Mark Marine is delivering eight vessels to Rawabi Vallianz Offshore Services, in what shipyard Founder, Hashim Abdul Razak, described as “one of the largest build projects undertaken in Middle East”.

“This is a milestone project for Mark Marine which showcases the excellence of our workmanship, our ability to deliver to schedule and the customization available to clients,” said Mr Razak, who played a decisive role in selecting complete propulsion solutions from BERG for the offshore service vessels.

Capt. Ajit Kumar, General Manager, Mark Marine, said customization steps during the project had included a request to BERG to deliver supplementary on-site Rotordynamics services.

“During the installation of the first high value asset in the series, we collaborated closely with BERG at a crucial moment to simplify the shaft alignment calculation process and eliminated any complexities,” said Capt. Kumar.

“We also trained our staff to secure the necessary skills to replicate alignment procedures on the remaining vessels,” added Abdul Jaleel, Technical Manager, Mark Marine. “We expect the impact of BERG Propulsion’s on-site technical expertise to be cost savings and faster installation through the rest of the project.”

Growing complexity in on-board systems and new innovations in technology have brought a pressing need for closer collaboration between propulsion solution providers and shipyards, explained Mohamed Zeid, Rotordynamics Global Expert, BERG Propulsion.

“Standardized computer-based shaft alignment analyses, complemented with decades of practical experience at BERG are the basis for superior shaft alignment services on-site. If shaft alignment is not optimized, it presents a risk for the ships in operation. Working with yards, we add BERG’s Rotordynamics Services expertise to their experience and knowledge, in a synergy that mitigates risk, avoids premature equipment failure and extends a ship’s lifecycle. At the same time, we ensure that the installation of the propulsion unit is time-efficient.”

BERG Rotordynamics Services lean into the firm’s 112-year heritage and specialized knowledge in propulsion systems to solve shaft misalignments affecting ships in operation and offer preventive measures at newbuild stage to stop them arising in the first place.

Services cover monitoring, detection and correction across a wide range of vessel types, tracking excessive vibrations and premature parts failure which can be indicators of shaft misalignment. They include ‘basic’ anomaly identification and resolution, but also breakdown/failure resolution, and investigation with bespoke solutions for complex problems.

In an innovative retrofit project requested by charterer CMA CGM, BERG worked with Rambow on a comprehensive package of efficiency optimization measures onboard Henneke Rambow to match current and anticipated requirements. Recommendations followed a performance review by BERG, analysis of the vessel’s installed propeller and data-based scrutiny of its propulsion system.

With Henneke Rambow consistently operating at speeds lower than its original service speed, the DNV class-approved upgrade focused on optimizing the propulsion solution for fuel economy. The owner’s retrofit project also included optimization of the ship’s bulbous bow for a revised operational matrix.

“The Henneke Rambow project is an effective example of collaboration between owners, charterers and systems integrators, working together to optimize ship performance,” commented Mathieu Gubert, VP Chartering CMA CGM.

According to David Sakandelidze, Account Manager, Energy & Efficiency, BERG Propulsion: “Existing propeller blades were replaced with profiles that are hydrodynamically optimized for the vessel’s full operational profile. The ship’s control systems have also been upgraded to include BERG’s advanced MPC800 propulsion unit with Dynamic Drive. Including a retrofit to the vessel’s four-stroke engine, the integrated solution enables optimal propeller operations at all shaft speeds.”

In addition, BERG installed its custom-made Network Frequency Stabiliser (NFS), which allows the shaft generator to operate at variable speeds while continuously providing a stable frequency and voltage to the main switchboard.

Upon completion, owner Reederei Rambow reported significant gains in Henneke Rambow’s operational efficiency.

Sven Rambow, Rambow Bereederungs GmbH & Co. KG, said: “Following this upgrade, Henneke Rambow is demonstrating a remarkable performance improvement which ensures that this vessel will be one of the most efficient of this type for the decade ahead.”

“The vital role smaller container ships play in global logistics can sometimes be overlooked, but in this case the enhanced performance is extraordinary, with our data indicating that the overall post-project efficiency gains are substantial,” said Magnus Thoren, Account Manager, Energy & Efficiency, BERG Propulsion. “By taking care of the total propulsion solution, Berg has worked as the service and technology partner with CMA CGM as charterer and Rambow as a well-known owner so that a valuable asset remains highly competitive.”

