />

conventional fixed-geometry type, but<br />

has so far been used on smaller engines.<br />

Let’s now move on to the 4-litre<br />

common rail, 125 kW at 2,800 rpm,<br />

which is interesting for commercial<br />

applications due to its compact packaging<br />

and its power and torque density.<br />

It is ideal for waste collection services.<br />

Finally, the N67, a very versatile<br />

Stage V homologated unit, without after-treatment,<br />

which meets the needs of<br />

northern European users (Benelux and<br />

Scandinavian countries). In a way, I<br />

The amazing scenario<br />

of the ancient Arsenal<br />

hosted the Venice Boat<br />

Show. We talked with<br />

FPT Industrial and<br />

Bimotor, Geminiani, AS<br />

Labruna and Autogas<br />

would call this a hybrid configuration,<br />

since it can also be used as a generator<br />

for a variable-speed electric machine,<br />

thus functioning as a range extender.”<br />

Fabrizio Polito talks about their customer<br />

service. “The services revolve<br />

around three fundamental pillars: reliability,<br />

both with original FPT spare<br />

parts and technical support; ‘protection’,<br />

with customised contractual<br />

coverage; and digital evolution. As<br />

for the uptime, our commitment starts<br />

with MyFPTApp, which establishes an<br />

initial connection with the end customer.<br />

The natural evolution of this<br />

tool is its integration with a dongle,<br />

via Bluetooth, which can be mounted<br />

on the engine’s diagnostic port and allows<br />

for additional functionalities, for<br />

example real-time performance data<br />

and display of errors in the ECU. The<br />

extended warranty packages can be<br />

combined for up to five years of engine<br />

life and can be configured according to<br />

the number of hours, years of use and<br />

perimeter of coverage.”<br />

Also displayed at Geminiani’s stand<br />

was the Kangaroo, the Giugiaro’s electric<br />

hyper-SUV. Andrea Tirone, Geminiani’s<br />

Sales Manager, explained:<br />

“Customers who get in contact with us<br />

at the exhibition often come to see us<br />

at our headquarters; seven out of ten<br />

requests concern the electric alternative.<br />

The power pack has also become<br />

electric, with Giugiaro’s contribution.<br />

We can supply everything, even the<br />

connectors, the “famous” plug&play<br />

system. A nice advantage for the ship<br />

owner: the power pack has a definite<br />

cost and does not need anything else.”<br />

Massimo Geminiani then intervenes:<br />

“We have drawn up an agreement with<br />

Giugiaro for the electric car range,<br />

from 25 to 400 kilowatts, which integrates<br />

a crucial element such as the<br />

power pack, and we have signed a contract<br />

to equip six taxis in Qatar, used<br />

by real estate agencies to show flats<br />

overlooking the Gulf.”<br />

How is the collaboration with Caterpillar<br />

proceeding?<br />

“Caterpillar is one of the few that has<br />

managed to keep its word, even in<br />

this troubled period of absolute supply<br />

shortage, by sending us what we<br />

requested on time. Caterpillar is our<br />

supplier in the range between 19 and<br />

200 kilowatts, i.e. from C.1 to C.7.<br />

Also, with their contribution we are<br />

able to implement the philosophy that<br />

inspires us in the electrification field,<br />

with a variable-speed generator that<br />

charges the battery thus providing current<br />

to the system.”<br />

With the electrification process comes<br />

a tendency to outsource expertise to<br />

specialists.<br />

“An approach that is justified by the<br />

need to have the right skills and profiles<br />

to create software, exclusively<br />

dedicated to that particular type<br />

of project. We are willing to set up a<br />

customizable power pack, a challenge<br />

that is only possible if you have the inhouse<br />

staff to design the software. The<br />

system has to enable the management<br />

of throttle, accelerator, loads, sensors<br />

and the machine itself. In this context<br />

there is more and more room for system<br />

engineers. Companies like ours<br />

know the OEMs and their needs, power<br />

absorption, load, operating modes<br />

and potential of the electrics.”<br />

16<br />


MARINE<br />


Massimo Labruna is also a regular<br />

exhibitor of the Venice Arsenal, and<br />

we talked about hydrogen with him:<br />

closest to the AS Labruna’s stand was<br />

a demo. “We have come up with a concept,<br />

in every sense of the word, that<br />

is scalable to larger vessels, where the<br />

criticality comes from the power of<br />

the fuel cells, with a bar raised to 300<br />

kilowatts, which is still a respectable<br />

power. This is how we plan to solve the<br />

long-standing problem of the autonomy<br />

of full-electric boats. The vessel<br />

is equipped with two electric motors,<br />

a buffer battery pack and hydrogen<br />

fuel cells that recharge the batteries.<br />

Summarising and detailing the architecture,<br />

there are two outboard motors<br />

of 6 kilowatts each, while the battery<br />

pack delivers just 5 kilowatts. So, with<br />

an installed power of 12 kilowatts, the<br />

tute for generators in serial hybrids. In<br />

our hydrogen journey, we had started<br />

with methanol fuel cells, obtained by<br />

CO 2<br />

abatement. That project is still<br />

up and running, albeit on very small<br />

sizes. Here in Venice, we are showing<br />

another approach, since in this case<br />

we started off with a completely electric<br />

boat. Today we can boast an absolutely<br />

complete electric range, with<br />

electric outboards and inboards, electric<br />

pods, hybrid kits on both high and<br />

low-powered diesels, serial and parallel<br />

hybrids, fuel cells, hydrogen and<br />

methanol. The general principle that<br />

inspires us is the maximum reduction<br />

of the battery pack, also because if you<br />

don’t have a power source on board<br />

you have to recharge it at the dock.<br />

This problem is solved if there is a renewable<br />

source on board; without divcapacity<br />

of the battery pack is 5 kilowatt-hours.<br />

The two-kilowatt fuel cells<br />

can run for about 10 hours, thanks<br />

to the on-board hydrogen cylinders,<br />

which on the anchor model contain<br />

30 litres. Essentially, I have stored 20<br />

kilowatt-hours of energy, in addition to<br />

5 kWh obtained from buffer batteries,<br />

which gives us a significant autonomy,<br />

bypassing the most difficult limitation<br />

of all-electric power supplies. In order<br />

to increase the autonomy, it would be<br />

necessary to increase the battery packs,<br />

thus increasing weight and costs, since<br />

the boat runs at reduced speed and<br />

does consume more to achieve the<br />

same performance. There is a threshold<br />

limit that cannot be exceeded.<br />

In this system, the fuel cells function<br />

as range extenders, thus enabling a<br />

greater autonomy, acting as a substi-<br />

ing into waters, this is an issue concerning<br />

any application, even cars.<br />

In order to store energy, the battery<br />

needs a long recharge time, unlike the<br />

hydrogen cylinder or methanol tank”.<br />

Also at the AS Lavruna stand was<br />

CMD’s BlueHybrid system, equipped<br />

with a hybrid control unit, which controls<br />

both the endothermic engine and<br />

the electric motor and communicates<br />

with the GPS signal, so that it automatically<br />

converts the navigation to<br />

the electric mode.<br />

In 2021 Autogas, acquired by Ecomotive<br />

Solutions, broke the threshold of<br />

3,000 bifuel petrol/LPG conversions<br />

on vessels. At the time, they told us of<br />

a detail that is also suitable for lagoons<br />

and bays at these latitudes (Venice,<br />

Scardovari, Marano, Grado), namely<br />

the “particular and specific use in<br />

large fishing farms, where, for moving<br />

between breeding basins, the use<br />

of vessels with LPG-powered engines<br />

contributes to maintaining clean waters<br />

for a more valuable and higher<br />

quality catch.” So, the gazebo of Autogas,<br />

owned by Ecomotive Solutions,<br />

could not be missing. They confirm<br />

us that they are there to incentivise the<br />

retrofitting system of outboard/inboard<br />

petrol-powered vessels that have been<br />

fully converted to LPG. The kits, which<br />

are definitely inexpensive, comply with<br />

the regulations drawn up by the Ministry<br />

of Transports, and are available<br />

both with fixed on-board cylinders and<br />

with transportable cylinders, which are<br />

specially constructed following the automotive<br />

logic, to facilitate refuelling.<br />

Generally, a transportable cylinder cannot<br />

be refuelled at the station because it<br />

has no level and “overflow” indicator,<br />

i.e. it does not stop at 80 percent of its<br />

capacity. This one, on the contrary, has<br />

the same automatic system as a car so,<br />

once it gets to 80 percent, it stops refuelling.<br />

Plus, there is a quick coupling,<br />

clearly designed for boats compatible<br />

with this storage, which is 30 litres.<br />

They tell us of “a 75-litre version that<br />

allows for 8/9 hours of autonomy with<br />

a 60-horsepower outboard engine. The<br />

Venetians are showing interest in this<br />

system. In terms of costs, such conversion<br />

would be around 2,500 euros. We<br />

just did a quick calculation with the<br />

owner of a boat with inboard engine<br />

equipped with two 200-horsepower engines.<br />

By putting 200 litres of LPG on<br />

board, it would cost him around 5,000<br />

euros. And on a boat that consumes 60<br />

litres/hour of petrol...”<br />

18<br />





USA<br />

AND<br />

CHINA<br />


FPT Industrial’s Red Horizon, a marine integrated electronic<br />

control and monitoring system, was named Gold Winner<br />

of the 2021 edition of the New York Product Design Awards.<br />

Red Horizon was awarded in the Watercraft Category for<br />

successfully consolidating technology, performance, power<br />

and design in a beautiful zero-emission powerboat concept.<br />

Launched in 2019 at the Cannes Yachting Festival, Red<br />

Horizon is FPT Industrial’s integration of the most advanced<br />

marine technologies in engine, monitoring and control<br />

systems. Developed in partnership with two leading global<br />

companies – ZF, a technology supplier of next-generation<br />

mobility systems, and Navico (Simrad), a manufacturer<br />

of marine electronics – Red Horizon guarantees full<br />

navigation control and safety, optimal driving comfort,<br />

and easy handling and harboring. The winning entry was<br />

presented together with the Marine Configuration of the<br />

Cursor X, FPT Industrial’s 4.0 Modular Engine Concept for<br />

a sustainable future. The Red Horizon project is presented<br />

within a unique environment, whose design is inspired by<br />

the automotive world, luxury cars and villas, and vintage<br />

Italian boats, resulting in a comfortable bridge with a touch<br />

of minimalism, where customers can feel at home.<br />

FPT Industrial to conquer the seven<br />

seas. This could be the title<br />

of the interview with Gugliemo<br />

Tummarello, Marine Market<br />

Segment Director. “The development<br />

strategy for marine technology has a<br />

watchword, globalisation, in a dual<br />

meaning: both in terms of product<br />

and in terms of purely geographical<br />

expression,” is the circumstantial confirmation<br />

that comes from Tummarello’s<br />

first statements. “FPT Industrial<br />

initially focused on the European<br />

area, by far the most dynamic, the one<br />

with the highest volumes. Having over<br />

time acquired a significant market<br />

share in the Old Continent, we have<br />

been forced to look at other scenarios,<br />

which for us are still emerging. A renewed<br />

focus on product development,<br />

to adapt the products currently sold in<br />

Europe to overseas markets, was the<br />

necessary step for moving forward.<br />

We have increased the availability of<br />

EPA compliant ratings, with the necessary<br />

adaptations at the data set level<br />

of our engines, to be compliant with<br />

both pleasure and commercial, which<br />

have different regulations. Having<br />

a much more extensive line-up now,<br />

compared to five years ago, we have<br />

built a tailor-made approach for the<br />

FPT Industrial’s marine<br />

applications are<br />

spreading on a global<br />

scale, as witnessed<br />

by the trend in China<br />

and the United States<br />

dealer. This partnership has been in<br />

place for quite some time and has<br />

been waiting for a set of products in<br />

line with the needs of US shipyards<br />

and final users. With a very competitive<br />

portfolio, in a market where innovation<br />

is not only welcome but also<br />

rewarded, if users are supported by<br />

an efficient after sales service. Once<br />

these conditions are met, the Americans<br />

go in search of performance,<br />

sometimes understood as peak power,<br />

sometimes as TCO. In both cases<br />

we stand up to any challenge, whether<br />

it is the power curve for pleasure<br />

boats or low fuel consumption and<br />

torque rise for commercial ones. In<br />

recent years, the American market<br />

has played a key role in growth. As<br />

is often the case, confronted with a<br />

new market, new demands and the<br />

challenges of a different audience,<br />

we have gathered and capitalised on<br />

the feedback from our stakeholders,<br />

which has allowed us to improve the<br />

product globally (American dealers<br />

are MSHS, Stauffer <strong>Diesel</strong> and Madsen<br />

Power, editor’s note).”<br />

It is not only the US that is driving<br />

Fpt’s boom in the marine industry.<br />

Exactly, we have also followed a similar<br />

path in China. Until three years<br />

ago we had no products to position<br />

within the applications that required<br />

CCS emission certification and China<br />

GB15<strong>09</strong>7, which allows navigation<br />

in restricted areas on rivers.<br />

Having corrected the segment of the<br />

range that was most attractive to Chinese<br />

audience, we were able to sell<br />

spot on some projects and become<br />

more noticeable overall in that context.<br />

So when we bade for a tender<br />

that seemed very important to us, we<br />

won it with the N67 570 engine, after<br />

having supplied the engine for a prototype<br />

boat that was the best among<br />

those that participated in that tender.<br />

Eminent, our only Chinese dealer, has<br />

been working with us for decades and<br />

also covers other applications. Specifically,<br />

our 6.7-litre will power some<br />

Ribs, 7.5-metre inflatable boat. The<br />

Chinese market is very particular, as<br />

are its users, because of what we call<br />

the “competitive scenario”, due to a<br />

huge barrier to entry for local manufacturers.<br />

We only go for certain profiles,<br />

where the technological content<br />

is appreciated and the mission is important.<br />

Keel cooling applications are<br />

still at an emerging stage and can be<br />

appreciated in China’s large rivers,<br />

which can show very muddy bottoms.<br />

NEF and Cursor?<br />

The NEF range is the one that typically<br />

drives sales, on average over<br />

70 percent. In the last period, the C9<br />

range, suitably revised and corrected,<br />

is achieving excellent results and together<br />

with the N67 is the best-selling<br />

range in the US, where if you added<br />

up the Cursor and NEF it would result<br />

in a fifty-fifty split, we are growing<br />

significantly compared to the very<br />

good 2021, equally on recreational<br />

and commercial. The only difficulty<br />

that could be on the horizon is the<br />

shortage of boat-side components,<br />

both electronics and precision mechanics,<br />

which could slow down the<br />

industry during 2023.<br />

20<br />


H2 - FOCUS<br />



DUAL<br />


MAN Engines V12X: 2200HP<br />

Following on from its most powerful 12-cylinder engine yet,<br />

with 2000 HP, the MAN V12X boasts 30-litre displacement and<br />

2200 HP (1618 kW) at 2300 rpm. In this range, Caterpillar had<br />

accelerated, catching up with mtu (Rolls-Royce Power Systems)<br />

and MAN Engines itself. The ring is always that of Cannes, and now<br />

it’s time again for the Lion’s roar. “The MAN V12X marks the start<br />

of the neXt generation of yacht engines. We are acknowledging<br />

this milestone in engine technology with the new name V12X and<br />

giving the distinctive engine cover an X design. The redesign of the<br />

MAN V12X is accompanied by extra displacement for shipyards.<br />

As always, we have retained the excellent power-to-weight ratio<br />

that MAN engines are known for,” explains Werner Kübler, Head of<br />

Engineering MAN Engines.<br />


Werner Kübler, Head of Development at MAN Engines, “What’s special about<br />

our technology is that we use a conventional diesel engine, which doesn’t need<br />

