D1 S2 P2 Luke Briant

Advances and future challengers for hybrid and
all-electric propulsion in the 21st Century
Luke Briant
Head of Maritime & Offshore - Americas
Siemens Energy Inc
2nd November 2022
© Siemens Energy, 2022
AGENDA
1. The Evolution of Marine Technology

➢ Diesel Electric Propulsion (DEP)
➢ Hybrid and All Electric Power and Propulsion systems
2. The adoption of Lithium-ion battery Energy Storage

➢ The limitations of lithium-ion battery systems
➢ The promise of dramatic improvement in battery performance with future technology
development.
➢ The Importance of Safety
3. Mega Tends –Energy Transition

➢ Digitalization
➢ Autonomous Vessels
➢ Zero Emission Shipping - eFuels
The Future of Hybrid and Electric Solutions…….

Our businesses
The energy value chain
Company Presentation 18
November 2021 © Siemens Energy, 2021
The last 3 decades we have been the frontrunner
- we are supplier having the most Ship of the Year Awards
2020 – Ro Vision 2019 – Color Hybrid 2015 Skandi Africa 2014 Ampere
2010 Skandi Aker 2006 Bourbon Orca 2002 G.O. Sars 2000 Glutra 1999 Geco Eagle
The Evolution of Marine Technology
Conventional DEP is in our wake……….
5
Siemens Energy is a registered trademark licensed by Siemens AG. © Siemens Energy, 2022
Solutions for any configuration..
6
Different topologies for different missions
= =
Full Electric Ion Lithium Series Diesel Electric
Ion Lithium =
Battery = For short range Battery For long range
DIESEL G ≈ =
M GB
≈ = = ≈
Shore M GB
Connection = ≈ Variable Speed DG
DIESEL G
≈ =
M GB
≈
DC- Bus
= =
DC- Bus
M GB
≈
Shore ≈
Connection = ++ Ship Layout
=
Ship consumers Zero Flexible Design
≈ = Exp.for POD Solutions
1 Emissions 2 ≈
Ship consumers
= Hybrid Diesel Electric =

Ion Lithium Ion Lithium Hybrid Diesel Electric
Battery = For short/medium range Battery = For long range
= G
≈ =
M DIESEL M
≈ = ≈ GB
GB
DC- Bus
DC- Bus
Variable Speed DG
DIESEL DIESEL
≈
DIESEL G
= = =
M M
≈ GB ≈ GB
Shore ≈ Shore
≈
DIESEL DIESEL
Connection = Connection =
++ Maximum ++ Maximum
= Flexibility less =
Ship consumers Ship consumers Flexibility 7
3 ≈ space
Siemens Energy is a registered trademark licensedon board AG.
by Siemens
4 ≈ © Siemens Energy, 2022
Where the efficiency comes from?
Variable Speed Diesel generators
➢ Fixed speed Diesel generator compared with variable speed,

we can adapt the specific energy to the required load power.
Shaft Generator Mode PTO Power take Out
Optimize the engine working load to reduce NOx

Power Take Out in Shaft
generator mode
8
Propeller
Siemens power demand
Energy is a registered trademark licensed by Siemens AG. © Siemens Energy, 2022
Benefits for Enhanced Diesel-Electric Propulsion
Hybrid propulsion Key concepts
From traditional AC Grid system and DC system some conversion blocks are added, means
we have some more losses in converting power.
Variable losses depending on means of rectification from AC to DC. (DC Architecture)
1) This propulsion system provides greater flexibility which makes the system more
adaptable to different load conditions by means of a more effective controllability
2) It is possible to decouple the power demand from the power generation
3) Different types of fuel together with renewable energy are required to be harvested.
This situation involving several energy sources require there to be a way to store the
energy on board of the vessels
9
The adoption of Lithium-ion battery Energy Storage
The promise of dramatic improvement in battery performance with future
technology development
A Little History & Experience:
➢ Siemens Energy is the frontrunner for using of lithium- ion batteries on ships.
➢ The first systems were sold to the market around the year 2010, based on air-cooled
solutions.
➢ At that time, the vendors were very optimistic about the general properties of batteries with regards
to performance, losses, lifecycles and especially safety.
❑ One of the many basic mistakes made was to underestimate the chemical and electrical changes that happen in
the battery over the lifetime.
❑ Electrical losses over the calculated lifetime increases significantly, often doubling from a new condition.
❑ Cooling system must be designed for "end of life " and not "start of life
❑ Temperatures beyond cell manufacturer's recommendations, which typically lies around 25 degrees,
reduces lifetime much more than expected.
10
The promise of dramatic improvement in battery performance with
future technology development.
11
The limitations of lithium-ion battery systems
Demand for: Vessel Types: Chemistry:
➢ High Performance ✓ Ferries Lithium Nickel Manganese Cobalt (NMC):
➢ High Energy Density ✓ TUGS ✓ high energy density but with a lower cycle life.
✓ Cruise Ships ✓ lower upfront cost but may need to be replaced over the
➢ High Power lifetime of the vessel
➢ Low Weight & Space ✓ Research Vessels
➢ Safety ✓ Offshore Vessels
Lithium ferro-phosphate (LFP):
➢ Reliability ✓ SOV’s & CTV’s ✓ moderate to long life span
➢ Life Cycle ✓ Navy Vessels ✓ lower energy density than NMC
✓ Submarines ✓ offers a slight safety advantage to NMC
➢ Low Costs
✓ LFP has a higher self-discharge rate compared to other
lithium-ion chemistry
Lithium-titanium-oxide (LTO):
✓ durability and safety
✓ operation for up to 30 years or more
✓ 20-30.000 cycles (>20 Years)
✓ mechanically stable under rapid charge and discharge
✓ High Cost per Kwhr
12
The Importance of Safety
Electrical safety: Siemens Energy BlueVault™ Battery