BERG has undertaken a series of retrofits focusing to optimize older ships to ensure that they remain competitive in the era of carbon intensity monitoring and emissions trading.

Martin Linder, Sales Manager, Energy & Efficiency, BERG Propulsion, added: “While there is no one-size-fits-all solution, BERG is helping ship owners by assessing potential efficiency improvement options during this transitional period in ship decarbonization. We look forward to offering the same comprehensive and flexible service across future vessel renewal projects.”

Following delivery by China’s Wuchang Shipbuilding from 2026 onwards, the innovative vessels will carry Airbus A320 Family jetliner subassemblies from France (Saint-Nazaire) to the final assembly line in the United States (Mobile, Alabama). The ships have been designed by Deltamarin with the aim of halving fuel burn and CO2 emissions in transatlantic operations by 2030 compared to a 2023 baseline.

Wind power drawn from six Flettner rotor-sails on each ship’s deck will make a strong contribution to reduced emissions, with weather routing optimization software also in place to maximize wind-assisted time and minimize drag. In conventional mode, the ships will run on dual fuel methanol engines.

Optimizing propulsion performance at all times will rely on integrated power management and propulsion systems from BERG. LDA has specified the supplier’s extensive engine-agnostic propulsion package for newbuild ships. As well as the complete propulsion train to work with each ship’s main engines, BERG is supplying state-of-the-art controllable pitch propellers with feathering capability.

Arthur Barret, Head of Engineering, Project & Innovation Department, LDA, commented: “At LDA, our ambition is to lead the maritime industry through its energy transition. We must ensure that the solutions supporting our vision are the smartest available and that we can rely on our technology partners throughout a ship’s lifetime. BERG’s integrated propulsion system enables us to minimize fuel consumption and emissions.”

Amrita Singh, Account Manager, BERG Propulsion, explained that the BERG hybrid solution allows main engines and electric motors to drive propulsion either independently or simultaneously so that the most efficient power option is used as a vessel’s operational needs change.

“The system works with alternative power sources, including wind,” said Singh. “It’s key when integrating sails that they work seamlessly with propulsion controls so that adjustments can be made to thrust in any given weather and sea condition. In BERG’s solution, Dynamic Drive is integrated into the MPC800 control system, which delivers this capability without the operational complexity of additional hardware.”

“The propulsion package includes a range of ‘modes’, whose selection optimizes performance across the ship’s various operational requirements,” explained Mattias Dombrowe, Business Manager – Electrical System Integration, BERG Propulsion. “As well as mechanical with PTO or electric modes, propellers also operate in boost mode to achieve full speed when required. When the rotor sails are in service, one or both of the propellers can be feathered to optimize wind-assisted operations.”

Crew continuously optimize efficiency using the flexibility available to the  propulsion control unit, rather than being limited by the predetermined relationships between engine load and specific fuel oil consumption, said Dombrowe.

Integration had also been a feature of the way BERG teams worked with CSSC yard Wuchang Shipbuilding to satisfy owner expectations, according to Wei Jun Zhang, Account Manager BERG Shanghai. “Working alongside Wuchang Shipbuilding has been an absolute pleasure, allowing us to showcase the competency, capacity, and capabilities that BERG has to maximize the performance of these innovative ships.”

When upgraded to include Dynamic Drive, the Berg Propulsion’s MPC800M system is enabled to set upper limits for vessel speed or fuel consumption by optimizing the pitch and rpm of the control pitch propeller. If the speed limit is exceeded, Dynamic Drive automatically reduces thrust until the limit is met. If fuel is the priority, the algorithm selects the rpm/pitch to optimize engine performance.

“Data from the initial trials showed MPC 800 control system achieving around 10% fuel reductions, and our expectation is that there is more to come as the system beds into operations,” said Ersen Uçakhan, Technical Manager, Chemfleet. “We will upgrade YM Neptune, YM Pluto and YM Uranus later this year, continuing our successful collaboration with Berg Propulsion on this exciting project.” 

The opportunity to replace the existing controls system from another supplier with Berg’s MPC800 system on YM Miranda was accomplished in three days. Özgür Bartınlı, Service Manager, Berg Propulsion, explained that the system offers the open architecture for software upgrades as required.   

“Chemfleet is a high-quality chemical tanker manager which takes a proactive approach to enhancing ship performance – looking beyond the requirements of CII and EEXI, for example,” he said. “Adding Dynamic Drive delivers not only a significant competitive edge, but also the performance to anticipate emissions requirements well ahead of regulation.”