to be optimised for hydrogen.”<br />

Hydrogen follows paths that<br />

are sometimes mysterious,<br />

sometimes linked to the echo<br />

of marketing. MAN Engines<br />

has decided to follow a concerted<br />

path, that of applying dual fuel to a<br />

work boat. “What’s special about our<br />

technology is that we use a conventional<br />

diesel engine, which doesn’t<br />

need to be optimised for hydrogen,”<br />

says Werner Kübler, Head of Development<br />

at MAN Engines. A V12 marine<br />

engine is thus used in which hydrogen<br />

is introduced into the charge<br />

air via an adapter and is added to the<br />

combustion cycle. The combustion<br />

process is thereby started according<br />

to the diesel principle, which requires<br />

the injection of approximately 5% of<br />

diesel fuel. The diesel fuel common<br />

rail injection parameters have been<br />

optimised here for dual fuel operation.<br />

“MAN Engines has long-standing<br />

experience in the development of fuel-saving<br />

and reliable diesel engines,<br />

including for work boats. Building on<br />

this experience, we were also able to<br />

achieve the best consumption values<br />

in dual fuel operation, and ensure<br />

the same operating behaviour as<br />

MAN Engines<br />

conceived a retrofit<br />

of V12 marine diesel<br />

engine, 749 kW output.<br />

It’s the first dual fuel<br />

hydrogen engine in<br />

use on a work boat<br />

displayed by diesel operation at full<br />

load. At the same time, we also reduce<br />

CO 2<br />

tailpipe emissions through<br />

the use of hydrogen by an average<br />

of approx. 50%, and even up to 80%<br />

as a peak value,” adds Kübler. This<br />

is recent news, dated 10 May <strong>2022</strong>,<br />

and stems from MAN Engines’ collaboration<br />

with Windcat Workboats.<br />

These comprise two twelve-cylinder<br />

diesel engines of type MAN D2862<br />

LE448, each with an output of 749<br />

kW (1019 hp) at 2100 rpm. The engines<br />

are IMO Tier III-certified and<br />

equipped with a Selective Catalytic<br />

Reduction exhaust gas aftertreatment<br />

system. Both V12 engines have been<br />

prepared for dual fuel operation by<br />

MAN Engines, and supplemented<br />

with a hydrogen injection system by<br />

development partner CMB.Tech. The<br />

low-emission engine is used on the<br />

world’s first hydrogen-powered crew<br />

transfer vessel (CTV), the “Hydrocat<br />

48” from Windcat Workboats. “By<br />

starting with dual fuel combustion<br />

engines, we can make hydrogen technology<br />

operational in the industry<br />

and kick-start further development<br />

of the technology, regulation, supply<br />

chain etc.,” says Willem van der Wel,<br />

Managing Director of Windcat Workboats.<br />

The D2862, with a cylinder capacity<br />

of 2 litres, is one of the engines that<br />

have written the history of mechanics,<br />

not only in Augsburg but also<br />

in onroad vehicles, stationary power<br />

generation and yacht applications.<br />

MAN Engines offers its customers<br />

and partners solutions like the “MAN<br />

Smart Hybrid Experience” hybrid<br />

system or engines for gas/electric<br />

drives, to contribute to CO 2<br />

reduction<br />

and sustainable shipping. Now that<br />

the MAN D2862 LE448 dual fuel<br />

engines for work boats are ready for<br />

series production, a further milestone<br />

has been reached to that effect.<br />

And here ends the official presentation.<br />

We went a step further and asked<br />

MAN Engines for a little more information<br />

about a promising application.<br />

A technology, that of hydrogen,<br />

which sees Europe, Germany in the<br />

lead, and the United States moving<br />

ahead at a rapid pace, and which<br />

could be the answer to the almost total<br />

hegemony of the Chinese industry<br />

in the world of battery electrics.<br />

Can you explain what the adapter<br />

is and how it works? What does 5%<br />

diesel mean: there is a tank that<br />

delivers 5% of the injection in the<br />

form of diesel and the rest is hydrogen?<br />

Can you explain the injection<br />

and combustion process?<br />

The operating behavior, fuel consumption<br />

and all other characteristics<br />

of the MAN D2862 LE448 Dual<br />

Fuel engine in diesel mode correspond<br />

exactly to the MAN D2862<br />

LE428 with the same performance<br />

(749 kW/1019 hp at 2100 rpm). In<br />

a form of pre-treatment, a precisely<br />

measured quantity of hydrogen is<br />

added to the charge air. This mixture<br />

of hydrogen and air is then ignited<br />

with the injected diesel fuel in the<br />

combustion chamber of the cylinders.<br />

Depending on the engine’s operating<br />

point, only a very small amount of<br />

diesel fuel is needed. On the engine<br />

22<br />


H2 - FOCUS<br />

#WINDCAT #SCR # D2862 #HVO<br />

Credits: Windcat Workboats<br />


MAN Engines has approved all marine engines from the current<br />

product range for use with renewable diesel fuel in line with the<br />

standard EN15940 in Europe and the US-American specification<br />

ASTM D975 of the American Society for Testing and Materials. This<br />

will allow customers to replace conventional petroleum-based<br />

diesel fuel with “green” or renewable diesel fuel, obtained from<br />

waste and residues of animal and plant origin, cellulosic biomass<br />

such as crop residues, but also hydrotreated vegetable oils (HVO).<br />

Specifically approved for renewable diesel fuel are the MAN<br />

D2862, D2868 and D2676 series with 12, 8 and 6 cylinders, which<br />

are used in yachts and sport fishing boats as well as work boats.<br />

This includes the full MAN marine engine performance range<br />

from 200 to 2,000 HP (147 to 1,471 kW). They are operated in line<br />

with the emission guidelines issued by EPA, IMO and EU. “With<br />

the approval of marine engines for renewable diesel fuel, MAN<br />

Engines is making an important contribution to sustainability,<br />

both in recreational and professional sailing,” stated Claus Benzler,<br />

Head of Marine MAN Engines. In addition, the combustion of<br />

renewable diesel fuel releases approximately 30% fewer particles<br />

and approximately 10% less nitrogen oxide (NOx). “Renewable<br />

diesel fuel ensures cleaner combustion with fewer emissions.<br />

Despite this, there are neither reductions in performance nor<br />

disadvantages with regard to service and maintenance intervals,”<br />

explained Werner Kübler, Head of Engineering MAN Engines.<br />

test bench, very good values of down<br />

to 5% diesel were achieved, but these<br />

increase in real operation. The diesel<br />

injection parameters are optimized in<br />

dual fuel mode to achieve the lowest<br />

emissions and the best consumption<br />

values. Therefore, in dual fuel mode,<br />

considerably less CO 2<br />

is released in<br />

the exhaust gases in circumstances<br />

where operating behavior and<br />

full load characteristics remain unchanged.<br />

In the event of problems<br />

in the hydrogen circuit or a depleted<br />

hydrogen supply, a switch back to<br />

diesel can be made at any time. This<br />

guarantees uninterrupted operation<br />

with normal reliability. Onboard of<br />

the Hydrocat 48 vessel there are three<br />

H2 stillages modularized from CMB.<br />

Tech. Each has a quantity of 69 kg of<br />

hydrogen. Further, there are two die-<br />

sel tanks with 2,900 litres diesel each<br />

(optional 1,900 litres).<br />

Is the engine otherwise the same:<br />

connecting rods, pistons, common<br />

rail and so on?<br />


Beside the interfaces to the hydrogen<br />

system (mechanical as well as electrical),<br />

there are no changes to the<br />

engine. The most important modifications<br />

for optimized operation in dual<br />

fuel mode are on the software-side.<br />

Brand<br />

MAN<br />

Model V12-2000<br />

I. D.<br />

B x S mm - S/B 128 x 157 - 1,23<br />

N. cil. - dm 3 12 - 24,24<br />

Maximum power kW - rpm 1470 - 2.300<br />

Mep at max power bar 32,3<br />

Piston speed m/s 12<br />

Maximum torque Nm - rpm 6.497 - 1.200<br />

Mep at max torque bar 34,4<br />

% power at max torque (kW) 34,2<br />

Torque at max power Nm 6.<strong>09</strong>6<br />

% power at max torque (kW) 55,6 (817)<br />

Work range rpm 1.100<br />

What is the efficiency of D28 when<br />

running on hydrogen?<br />

The efficiency is we reduce CO 2<br />

tailpipe<br />

emissions through the use of<br />

hydrogen by an average of approx.<br />

50%, and even up to 80% as a peak<br />

value. Compared to a pure hydrogen<br />

engine, our dual fuel engine ensures<br />

the operation of the ship even in the<br />

case that hydrogen is not available<br />

on the ship or at the refueling infrastructure.<br />

In terms of effective efficiency,<br />

it can be stated that the delta<br />

diesel to hydrogen in the main driving<br />

range is usually








NEW<br />

FANS<br />

From the gearbox, a poly-chain carbon<br />

fiber belt transfers the power directly to<br />

the propeller shaft, eliminating the need<br />

for a conventional bevel gear system.<br />



ON THE<br />

LAKE<br />

The Lake Constance approval for CXO300 twin<br />

installations is an exception to the standard rule<br />

allowing only a single gasoline outboard up to 100hp.<br />

gines, powered by the “best seller”<br />

OXE150. This engine delivers 150<br />

hp and 380 Nm (280 ft-lb) . With the<br />

high torque gear ratio on the primary<br />

system, the OXE150 delivers up<br />

to 607 Nm (447 ft-lb) of torque on<br />

the propeller shaft. OXE knew from<br />

the start that the commercial marine<br />

market needed something that combined<br />

the endurance and low fuel use<br />

of an inboard stern drive solution<br />

with the flexibility and replaceability<br />

of an outboard.<br />

In US Shamrock Marine repowered<br />

vessel with a twin OXE300 installa-<br />

OXE Marine is<br />

growing worldwide: the<br />

applications are mainly<br />

workboats and tender,<br />

such as the one for<br />

Abramovic’s new yacht<br />

O<br />

XE’s sales network is also<br />

expanding, thanks to the success<br />

met by the range consisting<br />

of the 150, 175, 200<br />

and 300 horsepower, and the 10,000-<br />

hour warranty. For example in Italy,<br />

where dealer Rama Marine unveiled<br />

its partnership with the Studioplast<br />

shipyard at the Venice Boat Show.<br />

The 7.6-metre taxi, powered by an<br />

Oxe 150, will have to contend with<br />

navigating in a delicate urban ecosystem<br />

such as the Venice Lagoon.<br />

A Rigid Hull Inflatable Boat by Avila<br />

Ribs powered by OXE is expected<br />

at the Genoa Boat Show. Also at<br />

the Boat Show in 2021, Imar Boat,<br />

which builds 5.5- to 6.5-metre dinghies,<br />

showed a 6.9-metre with an<br />

OXE200, the livery customised in<br />

the Swedish engine manufacturer’s<br />

colours, anthracite and yellow.<br />

The big shot, however, came from<br />

the Philippines, where OXE Marine<br />

installed 62 outboard diesel ention<br />

for crew boats along the Mississippi<br />

River. It is the company’s first<br />

time using diesel outboards.<br />

And now we move to Ireland, where<br />

the 12m landing craft “Ros Aine”<br />

was commissioned by Irish Commercial<br />

Charter Boats (ICCB). The boat<br />

is powered by a twin installation of<br />

OXE200, supplied by OXE Marine’s<br />

UK distributor Proteum, and serves<br />

ICCB’s expanding operational requirements<br />

in the growing offshore<br />

energy, transportation and aquaculture<br />

sectors. Ros Aine can carry up<br />

to 4.9 tons and has already accumulated<br />

125 hours of operation. Owner<br />

of ICCB, Eoin Grimes, commented:<br />

“We have carried out the first contract<br />

charter with ‘Ros Aine’ accumulating<br />

125 hours. The potential<br />

for the OXE in Ireland is huge within<br />

the commercial and aquaculture industry,<br />

we are happy to have adopted<br />

the OXE early on and are already<br />

seeing the benefits”.<br />

tion available on the lake and demonstrates<br />

that the ground-breaking 300hp<br />

CXO300 is a clean-burning engine<br />

designed to meet evolving emissions<br />

regulations across the world. The new<br />

Lake Constance approval for CXO300<br />

twin installations is a rare exception to<br />

the standard rule allowing only a single<br />

gasoline outboard up to 100hp to<br />

operate on the protected water. Peter<br />

Nauwerck, Managing Director at <strong>Diesel</strong><br />

Power AB, said: “We are extremely<br />

pleased to announce the new CXO300<br />

certification for twin installations, enabling<br />

<strong>Diesel</strong> Power to offer a new<br />