System
➢ Liquid cooled modules built into the standard Siemens Energy
switchboard system.
➢ System is equal to the one used for low-voltage switchboards
including all relevant type tests and approvals, now used to
house energy storage.
➢ Plug in design
➢ Socket include water connections &electrical connections
➢ Non-Propagation in Thermal Runaway:
➢ No propagation between cells
➢ Pressure relief valve & ducting
➢Freshwater-cooling
➢ cells are direct cooled via parallel cooling circuits
➢ Extended life expectancy 13
Electrical safety:
➢ Electrical Faults can occur, and resilience must be demonstrated.
➢ If one is to deliver an electrical switchboard onboard a ship today, there
are strict requirements for electrical design, personal safety, electrical test
regimes, and type approval.
Ref Photo from “Fire on board ‘MS Brim’ in the outer Oslofjord_2022-08 Brim eng”
Report on fire on board 'MS Brim' in the outer Oslofjord on 11 March 2021 — Maritime Battery Forum
➢ Authorities and the industry have not considered, the large energy storages on ships today are in fact
a large distribution switchboard.
➢ Unlike a traditional switchboard, these have the source of energy built in.
➢ Energy source realized with batteries cannot be stopped or de-excited as a rotating generator in case
of internal faults.
➢ Batteries release their energy through uncontrolled, very high short-circuit currents, and in addition
develop undesirable chemical exothermic reactions. 14
Electrical safety:
➢ Electrical safety in electrical distribution boards is nothing new and there is a long and good
practice for this.
➢ Siemens Energy does do not know of any Class Society or Maritime Authority that will approve a high-
power distribution switchboard where:
➢ Loose power cables connect the panels, either hanging on the outside and in some cases among the cooling
piping
➢ Closed systems with a short circuit rating, where the supplier does not need to show capability to withstand arc as
a result of short circuit.
➢ A distribution panel where connections of power are in the lower part of the plant where the short circuit will
cause an escalating event that spreads to the remaining part of the plant and ignites battery cells.
It is therefore justified to ask whether an energy storage system should be subjected to electrical requirements in line
with high power switchboards.
15
Electrical safety:
MF Ytterøyninge & MF Brim Explorer - Arc or Liquid?
➢ Leakage was the initial reason for the fire and explosions onboard and we see this as a distraction
to the market.
➢ An electrical distribution system must be robust to electrical faults whether caused by dirt,
insulation faults, rats, leaks, or similar that create creep currents, short circuits or arcs.
Air vs liquid cooling – longevity (Lithium Nickel Manganese Cobolt)

➢ Cells today are temperature sensitive
➢ Example: NMC cell that is 90% charged, the cell at 45 degrees will be
reduced to 70 % capacity, which reduces the end of life already to 6 years.
➢ Longevity and Life Cycles management of cells can only be achieved with liquid cooling.
➢ It is not possible to achieve the same uniformity and efficiency with air cooling.
16
Mega Tends - Energy Transition
Digitalization – To Make Shipping safer and more efficient
➢ Fuel efficiency “Sustainable ship operation depends on digital technologies.
➢ optimize interaction of existing and new technologies In order to fulfill current and upcoming legislation, accurate and
reliable monitoring and the correct evaluation of data is essential”
➢ Operational costs (< fuel, < crew, < maintenance) – Siemens PLM Team
➢ condition based maintenance
➢ digital documentation (design to end of life)
➢ fleet management
➢ Time to value
➢ the most reliable and safe operation and ( no down time)
➢ safe operation in harsh marine environment
➢ Crew and passenger safety
➢ Environmental impact
➢ zero or low emission operation
➢ Sustainabilty of business and environment
➢ Iow impact on the Planet
17
Digitalization – To Make Shipping safer and more efficient
➢ >70% of ships accidents are caused by manned shipping
➢ It`s a long trip towards the technological steps to see fully autonomous
transoceanic commercial cargo ships in full effectively implemented.
➢ But each small technology step will reduce the emission of GHG, and reduce
Yara Birkeland, Feb 2022
OPEX of ship operation
➢ Advances in camera technology, sensors, electromechanical actuators and satellite

technology appear to promise a world in which ships will soon traverse the oceans without a
human on board.
➢ The International Maritime Organization (IMO) and the Comité Maritime International (CMI) are
already exploring how autonomous vessels would fit into the existing framework of
international maritime law
➢ Advances in digitalization technology will continue to make shipping safer and more
efficient, but they will not eventually replace the human masters and crews that serve on Luke Briant 18
today’s commercial vessels © Siemens Energy, 2022