Emre Özkul, Product Support Manager, Berg Propulsion, added: “After the initial retrofit of the MPC800M control system on board YM Miranda, we have been delighted to verify that the upgrade helps Chemfleet crews to reduce the ship’s fuel consumption based on everyday operations. In the upcoming months, we are excited to bring more gains to three more ships by incorporating additional Dynamic Drive software into our planned retrofit solution.”

Dynamic Drive software is one of several class-approved options devised by Berg Propulsion to help ships rise to their efficiency challenges. In cooperation with owners and operators, Berg uses 3D scanning and modelling tools to develop retrofit options that offer cost-based gains, factoring in drydocking work. Its solutions minimize mechanical and hydrodynamical losses, combining the best equipment for specific applications to boost energy efficiency without compromising vessel reliability.

“Our analysis involves a thorough evaluation of product efficiency, encompassing the propeller, gearbox, shaft alternator, generators, and engines,” Özkul explained. “There is no one-size-fits-all solution, so we dig deep in analyzing the current system’s efficiency, configuration and performance to establish the crucial areas for improvement and formulate next steps. Berg Propulsion works closely with ship owners to deliver on with their energy efficiency needs, whether they are working through the EEXI and CII transition, focusing on fuel efficiency or leading the way on decarbonization.”

All 10 ships will feature Berg’s complete main propulsion systems and energy optimizing control technology, and include Dynamic Drive after trials on Snow Crystal, Nordic Crystal and Baltic Crystal.

“The data indicated that, on average, Dynamic Drive functionality will help achieve a 10% saving in fuel consumption, while in some operational conditions that could increase to 20%,” said Ola Persson, Technical Project Manager, Erik Thun.

Dynamic Drive is an adaptive thrust and fuel optimization software, offered for inclusion with the Berg Propulsion MPC 800 control system. The software automatically and dynamically identifies the most energy efficient settings for propeller pitch/RPM to produce the thrust to maintain the required speed.

Jorgen Karlsson, General Manager Europe & Americas, Berg Propulsion, said: “Dynamic Drive provides a user-friendly interface which simplifies a key part of operations, allowing crew to set limits more easily to ensure consistent fuel-efficient vessel operation in all operational modes.”  

Thun conducted its initial trial of the solution on board the newbuilding bulk carrier Snow Crystal – a modern, energy efficient, ice class 1A ship which operates on Sweden’s Lake Vänern. Its success convinced the owner to choose the solution for Nordic Crystal and Baltic Crystal, with specifications modified to include ‘floating frequency’ capabilities.

“Decarbonization is a key driver for our operations and maximizing efficiency is a central requirement for reducing carbon intensity, whether we are talking about current fuels or the new generation of higher cost alternatives,” commented Henrik Källsson, Erik Thun AB Deputy Managing Director. “Working with the Berg Propulsion team over many years has proved a winning formula for us.”  

Mattias Hansson, Global Sales Manager, Berg Propulsion, added: “I would like to thank Erik Thun and Ferus Smit for continuing our excellent cooperation, where clarity on objectives encourages openness to innovative ideas – especially those aligning with Thun’s focus on sustainability. Dynamic Drive is delivering a practical solution that helps a ship’s crew and its owner achieve greener operations.”

Looking ahead to ITS 2024 in May, Riviera Maritime Media spoke with Berg Propulsion general manager for Europe and Americas, Jörgen Karlsson, and Berg Propulsion Eurasia general manager Mustafa Müslüm.

They explained how Berg has strengthened its position in the tug sector through investment and technical experience. “We are growing our sales and product support at the local level, and also investing centrally in the new functionality and extra production capacity,” they said.

Berg provides control and propulsion technology for several newbuilding projects, with a growing orderbook and enhanced technical expertise.

One of the most technical projects Berg is involved in is constructing one of the largest hybrid tugs ever built, a vessel built by Uzmar Shipyard in Turkey for Norwegian owner Buksér og Berging.

This vessel has 120 tonnes of bollard pull, twin MTA834CP azimuth thrusters, one MTT114CP bow thruster and a full electrical power and control suite from Berg.

“This newbuild project will showcase our role as an integrator of electric propulsion technology and a supplier of high-performance propulsion equipment,” said Mr Karlsson.