and unique eco-friendly outboard<br />

propulsion solution to our customers<br />

New management<br />

for Cox Marine. Lake<br />

Constance approval<br />

for CXO300 twin<br />

installation<br />

W<br />

e are in the UK, where Cox<br />

Marine has just appointed<br />

a new Chief Commercial<br />

Officer, Head of Industrial<br />

Strategy, Chief Engineer and a new<br />

Head of Marketing and Communications.<br />

In the meanwhile, good news<br />

from South Germany. CXO300 diesel<br />

outboard engine has surpassed the<br />

stringent BSO-II Bodensee emission<br />

standard for twin installations operating<br />

on Lake Constance. Strict emissions<br />

standards for the lake, reaching<br />

beyond the general levels applicable for<br />

the EU, required the 300hp CXO300<br />

to prove an emission index no greater<br />

than 58. To gain the twin installation<br />

BSO-II certificate, the CXO300 registered<br />

an emission index of 54.34, calculated<br />

using four parameters of CO,<br />

NOx, HC and PN. Achieved in collaboration<br />

with Swedish and German<br />

distributor <strong>Diesel</strong> Power AB, the landmark<br />

certification introduces the most<br />

powerful, high torque outboard soluusing<br />

Lake Constance. It represents a<br />

notable exception to the lake’s standard<br />

rule – providing boaters with a<br />

more powerful system, which quadruples<br />

the outboard torque to bring<br />

heavier boats on plane.”<br />

Hugh Hudleston, Head of Sales at Cox<br />

<strong>Powertrain</strong>, said: “After achieving the<br />

BSO-II standard for single installs in<br />

2021 in the first stage of the submission,<br />

we are delighted the more stringent<br />

twin install has been reviewed<br />

and approved by the relevant authorities.<br />

The Lake Constance certification<br />

proves the CXO300 is safe to operate<br />

in the world’s most protected lakes<br />

and regions.”<br />

At the end of 2021, Cox joined Shape<br />

UK. As part of this project, Cox will<br />

be working with the University of<br />

Brighton to convert one of the company’s<br />

CXO300 diesel outboard engines<br />

to operate as a dual fuel hydrogen engine<br />

and to demonstrate the engine operating<br />

in the port environment.<br />

26<br />



SCANIA<br />


LIKES<br />

YACHTS<br />

R<br />

ise torque and specific curves as<br />

performing as they are elastic; a<br />

widely established and trained<br />

service network; willingness<br />

and technological skills to tackle alternative<br />

fuels and electrification challenges.<br />

This could be the profile of the<br />

marine solutions provider for the next<br />

decade, and it certainly fits the Scania<br />

identikit. And here comes the news:<br />

Scania is opening up to recreational<br />

boating and will be exhibiting with its<br />

own stand at the Genoa Boat Show.<br />

Scania Power Solutions provides a<br />

complete range for both propulsion<br />

and auxiliaries, starting with heavy-duty<br />

applications, called “H24 service”,<br />

and ranging up to the highest power<br />

for recreational applications (700-<br />

1,200 hp). The engines are the in-line<br />

6-cylinder, the D13 (700-900hp), and<br />

the V8 (1,100 and 1,150 are the RCD2<br />

type-approved ratings, therefore necessary<br />

in Europe, while the 1,200<br />

and 1,300 horsepower ratings are for<br />

28<br />

non-European markets). The 9-litre is<br />

only available for H24 and intermittent<br />

work applications. Starting with these<br />

uses, the Scania range covers 220 hp to<br />

750 hp, which are declined as follows:<br />

the 9-litre covers from 220 to 350 hp,<br />

the 13, on the other hand, from 400 to<br />

550 hp, and the 16 from 550 to 750 hp.<br />

For intermittent applications the range<br />

is 300 to 900 hp, spread over the three<br />

families, with the 9-litre up to 400 hp,<br />

the 13 to 700 and the V8 to 900. Military<br />

applications are divided according<br />

to hours of use and load factor, and do<br />

Scania Power<br />

Solutions enters the<br />

yachting scene. We will<br />

preview it at the Genoa<br />

Boat Show with the<br />

DC13, the DC16 and<br />

the electric package<br />

not include the 9-litre.<br />

“In addition to the range, the factor<br />

that prompted us to introduce ourselves,<br />

as with our other areas of expertise,<br />

are the related services. For<br />

recreational, as for commercial boating,<br />

we guarantee the availability of<br />

Scania Assistance, with service management<br />

via call centre, which takes<br />

care of diverting the call to the nearest<br />

service centre. We have seen a substantial<br />

reduction in intervention times.<br />

Since 2019 on all our applications we<br />

provide the C300, a board originally<br />

installed on the trucks, which allows<br />

remote diagnostics. Remote diagnostics<br />

allows more people to be involved,<br />

anywhere in our service network. We<br />

are in the process of training our network<br />

on the specificities of the recreational<br />

sector. We can therefore supply<br />

a complete product, including inverters<br />

(ZF and Twin Disc),” so said the<br />

staff who strongly wanted Scania at the<br />

Genoa Boat Show <strong>2022</strong>.<br />

It’s all smooth sailing.<br />

With our bio-methane engine.<br />

Our NGV-FP087 is the first-of-its-kind, 8.7L marine engine<br />

powered by CNG/LNG. Thanks to this solution, we cut emissions<br />

of CO 2<br />

and local pollutants, as well as acoustic impact, making<br />

urban nautical logistics more sustainable.<br />

On road, on land, by sea, across the river…<br />

Wherever a green and reliable solution is needed,<br />

NGV <strong>Powertrain</strong> is your partner of choice.<br />

Contact us to discover<br />

how we can repower<br />

your fleet!<br />

www.ngvpowertrain.com<br />


H2<br />





HUB<br />


For a company with an international scope like Wärtsilä, the<br />

perimeter of sustainability cannot be reduced to the European<br />

headquarters. Wärtsilä, in collaboration with WEC Energy Group,<br />

(WEC), the Electric Power Research Institute (EPRI) and Burns<br />

& McDonnell (B&McD), have been contracted to carry out hydrogen<br />

fuel testing at the A.J. Mihm power plant in Michigan,<br />

USA. The project supports WEC’s ambition to reduce the CO2<br />

emissions from its electric generating fleet by 60% by the end of<br />

2025, and by 80% by the end of 2030 from 2005 levels, and to<br />

be net carbon neutral by 2050. This will be one of the first cases<br />

where hydrogen is tested for use to reduce the carbon footprint<br />

of an existing gas-fueled power plant delivered by Wärtsilä. The<br />

55 MW plant currently operates with three Wärtsilä 50SG engines<br />

running on natural gas. The parties will aim for testing fuel<br />

blends of up to 25 vol.% hydrogen mixed with natural gas, thus<br />

demonstrating the capability of the plant to reduce greenhouse<br />

gas emissions. The Wärtsilä engines can operate with this level of<br />

hydrogen blended with gas with little to no modification needed.<br />

Though Wärtsilä engines can be operated on even higher hydrogen-blend<br />

levels, these tests will be restricted to the limit of 25<br />

vol% hydrogen for natural gas systems, according to the international<br />

equipment standard IEC/EN 60079-20-1.<br />

In addition to the A.J. Mihm power plant, Wärtsilä has also supplied<br />

WEC Energy Group with seven Wärtsilä 50SG gas engines<br />

for the F. D. Kuester power plant in Michigan.<br />

In Vaasa, a city in the south-west<br />

of Finland, there is the University<br />

of Applied Sciences. In front<br />

of Vaasa is the island of Vaskiluoto,<br />

where there is the Wärtsilä’s<br />

Sustainable Technology Hub. Wärtsilä<br />

has invested 83 million euros in<br />

modern testing and production technology<br />

for STH.<br />

The total investment in the Sustainable<br />

Technology Hub is over 200 million<br />

euros, consisting of office and<br />

production buildings, logistics and<br />

infrastructure. Wärtsilä Corporation<br />

has opened on June 1 st its new technology<br />

centre, the Sustainable Technology<br />

Hub. The new centre will<br />

contribute to efforts to advance the<br />

global decarbonisation of marine and<br />

energy by fostering innovation, collaboration,<br />

and the development of<br />

green technologies using sustainable<br />

fuels and digital technologies. The<br />

inauguration event was held on that<br />

day and attended by invited guests,<br />

notably Finland’s Minister of Economic<br />

Affairs, Mika Lintilä.<br />

“The speed at which the marine and<br />

energy industries are moving to meet<br />

decarbonisation goals is accelerating.<br />

The Sustainable Technology<br />

Wärtsilä has<br />

recently opened<br />

ths Sustainability<br />

Technology Hub in<br />

Finland. An hydrogen<br />

concept is expected to<br />

be available in 2025<br />

Hub (STH), a world-leading centre<br />

for research, innovation, engineering<br />

and manufacturing, marks the<br />

start of a new era for Wärtsilä. By<br />

taking advantage of innovative technologies<br />

that already exist today,<br />

we can speed up the development of<br />

future-proof engines capable of running<br />

on sustainable fuels. We can<br />

now demonstrate that a carbon neutral<br />

future is achievable,” says Håkan<br />

Agnevall, President and CEO of<br />

Wärtsilä Corporation.<br />

The technology group already has<br />

engines operating on carbon neutral<br />

fuels. This year the company released<br />

its Wärtsilä 32 Methanol engine to<br />

the market (for an offshore wind installation<br />

vessel built for Dutch contracting<br />

company Van Oord at Yantai<br />

CIMC Raffles shipyard in China),<br />

and within 2023 an ammonia concept<br />

will be ready. A hydrogen concept is<br />

expected to be available in 2025.<br />

“As we all know, Wärtsilä is a global<br />

leader in innovative technologies<br />

and lifecycle solutions for the marine<br />

and energy markets. Now Wärtsilä<br />

is making history by having made<br />

a significant investment in Finland,<br />

and particularly in the Vaasa region,<br />

where the company has been a driving<br />

force for a long time”, said Finland’s<br />

Minister of Economic Affairs,<br />

Mika Lintilä, in his opening speech.<br />

The construction of the new centre<br />

was announced in 2018 with a total<br />

investment of around 250 M€. It features<br />

a modern fuel laboratory, flexible<br />

technology and engine testing<br />

facilities, as well as a state-of-the-art<br />

production system with a high level<br />

of automation. The centre employs<br />

1500 people under one roof, providing<br />

operational efficiency as well as a<br />

reduced carbon footprint in logistics.<br />

The centre has advanced energy recovery<br />

systems that enable self-sufficiency<br />

for heat energy. With the<br />

expansion of sustainable fuels, the<br />

STH is a cornerstone for achieving<br />

the company’s 2030 target for carbon<br />

neutrality in its own operations.<br />

Innovation and the development of<br />

service solutions will be an important<br />

part of the Hub’s output. A new,<br />

modern Wärtsilä Land & Sea Academy<br />

training centre, Customer Expertise<br />

Centres for remote operational<br />

support, predictive maintenance<br />

solutions, and the development of<br />

new digital innovations play a central<br />

role in supporting customers to<br />

optimise their operations throughout<br />

the life cycle of their assets, and<br />

to accelerate their decarbonisation<br />

journey.<br />

The centre acts also as a global ecosystem<br />

of collaboration by inviting<br />

customers, partner companies and<br />

academia to incubate, test and validate<br />

ideas. One major collaboration<br />

showcase is the Wasaline ferry “Aurora<br />

Botnia”. Wärtsilä and Wasaline<br />

have closely cooperated to establish<br />

this vessel as one of the world’s most<br />

energy efficient and environmentally<br />

sustainable passenger ferries. The<br />

collaboration continues with the<br />

vessel used as a floating testbed for<br />

Wärtsilä’s future innovations. It is<br />

equipped with Wärtsilä’s most technologically<br />

advanced solutions and<br />

services.<br />

30<br />





IPS AND<br />

D13<br />

IMO III<br />


The second life of batteries is one of the crucial issues to<br />

overcome the resistance of the “electro-scepticals”. Volvo<br />

Energy invested 50 million SEK (around €4,68 million, on 17 th<br />

June <strong>2022</strong>) for 10 percent in the UK-based second-life battery<br />