Digitalization
19
Autonomous Shipping
20
➢ In 2025 it’s expected that Road Authorities will require
The E-ferry “Ampere” autonomous technology ready vessels for many E Ferry
- 2015 the world 1st routes.
- 2025 autonomous ferry operation Regional leaders……….
1. Norway/Scandinavia
Ampere is one example of Siemens Energy’s
Pioneering Spirit for Innovation & Technology 2. Europe, New Zealand, Australia, USA & Canada and Asia
resulting in more than 80 E&H Vessels across the
globe since 2015
➢ Ferry operators will be move to focusing on autonomous
technology requirements
➢ The ferry operators will;
✓ Not be as focused on the zero-emission technology
(Commodity factor)
✓ Focused on Shore Power integration and Vessel autonomy
✓ Short shipping & ferries initially
✓ Blue water vessels
21
July 2020 © Siemens Energy 2022
Zero Emission Shipping
➢ The Industry is already moving towards vessels which are eFuels ready
➢ As we make the energy transition new vessels will be upgraded

several times through their 30 – 40 year life.
➢ Extending Vessel Life will also become a driving factor due to cost of innovation and eFuel implementation
➢ Transitioning to zero emission solutions and eFuels will have it challengers to provide lowest vessels life-cycle costs
whilst maintaining sustainable solutions
➢ The need to utilize a mix of existing technologies to increase vessels energy efficiency are already becoming vessel
design drivers
➢ As different technologies are combined, factors such as weather routing and sails will achieve a significant energy
efficiency
➢ Combined with an advanced energy and technology mix, and the transitional approach of implementing eFuels,
zero emission shipping can be achieved
Luke Briant 22
Zero Emission Shipping
Luke Briant 23
Zero Emission Shipping is the short, mid and long range focus!
Luke Briant 24
Zero Emission Shipping- eFuels
➢ The market is heading for carbon zero is clear,
but the route there is not clear
➢ For shipowner`s, the grand challenge of our time remains:

How to fuel the transition to a carbon neutral future ?
Shipowner`s need plans for fuel flexibility and eFuel-ready

solutions to minimize the risk of investing in stranded assets.
➢ 61% of newbuilds ordered will burn alternative fuel
➢ There will be demonstration projects for onboard use of hydrogen (energy Carrier), methanol, ammonia and
LOHC by 2025, and are estimated to be ready for commercial use in four to eight years
➢ Methanol (net Zero Emission) technologies are more mature and have already seen first commercial use
➢ H2 Fuel cells are a fully mature technology. I.e FC going it space since Apollo missions. SE has been using FC in
Submarines since 1990’s
➢ Nuclear technology will come in 2026 - MSR (Molten Salt Reactors) are a promising technology
Luke Briant 25
Zero Emission Shipping- eFuels -There is no ‘silver bullet’ solution.
➢ For all eFuels:

➢ the commercialized technologies will have the lowest “Well-to-Wake” life cycle costs
➢ safety is a prerequisite for the successful and timely introduction
➢ storage space and flexibility, handling and infrastructure costs are important key factors
➢ Regulations, IMO and cargo owners are pushing decarbonization The maritime industry will go through a period
of rapid energy and technology transition that will have a more significant impact on costs, asset values, and
earning capacity than many earlier transitions.
➢ Shipowners are already experiencing increasing pressure to reduce the greenhouse gas footprint of maritime
transport.
Fundamental key drivers will push decarbonization in shipping in the coming decade:
1. Regulations and policies
2. Access to investors and capital, and cargo owner and consumer expectations
3. IMO first wave of regulations will take effect from 1 January 2023 (i.e. EEXI, CII)
4. Green Corridors and demonstration of successfully commercially viable zero-emission ships by 2030
5. Reduction in underwater noise emissions
Luke Briant 26
What is the Future…….
A-zero-emission-blueprint-for-shipping.pdf (ics-shipping.org)
Any Questions…….

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Advances and future challengers for hybrid and

all-electric propulsion in the 21st Century

1. The Evolution of Marine Technology

2. The adoption of Lithium-ion battery Energy Storage

3. Mega Tends –Energy Transition

The Future of Hybrid and Electric Solutions…….

Solutions for any configuration..

= Hybrid Diesel Electric =

Variable Speed Diesel generators

➢ Fixed speed Diesel generator compared with variable speed,

Shaft Generator Mode PTO Power take Out

Optimize the engine working load to reduce NOx

Variable losses depending on means of rectification from AC to DC. (DC Architecture)

2) It is possible to decouple the power demand from the power generation

Electrical safety: Siemens Energy BlueVault™ Battery

Air vs liquid cooling – longevity (Lithium Nickel Manganese Cobolt)

➢ Advances in camera technology, sensors, electromechanical actuators and satellite

today’s commercial vessels © Siemens Energy, 2022

➢ As we make the energy transition new vessels will be upgraded

➢ For shipowner`s, the grand challenge of our time remains:

Shipowner`s need plans for fuel flexibility and eFuel-ready

➢ For all eFuels:

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