“The propulsion control package will be decisive in the tug’s superior responsiveness and continuously optimised energy efficiency.”

Mr Karlsson and Mr Müslüm expect more vessels to be built with integrated packages and hybrid propulsion. “The market continues to focus on the greater contribution hybrid and electric solutions can make to improving vessel efficiency.”

Berg is expanding its offerings to accommodate wider power and speed ranges – in engines and motors.

“We are also paying special attention to developing interfaces which make vessel operations easier,” they said.

According to these experts, the other industry trends under consideration to enhance performance across the tug sector include electrification, alternative fuels, fleet management, remote monitoring, smart analytics and anomaly detection.

When asked for its reasons behind sponsoring ITS 2024, Mr Karlsson and Mr Müslüm said this global industry convention “is an excellent event in a segment where Berg has strong product and solution offerings.”

They said involvement in the conference and exhibition provides “invaluable opportunities to connect with key industry partners, share our expertise and listen to input from other stakeholders in this specialised segment.”

On day two of the conference, Berg Propulsion business manager Mattias Dombrowe will present a technical paper on the challenges when integrating electrical and propulsion systems on tugs and ways to overcome these.

This paper discusses practical experiences and recommendations to streamline integration of these complex systems, considering performance, efficiency, safety and ease of use.

Berg Propulsion is one of the partners of International Tug & Salvage (ITS) Convention, Exhibition & Awards 2024 and provides integrated, green and effective propulsion solutions for tugs and emergency response vessels.

The focus of BERG Propulsion as a brand lies in delivering high-performance solutions. In the U.S. market, their recent emphasis has been on tugboats, making IWBS a fitting venue. 

While relatively new to the U.S. tugboat industry, they’ve witnessed significant growth in the past decade. Their shift towards tugboats is driven by market trends and product development. A company representative spoke to the potential within the tugboat market, from enhancing vessel efficiency, to the expansion and replenishment of fleets. 

The recent collaboration with Thompson Tractor (Marine) in New Orleans marks a strategic move. With Thompson now covering the entire U.S. as BERG Propulsion’s distributor, the partnership has expanded beyond Alabama and the western part of Florida. 

At IWBS 2023, the companies devised a U.S.-centric spare parts strategy, ensuring comprehensive coverage for every ship set that goes out. This includes maintaining spare parts and units on U.S. soil, independently managed from the Swedish factory. Berg’s hybrid electric propulsion system includes high levels of redundancy for safety as well as the ability to switch seamlessly between operating modes with the push of a button. 

A vessel can run on main engines only, gensets only, or a combination of the two, optimizing energy use across the entire operating profile. A tug in transit can minimize energy consumption and eliminate main engine wear by running on a single generator set. In hybrid mode, power is balanced between the diesel engines and electrical motors to optimize fuel consumption, maneuvering response, and bollard performance.

Trials following the installation of Berg MPC800M control system onboard the 12,933 dwt IMO II chemical tanker have persuaded Chemfleet to upgrade three additional 6,970 dwt sisterships, in a solution integrating Berg’s Dynamic Drive Software. Istanbul-headquartered Chemfleet is also reviewing control system needs for six more tankers under management.

When upgraded to include Dynamic Drive, the Berg Propulsion’s MPC800M system is enabled to set upper limits for vessel speed or fuel consumption by optimizing the pitch and rpm of the control pitch propeller. If the speed limit is exceeded, Dynamic Drive automatically reduces thrust until the limit is met. If fuel is the priority, the algorithm selects the rpm/pitch to optimize engine performance.

“Data from the initial trials showed MPC 800 control system achieving around 10% fuel reductions, and our expectation is that there is more to come as the system beds into operations,” said Ersen Uçakhan, Technical Manager, Chemfleet. “We will upgrade YM Neptune, YM Pluto and YM Uranus later this year, continuing our successful collaboration with Berg Propulsion on this exciting project.” 

The opportunity to replace the existing controls system from another supplier with Berg’s MPC800 system on YM Miranda was accomplished in three days. Özgür Bartınlı, Service Manager, Berg Propulsion, explained that the system offers the open architecture for software upgrades as required.   

“Chemfleet is a high-quality chemical tanker manager which takes a proactive approach to enhancing ship performance – looking beyond the requirements of CII and EEXI, for example,” he said. “Adding Dynamic Drive delivers not only a significant competitive edge, but also the performance to anticipate emissions requirements well ahead of regulation.”