energy storage specialist Connected Energy. Volvo Energy<br />

is one of five new investors including Caterpillar Venture<br />

Capital Inc., the Hinduja Group, Mercuria, OurCrowd to join<br />

existing investors of Connected Energy: Engie New Ventures,<br />

Macquarie, and the Low Carbon Innovation Fund.<br />

“There is a great deal of untapped potential in the second-life<br />

use of batteries. This forward-leaning investment<br />

aims to facilitate the scaling-up of second-life battery energy<br />

storage systems and further secure circular business<br />

opportunities for the forthcoming ramp-up in Volvo Group’s<br />

second-life battery returns,” says Joachim Rosenberg, President<br />

Volvo Energy. He continues: “Together with Connected<br />

Energy, we will minimize the environmental impact of the<br />

batteries that has powered Volvo Group vehicles. By repurposing<br />

the batteries, we obtain the full value from them –<br />

from a climate, environment and business perspective.”<br />

Matthew Lumsden, CEO Connected Energy: “Our collaboration<br />

will enable us to optimize the potential for battery reusage and<br />

ensure that the resources in the batteries are used effectively.”<br />

tical or horizontal position, thanks to<br />

the brand-new seamlessly rotating outlet,<br />

which adds to the versatility of this<br />

complete solution. An announcement<br />

that does not stand alone, finding a significant<br />

application that obliterates the<br />

efficiency of the IPS system in terms of<br />

IMO tier III Volvo Penta<br />

range expands with<br />

new D13 solutions for<br />

IPS-1200, IPS-1350,<br />

D13-900, and D13-<br />

1000. Ambulance boat<br />

“Rosesol” is powered<br />

by twin D13-1000<br />

IMO Tier III<br />

The IPS was the Trojan horse that<br />

enabled Volvo Penta to penetrate<br />

the yacht market above 80 feet<br />

and strengthen its leadership below.<br />

The latest new arrival, however,<br />

involves commercial applications. Volvo<br />

Penta has expanded its marine IMO<br />

Tier III range with new D13 solutions.<br />

This latest launch expands the range<br />

of marine commercial Volvo Penta<br />

D13 IMO III solutions for IPS-1200,<br />

IPS-1350, D13-900, and D13-1000.<br />

The Volvo Penta D13 IMO III package<br />

upgrade boasts a power output of<br />

up to 735 kW for inboard and auxiliary<br />

applications and is approved for E3<br />

and C1 cycles. The reduction in NOx<br />

and hydrocarbon (HC) will decrease<br />

from currently permitted levels of 5.6<br />

g/kWh down to 2.0 g/kWh. The SCR<br />

system can be installed in either a verconsumption,<br />

and therefore impact on<br />

the marine ecosystem. Volvo Penta and<br />

Norwegian shipyard Måløy Verft have<br />

just delivered the first installation of<br />

the new Volvo Penta D13-1000 IMO<br />

III package: the new Norwegian ambulance<br />

boat “Rosesol” is a 23-meter<br />

high-speed fiberglass catamaran with<br />

an 8-meter beam, powered by twin<br />

Volvo Penta D13-1000 IMO III. “Rosesol”<br />

is capable of speeds of more than<br />

30 knots. This vessel was launched in<br />

May <strong>2022</strong> and now services an area<br />

on the country’s west coast spanning<br />

some 100 nautical miles and more than<br />

200 islands.<br />

“In this region it’s necessary to have<br />

an ambulance boat because it’s not<br />

possible to go to the hospital by car,”<br />

said Kjell Augestad-Mjåtvedt, Captain<br />

of the “Rosesol”. “This vessel’s<br />

impressive speed and fuel efficiency<br />

are important because of the distances<br />

we cover – time is critical for many<br />

patients”. Captain Augestad-Mjåtvedt<br />

also states that “the most important<br />

performance for an ambulance vessel<br />

like this is to be able to maintain high<br />

speed in tough conditions. We now have<br />

the capability of 30-plus knots, not only<br />

on flat seas but also in gales and rough<br />

water.” Kristian Lundebrekke, CEO of<br />

the shipyard Måløy Verft, said: “What<br />

is special about this ambulance vessel<br />

starts with the high demands set by<br />

the Norwegian government. We need<br />

to meet tough sea conditions, we need<br />

to be operative every day of the year<br />

– reliable – and we need to be environmentally<br />

friendly. Volvo Penta delivers<br />

a complete package for what we need.<br />

The complete engines include the SCR<br />

unit, which makes for an easy install,<br />

it is all easy to use and understand,<br />

and they deliver low weight and stable<br />

power output. These are all important<br />

factors for us.”<br />

Based on extensively tested Volvo<br />

Group technology, the solution has<br />

already proved itself in tough marine<br />

conditions, having undergone extensive<br />

testing at sea. The system is built<br />

to handle high sulfur fuel (up to 1000<br />

ppm) and cope with high back pressure<br />

while maintaining engine efficiency<br />

and drivability.<br />

“Our primary focus remains on innovating<br />

tomorrow’s premium sustainable<br />

marine propulsion solutions, plus<br />

we are equally responsible for advancing<br />

today’s best practice,” says Johan<br />

Inden, president of the Volvo Penta<br />

Marine business. “So, in parallel to de-<br />

veloping future hybrid and alternative<br />

fuel solutions, the new D13 IMO III<br />

solutions demonstrate our commitment<br />

to continually improving the efficiency<br />

and performance of every Volvo Penta<br />

product.”<br />

“We have gained a lot of experience<br />

during the years of designing after-treatment<br />

systems within the Volvo<br />

Group and for our industrial and<br />

Marine Commercial offerings,” says<br />

Björn Rönnvall, Product Manager,<br />

Volvo Penta. “This has enabled us to<br />

finetune the solution – extending its<br />

lifespan, maintaining, and even bettering,<br />

its fuel consumption – and delivering<br />

all this in a compact, flexible<br />

package. Ultimately, we want to make<br />

this transition as simple as possible for<br />

our customers – supporting them and<br />

the ocean environment we all love.”<br />

32<br />


FISH-EYE<br />




BY<br />

YANMAR<br />

Lyman-Morse “Shadow”, the<br />

first vessel in the new Hood 35<br />

LM series, features twin Yanmar<br />

6LY440s coupled to a pair of<br />

Hamilton Waterjet HJX29s.<br />

Credit: Lyman-Morse.<br />

Yanmar Marine <strong>International</strong> has<br />

joined forces with Maine-based<br />

boatbuilder Lyman-Morse and<br />

waterjet specialist HamiltonJet<br />

(New Zealand) to achieve an advanced<br />

propulsion solution for the first vessel in<br />

the new Hood 35 LM series.<br />

Launched in June, Hull #1 “Shadow”<br />

features twin Yanmar 6LY440s coupled<br />

to a pair of Hamilton Waterjet HJX29s,<br />

enabling the cutting-edge hardtop express<br />

to reach speeds of more than 40<br />

knots. This is the first pleasure vessel<br />

in the USA to be equipped with these<br />

brand new jets.<br />

Lyman-Morse’s cold-molded pocket-yacht<br />

is more efficient and more<br />

powerful, with military grade controls.<br />

“Shadow” is also the first pleasure vessel<br />

to be equipped for autonomous running<br />

with the state-of-the-art Sea Machines<br />

system.<br />

Supplied through Yanmar distributor<br />

Mack Boring & Parts (headquartered<br />

in New Jersey), the Yanmar 6LY440<br />

marine diesel engines were selected for<br />

the new integrated system powering<br />

the boat due to their performance, fuel<br />

efficiency, reliability, and smooth and<br />

quiet operation.<br />

The 3300 rpm, 440 hp (324 kW)<br />

6LY-series engines are purpose-built<br />

for marine applications and ideal for<br />

jet and shaft drives, with high torque<br />

output for class-leading acceleration<br />

and responsive performance. With a<br />

small footprint, low height and narrow<br />

width, the 6-cylinder Yanmar<br />

common rail models are also an attractive<br />

installation for new craft with<br />

Racewinning Yanmar<br />

6LY440, now at its<br />

fourth generation,<br />

is a compact 5.8-litre<br />

in-line six-cylinder<br />

engine, ideal not just<br />

for new-builds, but<br />

for refits too<br />

limited engine-room space.<br />

Kevin Carlan, President, Yanmar Marine<br />

<strong>International</strong> Americas Division,<br />

said: “YMI is proud to be involved with<br />

this landmark launch. The engines at<br />

the heart of this new advanced vessel<br />

combine with the Hamilton jets to<br />

deliver the best solution in terms of<br />

speed, power, and also less vibration<br />

and noise. As a smooth and robust in-<br />

34 34 35 35

FISH-EYE<br />


YANMAR 6LY440<br />


Yanmar’s fourth-generation 6LY marine diesel series builds on the virtues of its<br />

classic six-cylinder forerunners, advancing efficiency and lowering emissions.<br />

The beating heart of the engine remains the international powerboat<br />

racewinning compact 5.8-litre in-line six-cylinder engine (bore: 106 mm,<br />

stroke: 110 mm) that over three decades has cemented its popularity with<br />

boat designers, builders and owners who laud its performance, fuel efficiency,<br />

reliability and smooth and quiet operation. This latest incarnation has taken the<br />

engine into a new era of mechanical and digital sophistication. The fuel injection<br />

and aspiration systems have completely re-engineered – all functions now being<br />

managed by state-of-the-art electronic precision. The single injectors have been<br />

replaced with a high-pressure common-rail fuel system to deliver exceptionally<br />

finely atomised fuel to the cylinders for better power-to-weight performance,<br />

fuel economy and smooth running. There’s also a new 24-valve cylinder<br />

head which, with a redesigned inlet and exhaust manifold, optimises engine<br />

breathing. All this makes the 6LY one of the most efficient, refined and easyto-live-with<br />

marine diesel engines in the 400-500 mhp power segment on the<br />

market today: in particular, the 6LY440 engine offers a power of 324 kW at 3300<br />

rpm. It’s ideal not just for new-builds, but for refits too. Sharing the compact<br />

footprint of its predecessors, it fits perfectly into engine rooms housing earlier<br />

6LY models and other similar engines. The 6LY400/440 connects easily with<br />

existing mechanical controls. For the ultimate in easy and precise boat control,<br />

Yanmar offers the VC10 “fly-by-wire” vessel control system to give precision<br />

gear changing and throttle adjustment with perfect “feel”. And with the joystick<br />

control option as part of a fully-integrated engine and controls package, docking<br />

is also really easy. Single- and dual-lever control heads have push-buttons for<br />

function selection. Operations are precisely monitored on 3.5-inch robust<br />

IP66-rated display screens with IP66 waterproof rating and with full diagnostic<br />

capabilities plus UV-protection, anti-dazzle coating and anti-fogging ventilation.<br />

For maximum operational security, two parallel CANbus networks separate<br />

engine and monitoring functions. Yanmar’s J1939 control bus is dedicated to the<br />

engine and drive control system while GPS, chart plotter and monitoring displays<br />

are handled by NMEA2000 data bus so that, in the unlikely event of J1939<br />

failure, the system automatically switches to a pull-out back-up panel.<br />

line engine, the 4 th generation Yanmar<br />

6LY-series is the ideal choice for this application,<br />

producing impressively clean<br />

and powerful performance. The outstanding<br />

launch of the new Hood 35 LM<br />

was due to the hard work of the Yanmar<br />

personnel in partnership with the teams<br />

at Mack Boring, Hamilton and Lyman-<br />

Morse. We look forward to seeing the<br />

6LY-Hamilton waterjet solution on more<br />

pleasure boats in the years ahead.”<br />

Backed by years of diesel innovation<br />

and the delivery of application-driven<br />

solutions for the recreational marine<br />

sector, Yanmar’s engines are firmly established<br />

as the global standard in sailboat<br />

and small craft propulsion.<br />

Encompassing advanced construction<br />

technology, high-level craftsmanship,<br />

and superior performance, “Shadow”<br />

is equipped with some of the most<br />

HamiltonJet launched the HJX29 in 2020 as the first model<br />

in its new HJX waterjet series. Ben Reed, Managing Director<br />

at HamiltonJet, says: “HJX jets will deliver 4-6% more thrust<br />

at higher speeds than the previous HJ Series waterjets.<br />

Despite their compact dimensions, the HJX range will be<br />

capable of achieving speeds over 50 knots, when matched<br />

with suitable engines and hull design. Compared to the<br />

HJ series, HJX also achieves 15-20% more bollard pull and<br />

greater sway thrust than the previous HJ series. HJX is<br />

a great example of our continuing drive to design waterjets<br />

that deliver the ultimate combination of high speed<br />

efficiency with low speed capability.” Through a compact<br />

inboard footprint, narrow jet spacing, low profile design<br />

and fully integrated hydraulics and controls, the HJX series<br />

uses space efficiently and this makes it ideal for vessels<br />

up to 15m long (vessel dependant), particularly military<br />

patrol, aquaculture, search and rescue and recreational<br />

boats. HJX is compatible with a wide range of engines from<br />

global manufacturers and is offered with a variety of control<br />

options, including AVX – HamiltonJet’s next generation,<br />

future-ready control option – as well as blueArrow and<br />

mechanical-hydraulic controls.<br />

advanced marine technology available.<br />

The first hull offers the traditional<br />

aesthetics and comfort of a wood hull<br />

combined with classic Maine lines.<br />

The Hood 35 LM follows the recent successful<br />

collaboration between Lyman-<br />

Morse and C.W. Hood Design, also<br />

located in Maine, on the Hood 57 LM.<br />

Shadow’s tech-savvy owner sought<br />

to outfit the vessel with the latest marine<br />

technology. She is one of the first<br />

dayboat-sized vessels to utilize Raymarine’s<br />

new Digital Switching System,<br />

YachtSense. The Raymarine vessel<br />

control system offers digital switching,<br />

which replaces traditional mechanical<br />

switches and circuit breakers with<br />

digitally controlled power distribution<br />

modules, significantly reducing the size<br />

and length of cabling required to distribute<br />

power throughout the boat.<br />

“Shadow” is also the first pleasure vessel<br />

to be equipped for autonomous running<br />

with the state-of-the-art Sea Machines<br />

Left. Lyman-Morse LM46<br />

performance cruiser<br />

series is also powered<br />

by Yanmar.<br />

system. Lyman-Morse is working closely<br />

with the owner and Sea Machines to<br />

have this boat confidently guiding herself<br />

and her passengers in the near future.<br />

Lyman-Morse has been busy with several<br />

other projects in addition to the Hood<br />

35 LM. They recently launched Hull #2<br />

of the LM46 performance cruiser series<br />

(also powered by Yanmar 4JH80 or<br />

4JH110) which competed in this year’s<br />

Newport to Bermuda Race.<br />

Lastly, this summer Lyman-Morse<br />

tested the Navier 27, a carbon 27’ all<br />

electric, high performance, foiling powerboat<br />

which will offer a range of 75<br />

nautical miles while comfortably flying<br />

over waves up to 4’ in height and introduces<br />

intelligent autonomy that goes far<br />

beyond autopilot. The Navier 27 will be<br />

on display at the Fort Lauderdale <strong>International</strong><br />

Boat Show next October.<br />

36 37

BOATS<br />



SILENT<br />


HULL<br />

GerrisBoats’ tender was created for a specific<br />

application: navigation in restricted waters for<br />

public or private service.<br />

G<br />

errisBoats is increasingly<br />

convinced that the time for<br />

electrification has also arrived<br />

at sea: their tender has<br />

even been “embraced” by one the<br />

biggest mega-yacht manufacturer.<br />

Massimo Verme, CEO and owner<br />

of GerrisBoats, helps us understand<br />

the genesis of this project. “Existing<br />

hulls are not suitable to adaptation<br />

to electric propulsion. We therefore<br />

started from scratch, starting from<br />

a blank sheet of paper, believing in<br />

the following guidelines: first of all,<br />

speed, overcoming the limits of traditional<br />

fairings without ‘flying’ in high-speed<br />

channels, and accessibility,<br />

in order to get the boat accessible by<br />

disabled people or people with reduced<br />

mobility. So, low wave formation<br />

and modularity and scalability criteria,<br />

to contain manufacturing costs.<br />

The stability, comfort and safety of<br />

the passengers on board, and finally,<br />

low resistance, to reduce friction<br />

and, consequently, fuel consumption<br />

or, in this case, battery autonomy.<br />

Yes, because the hull is characterised<br />

by two dominant features: the<br />

hull and the power supply, promising<br />

up to 45 per ent reduction in battery<br />

absorption. Vulkan is the partner<br />

for the electric section and actively<br />

contributes to the sponsorship to build<br />

the first demonstrator. The electric<br />

motorbike has four batteries, 48<br />

volts, with a 10 kilowatt motor, while<br />

the tender doubles up, with eight<br />

batteries, at 200 volts, although the<br />

motor delivers 50 kW, to guarantee<br />

GerrisBoats’ tender/<br />

taxi and limos reduce<br />

waves and then<br />

increase allowable<br />

speed and run electric<br />

or on hydrogen<br />

an hour sailing at the top speed of 16<br />

knots. They patented this particular<br />

hydrofoil with submerged torpedo<br />

(Hyswas). To decrease its high draft,<br />

the Gerris hull has a retractable torpedo<br />

and movable side hulls that reduce<br />

draft when the boat is stationary,<br />

adjust the height of the platform<br />

as well as stabilizing the roll and the<br />

pitch when boarding and keep at the<br />

surface of the water when flying”.<br />

Electric drive, however, is not a dogma.<br />

Among the options envisaged as<br />

an alternative to the battery pack are<br />

fuel cells or, for the internal combustion<br />

engine, the LNG version. In<br />

each case, propulsion is contained<br />

within the torpedo, to combine space<br />

recovery and safety on board. Applications<br />

include not only tenders, but<br />

also taxis and the “limo” version, up<br />

to 7 metres. The most ambitious version<br />

in the pipeline, 22 metres long,<br />

is a suitable vessel for lake and lagoon<br />

transportation.<br />


H2 - SHIPPING<br />


ALSO<br />

WITH<br />



POWER TO<br />



Offering more power with less complexity and less weight.<br />

This engine delivers the productivity you need to keep your<br />

equipment running. Proven in a wide range of industrial<br />

applications, its power increases to 326 hp / 243 kW<br />

enabling replacement of engines with higher<br />

displacement with no impact on productivity.<br />

Professor Lynn Loo, CEO of GCMD: “BP, Boston<br />

Consulting Group, Chevron and the <strong>International</strong><br />

Chamber of Shipping will bring complementary<br />

perspectives that are critical to decarbonising the sector.”<br />

Decarbonisation in the maritime<br />

industry is increasingly taking<br />

the shape and pressure of hydrogen<br />

and the smell of ammonia.<br />

This they know well at the Global<br />

Centre for Maritime Decarbonisation<br />

(GCMD) which was formed on 1 August<br />

2021 with funding from the Maritime<br />

and Port Authority of Singapore<br />

(MPA). Chevron recently announced<br />

an agreement to join the GCMD.<br />

Chevron’s involvement aims to help<br />

support GCMD’s efforts to develop<br />

potentially scalable lower carbon technologies<br />

– including those that enable<br />

the use of ammonia as a maritime fuel<br />

– and the commercial means to enable<br />

their adoption.<br />

“Shipping is a hard-to-abate sector<br />

and to reach the <strong>International</strong> Maritime<br />

Organization’s climate goals,<br />

collaboration across the value chain is<br />

required,” said Lynn Loo, CEO of the<br />

Global Centre for Maritime Decarbonisation.<br />

“We look forward to working<br />

with Chevron and capitalizing on its<br />

experience as a fuel producer, supplier<br />

and end user to operationalize pilots,<br />

which we believe will ultimately<br />

shorten the time to deployment and<br />

adoption of decarbonization solutions.<br />

This partnership will enable both organizations<br />

to work closely on the fuels<br />

of the future as well as carbon capture<br />

technologies, both of which are critical<br />

enablers expected to help the sector<br />

meet its net zero ambitions.” Mark<br />

Ross, President of Chevron Shipping<br />

Company: “Lowering the carbon intensity<br />

of shipping requires fundamental<br />

changes across the entire maritime<br />

value chain,” and “This is a truly com-<br />

Chevron announced<br />

an agreement to<br />

join the Global<br />

Centre for Maritime<br />

Decarbonisation<br />

plex task that requires industry-wide<br />

collaboration, innovation, and welldesigned<br />

policy. GCMD brings together<br />

knowledge and expertise to help<br />

meet this challenge.” In 2021, Chevron<br />

launched Chevron New Energies<br />

(CNE) to accelerate lower carbon businesses<br />

in hydrogen; carbon capture,<br />

utilization and storage; offsets; and<br />

emerging energy opportunities, as well<br />

as support Chevron’s continued focus<br />

on renewable fuels and products. As<br />

part of its strategy, CNE is focused on<br />

customers in sectors of the economy<br />

with harder to abate emissions.<br />

“Chevron is leveraging our capabilities,<br />

assets, and customer relationships<br />

to identify opportunities to lower<br />

emissions of our own operations,<br />

while also identifying ways that essential<br />

sectors of the economy, such<br />

as the maritime industry, can achieve<br />

their lower carbon goals,” said Austin<br />

Knight, Vice President of Hydrogen<br />

for Chevron New Energies.<br />

40<br />

©<strong>2022</strong> Cummins Inc.



Perkins ® 5006<br />

Maximum reliability<br />

for maximum uptime<br />


Perkins ® 5012<br />

Optimised<br />

for low oil consumption<br />

RISING<br />

Perkins ® 5008<br />

UP<br />

High power density<br />

in a smaller footprint<br />

Consistent power<br />

in extreme conditions<br />

QS Seamaster from SAIM Marine<br />

implemented product portfolio.<br />

I<br />

f anyone had wondered whether<br />

there was room in the thruster<br />

business, the answer comes from<br />

QS Seamaster, and it is a positive<br />

one. Two years after the launch of the<br />

brand and product range, which took<br />

place at the only show held in the<br />

Mediterranean, the Genoa Boat Show,<br />

in 2020, QS thrusters are ready for<br />

their consecration in the international<br />

limelight. Indeed, we find them at both<br />

the Genoa and Cannes boat shows, as<br />

well as at the Hamburg SMM. We interviewed<br />

the CEO of SAIM Marine,<br />

Marco Donà, and he announced the<br />

launch of three new models.<br />

“We are introducing three new models,”<br />

said Donà, “in the 610 millimetres<br />

(24 inches), both in hydraulic and<br />

three-phase AC versions. The threephase<br />

motor can be either 1,200 or<br />

1,400 Kgf (75 and 90kW), while the<br />

hydraulic version develops 1400Kgf<br />

(90kW), getting us up to mega-yacht<br />

size and into workboating. We also<br />

present a retractable propeller,<br />

300Kgf strength and 300mm diameter,<br />

in DC version”. A range completion<br />

that continues in the direction<br />

of what we’ve seen at the METS in<br />

Amsterdam. The new QS Seamaster<br />

range includes five types of thrusters:<br />

electric DC, three-phase AC, brushless<br />

DC-AC, hydraulic, with tunnel<br />

or retractable installation, on/off and<br />

proportional option for the complete<br />

range. All versions are built with<br />

high-strength components that ensure<br />

maximum performance and efficiency<br />

of each motor. The bronze gearleg<br />

is designed with a hydrodynamic<br />

SAIM Marine has<br />

added three new<br />

versions to its QS<br />

Seamaster thruster<br />

line-up<br />

profile capable of minimizing turbulence,<br />

maximizing efficiency and reducing<br />

noise. The propellers, made of<br />

composite material or NiBrAl alloy,<br />

with 4 and 5 blades, are designed to<br />

guarantee superior performance and<br />

efficiency by each motor. A control<br />

system equipped with a microprocessor<br />

intervenes preventively in case of<br />

overheating, without suddenly stopping<br />

the use of the thruster, to ensure<br />

its use anyway. The aluminum anodic<br />

protection of the unit is easily replaceable,<br />

while the flexible coupling<br />

with an exclusive design protects it<br />

from mechanical shocks. The development<br />

of the distribution network is<br />

going on. Atlantis Marine Power, UK<br />

dealer, exhibited at Seawork in Southampton.<br />

Stella Marine is the dealer<br />

for Australia and New Zealand where,<br />

says Marco Donà, “we are playing<br />

very well as, for example, jumping to<br />

the other side of the world, even in the<br />

Turkish boat market”.<br />

The next generation of<br />

electric power<br />

is here<br />

The new Perkins ® 5000 Series is a full authority electronic range developed to<br />

deliver optimised electric power to meet the demands of prime and standby<br />

applications. From data centres to hospitals to remote work sites, the 5000<br />

Series has been tested and proven to meet immediate and consistent electric<br />

power needs. With a power output up to 2500 KVA and performance that is<br />

future proofed for global emission standards, the 5000 Series delivers the<br />

total package in electric power generation.<br />

www.perkins.com/5000seriesengines<br />


kWe - TECHNO<br />

#VETUS<br />


LLOYD'S<br />



Vetus-Maxwell unveiled its electric propulsion<br />

solution at Sanctuary Cove <strong>International</strong><br />

Boat Show, Australia, 19 th to 22 nd May<br />

C<br />

M<br />

Y<br />

CM<br />

MY<br />

treme heat and pressure, and superior<br />

tensile and flexural strength.<br />

Arthur Roeling, Director R&D and<br />

Service, Vetus, said: “We are delighted<br />

to confirm the Lloyd’s Register<br />

Certificate for Navidurin – an endorsement<br />

of great significance for<br />

our customers and partners in both<br />

the recreational and commercial<br />

sectors. Offering outstanding durability,<br />

resistance and longevity, our<br />

proven, cost-effective special blend<br />

is incorporated within the development<br />

of many Vetus products due to<br />

its unique properties and its ability<br />

to withstand any challenge in commercial<br />

and military applications.”<br />

Roeling adds: “This recognition from<br />

Vetus Navidurin blend<br />

receives Lloyd’s<br />

Register approval<br />

V<br />

etus does not only mean yellow<br />

engines for marine applications.<br />

For example, does<br />

the word “Navidurin” mean<br />

anything to you? This proprietary<br />

polymer blend has been awarded<br />

Lloyd’s Register Certification. The<br />

Type Approval from maritime industry<br />

specialist Lloyd’s Register (LR)<br />

demonstrates that Vetus’s high-performance,<br />

specially blended composite<br />

meets the required international<br />

quality standards in compliance with<br />

LR Rules. Incorporated in multiple<br />

Vetus products around the engine,<br />

Navidurin is optimized for use in<br />

marine systems and offers critical<br />

benefits compared to conventional<br />

polymers for applications spanning<br />

the recreational, commercial, and<br />

military sectors. The exclusive Vetus<br />

blend features a combination of<br />

additives to deliver a unique set of<br />

properties, including exceptional<br />

durability, a higher resistance to exthe<br />

industry specialists in marine<br />

classification proves that Navidurin<br />

stands out in the market and provides<br />

additional confidence for our suppliers.<br />

As global innovators for complete<br />

marine product systems, Vetus<br />

continues to focus on supporting our<br />

customers globally. Official approval<br />

indicating that our products surpass<br />

the international rules and standards<br />

ensures the Vetus brand can be trusted<br />

worldwide.”<br />

Navidurin is used in a range of Vetus<br />

products, including, but not limited<br />

to, exhaust systems, waterlocks and<br />

water strainers, for both recreational<br />

and commercial vessels. Ideal for use<br />

in products for thermal applications<br />

and for precision-engineered products,<br />

the blend has a heat deflection<br />

temperature of 250 °C, high resistance<br />

to elongation and delivers good<br />

finishing qualities. It is also lightweight,<br />

corrosion free, galvanically<br />

isolated and heat-ageing stabilized.<br />

CY<br />

CMY<br />

K<br />


TECHNO<br />





Y<br />

anmar has always distinguished<br />

itself for its meticu-<br />

used to connect it to a smartphone, panel can store system operating data<br />

by YPT has a USB port that can be Furthermore, the SCR system control<br />

lous care in particulate filter allowing onboard information to be in the cloud by connecting a smartphone<br />

to the system via a USB port<br />

regeneration for NRMM. It stored in the cloud through a dedicated<br />

certainly could not change its approach<br />

for marine after-treatment<br />

applications. The Japanese company<br />

has started offering its proprietary<br />

selective catalytic reduction exhaust<br />

gas purification system with connected<br />

functionality and a dedicated management<br />

app from mid-May. According<br />

to the Osaka engine manufacturer,<br />

ships at sea generally do not have a<br />

well-developed IT environment, and<br />

reducing the time spent on onboard<br />

management can be a challenge. Yanmar<br />

Power Technology is working to<br />

improve onboard efficiency by developing<br />

a system that provides connectivity<br />

using smartphones. The control<br />

panel of the SCR system developed<br />

application. The app also makes it<br />

possible to check performance diagnosis<br />

results and maintenance timing<br />

notifications even in shipboard environments<br />

without Internet access.<br />

Yanmar is promoting the implementation<br />

of this system to reduce the<br />

time crews need to spend on ship<br />

management through the use of ICT<br />

and by proposing appropriate maintenance<br />

based on the actual usage conditions,<br />

towards safe navigation of<br />

the seas. In response to the demand<br />

for compliance with emission regulations,<br />

this SCR system control panel<br />

provides engine and SCR system<br />

management in one package to comply<br />

with NOx emission regulations.<br />

on the control panel, enabling centralized<br />

management of performance<br />

diagnosis data. When a smartphone<br />

with the dedicated “Yanmar shipsweb<br />

smart-link application” installed is<br />

connected to the system, it will link<br />

to operating data, including engine<br />

data. Then, when the system is online,<br />

it will connect to the “Yanmar<br />

shipsweb” cloud service provided by<br />

Yanmar Engineering Co. Even in an<br />

offline environment, the application<br />

can access stored performance diagnosis<br />

data and periodic maintenance<br />

notifications can be received, allowing<br />

parts and maintenance to be arranged<br />

in advance, supporting stable<br />

operation planning.<br />

E<br />

DN, a MTA Group company,<br />

presents the new on-board<br />

battery charger (OBC) and<br />

power converters for electric<br />

and hybrid vehicles, exhibited at<br />

the Electric & Hybrid Marine<br />

Expo Europe in Amsterdam:<br />

the BHP19 onboard<br />

battery chargers<br />

for the US market and<br />

BHP22 for the European<br />

market. These<br />

two devices are distinguished<br />

by a conversion<br />

technology that improves power<br />

density and specific power, and<br />

by their bi-directionality that allows<br />

energy to flow in two directions:<br />

to and from the battery. This<br />

feature allows them to be used in<br />

applications such as V2L (vessel to<br />

load) where the OBC is used as an<br />

inverter to power AC loads inside<br />

the vessel.<br />

Compared to EDN’s previous products,<br />

BHP19 and BHP22 are also<br />

30% and 25% lighter in weight and<br />

volume, respectively, and power<br />

density has been increased by 35%.<br />

BHP19 and BHP22 are characterised<br />

by galvanic isolation that ensures<br />

a clear separation of the medium<br />

from the grid, guaranteeing<br />

maximum operational safety.<br />



It is common for marine engines to require works on roundness,<br />

cylindricity and cylinder cross-sections. Conceived, designed and<br />

patented by Honitech to easily recondition engine cylinders directly<br />

on site, the HOB device (Honing On Board) is easily transportable; it<br />

is positioned directly on the cylinder to be honed, it is managed by<br />

dedicated software whose machining parameters, preset according<br />

to the desired result, appear on the computer connected to it; the<br />

honing data obtained can be printed. It processes cylinders from 63 to<br />

120 millimiters. HOB’s distinguishing features are light weight (only 18<br />

kilos), portability (supplied in a wheeled case), precision (equipped with<br />

dedicated software and printer).<br />

A year has gone by since the presentation of the Isotta Fraschini Motori 16V170G and the Fincantieri Group<br />

engine specialist is ready to market the 12-cylinder version. In spite of the difficult economic situation, in fact,<br />

the first unit is assembled and is actively being endurance tested, which will shortly be completed.<br />

A re-launch plan for the company, member of Fincantieri Group, that was born in synergy with the Apulia<br />

Region (in Italy), which led to new hirings (32 engineers and technicians) and the creation of the new<br />

Innovation and Development Centre in which the design of a new range of engines is actively underway.<br />

46<br />





Tour<br />

<strong>2022</strong><br />


FOR<br />

WOMEN<br />

Organized by<br />

The engineering community is<br />

massively tilted toward men.<br />

The women’s contribution is<br />

not adequately appreciated and<br />

highlighted. In the spirit of bridging<br />

this gender gap and shedding light on<br />

the presence of women in the field of<br />

propulsion systems, driveline and product,<br />

process and research engineering,<br />

we are launching this new column.<br />

The input comes from the University<br />

of Coventry (UK), which on the occasion<br />

of <strong>International</strong> Women in Engineering<br />

Day (June 23) released five<br />

tips for women who want to succeed in<br />

engineering. The protagonist is Lorena<br />

Caires Moreira. It is from her “voice”<br />

that we share her journey as a researcher<br />

within a British university.<br />

Lorena has been working with engineering<br />

and technology for a decade<br />

48<br />

better, stronger and more sustainable<br />

world.” Now Lorena has shared her top<br />

tips to help others follow in her footsteps<br />

and be a catalyst for change:<br />

Be fearless. It might be a plus that I<br />

grew up around two older brothers<br />

and joined a futsal club, a very male<br />

dominated sport at the time, when I<br />

was only seven years old, hence, I’m<br />

comfortable being in any environment<br />

despite the gender ratio. Nevertheless,<br />

no woman should be afraid of building<br />

a career in engineering due to the ratio<br />

of men to women, use it as an extra encouragement<br />

to be a trailblazer and create<br />

change for the future. Always speak<br />

with confidence, clarity and certainty.<br />

Have fun. There has never been a better<br />

time to join a career path in engineering<br />

for women, given the technology advancements<br />

and the need for new innoand<br />

is a research fellow in Coventry<br />

University’s Institute for Advanced<br />

Manufacturing and Engineering<br />

(AME). She said: “The engineering and<br />

technology sectors need people who<br />

can think systemically, crossing disciplinary<br />

boundaries, and capable of assessing<br />

the impacts of decision-making<br />

for highly complex environments and<br />

with considering multiple dimensions<br />

– business, process, people and planet.<br />

Women have played a major role in<br />

engineering and leadership and more<br />

of us are needed to help achieving a<br />

We want to enhance<br />

the role of women in<br />

the powertrain and<br />

engineering business<br />

SPT <strong>2022</strong><br />

November<br />

Bio-Methane & for Hydrogen tractors<br />

The The right right way way for for decarbonization and and a a springboard<br />

to accelerate to accelerate the transition the transition to hydrogen? to hydrogen?<br />

Biomethane On the evolutionary is an available chain of technology, biomass, biomethane<br />

immediately is overtaking accessible biogas. This asset is undoubtedly for decarbonisation. due<br />

But to the what acceleration if it were also of the the bio-LNG environment prospects in which in<br />

hydrogen the trucking can sector. assert Meanwhile, itself as a carrier, agriculture applied is to<br />

an pursuing engine? the What idea is of the a circular state of economy. the art of What internal if it<br />

combustion were both a engine transition converted technology to hydrogen? and a driver of<br />

hydrogen?<br />

<strong>Powertrain</strong><br />

Vado e Torno Edizioni srl<br />

Via Brembo 27, 20139 Milano (Italy)<br />

Phone: +39 02 5523<strong>09</strong>50<br />





Engines and components for OEM<br />

Culture, technology, purposes<br />

and market of diesel engines<br />

Established in 1986<br />

Editor in chief<br />

Fabio Butturi<br />

Editorial staff<br />

Stefano Agnellini, Ornella Cavalli,<br />

Fabrizio Dalle Nogare<br />

Cristina Scuteri, Roberto Sommariva<br />

Contributors<br />

Carolina Gambino,<br />

Maria Grazia Gargioni,<br />

Erika Pasquini<br />

Layout & graphics<br />

Marco Zanusso (manager)<br />

Editorial management<br />

Fabio Zammaretti<br />

Printing<br />

Industrie Grafiche RGM srl,<br />

Rozzano (MI)<br />

Milano City Court Authorization<br />

n. 860 – December 18th 1987 National<br />

Press Register n. 4596 – April 20th 1994<br />

Poste Italiane Inc. – Mail subscription<br />

D.L. 353/2003 (mod. in L. 27/02/2004 n°<br />

46) Art. 1, subsection 1, LO/MI<br />

Dr Lorena Caires Moreira, research fellow in Coventry University’s Institute for<br />

Advanced Manufacturing and Engineering: “Don’t allow individual differences<br />

(such as gender) to stop you from feeling equal and part of your team. ”<br />

vative thinking. I have a lot of fun working<br />

in engineering and technology and<br />

that’s partly because the environment<br />

allows me to fully explore my potential<br />

for both technical and soft skills. The<br />

fact that engineering remains a male<br />

dominant sector poses extra challenges<br />

that require me to stretch my comfort<br />

zone in all directions and I really appreciate<br />

evolving and learning everyday.<br />

Make kindness your superpower.<br />

Empathy and kindness are skills that<br />

can be used to show respect and appreciation<br />

towards your colleagues. Emotional<br />

intelligence can be an undervalued<br />

skill and it can mean different<br />

things depending on the circumstances<br />

but the world is changing and social<br />

sustainability and workforce wellbeing<br />

are increasingly becoming key indicators<br />

within engineering approaches.<br />

50<br />

Collaborative communication. Be<br />

curious about people at work in a professional<br />

way. Whether using email,<br />

virtual calls or face to face, make good<br />

use of a friendly, objective and professional<br />

communication.<br />

Know that you belong. We are seeing<br />

various initiatives towards more equal,<br />

diverse and inclusive (EDI) workplaces<br />

and working patterns being introduced<br />

that focus on addressing the gender<br />

gaps in engineering and technology.<br />

At Coventry University, we have an<br />

EDI committee that has been steering<br />

several initiatives. My advice is to join<br />

societies and networks when you are<br />

studying at university and beyond. If<br />

you don’t have a network at your organisation<br />

– set one up and be a catalyst<br />

for change.<br />

So, think pink, in the both meanings...<br />





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