Emre Özkul, Product Support Manager, Berg Propulsion, added: “After the initial retrofit of the MPC800M control system on board YM Miranda, we have been delighted to verify that the upgrade helps Chemfleet crews to reduce the ship’s fuel consumption based on everyday operations. In the upcoming months, we are excited to bring more gains to three more ships by incorporating additional Dynamic Drive software into our planned retrofit solution.”

Dynamic Drive software is one of several class-approved options devised by Berg Propulsion to help ships rise to their efficiency challenges. In cooperation with owners and operators, Berg uses 3D scanning and modelling tools to develop retrofit options that offer cost-based gains, factoring in drydocking work. Its solutions minimize mechanical and hydrodynamical losses, combining the best equipment for specific applications to boost energy efficiency without compromising vessel reliability.

“Our analysis involves a thorough evaluation of product efficiency, encompassing the propeller, gearbox, shaft alternator, generators, and engines,” Özkul explained. “There is no one-size-fits-all solution, so we dig deep in analyzing the current system’s efficiency, configuration and performance to establish the crucial areas for improvement and formulate next steps. Berg Propulsion works closely with ship owners to deliver on with their energy efficiency needs, whether they are working through the EEXI and CII transition, focusing on fuel efficiency or leading the way on decarbonization.”

All 10 ships will feature Berg’s complete main propulsion systems and energy optimizing control technology, and include Dynamic Drive after trials on Snow Crystal, Nordic Crystal and Baltic Crystal.

“The data indicated that, on average, Dynamic Drive functionality will help achieve a 10% saving in fuel consumption, while in some operational conditions that could increase to 20%,” said Ola Persson, Technical Project Manager, Erik Thun.

Dynamic Drive is an adaptive thrust and fuel optimization software, offered for inclusion with the Berg Propulsion MPC 800 control system. The software automatically and dynamically identifies the most energy efficient settings for propeller pitch/RPM to produce the thrust to maintain the required speed.

Jorgen Karlsson, General Manager Europe & Americas, Berg Propulsion, said: “Dynamic Drive provides a user-friendly interface which simplifies a key part of operations, allowing crew to set limits more easily to ensure consistent fuel-efficient vessel operation in all operational modes.”  

Thun conducted its initial trial of the solution on board the newbuilding bulk carrier Snow Crystal – a modern, energy efficient, ice class 1A ship which operates on Sweden’s Lake Vänern. Its success convinced the owner to choose the solution for Nordic Crystal and Baltic Crystal, with specifications modified to include ‘floating frequency’ capabilities.

“Decarbonization is a key driver for our operations and maximizing efficiency is a central requirement for reducing carbon intensity, whether we are talking about current fuels or the new generation of higher cost alternatives,” commented Henrik Källsson, Erik Thun AB Deputy Managing Director. “Working with the Berg Propulsion team over many years has proved a winning formula for us.”  

Mattias Hansson, Global Sales Manager, Berg Propulsion, added: “I would like to thank Erik Thun and Ferus Smit for continuing our excellent cooperation, where clarity on objectives encourages openness to innovative ideas – especially those aligning with Thun’s focus on sustainability. Dynamic Drive is delivering a practical solution that helps a ship’s crew and its owner achieve greener operations.”

As part of Erik Thun’s rolling fleet renewal strategy, the owner recently expanded its newbuild program with Dutch yard Shipsveerf Ferus Smit B.V to include four 5,100 dwt ’Troll-Max’ dry cargo vessels, as well as six 7,999 dwt coastal ‘Eco Tankers’. Tanker deliveries started earlier this year, with the last of the 10 vessels due in service in 2026.

All 10 ships will feature Berg’s complete main propulsion systems and energy optimizing control technology, and include Dynamic Drive after trials on Snow Crystal, Nordic Crystal and Baltic Crystal.

“The data indicated that, on average, Dynamic Drive functionality will help achieve a 10% saving in fuel consumption, while in some operational conditions that could increase to 20%,” said Ola Persson, Technical Project Manager, Erik Thun.

Dynamic Drive is an adaptive thrust and fuel optimization software, offered for inclusion with the Berg Propulsion MPC 800 control system. The software automatically and dynamically identifies the most energy efficient settings for propeller pitch/RPM to produce the thrust to maintain the required speed.

Jorgen Karlsson, General Manager Europe & Americas, Berg Propulsion, said: “Dynamic Drive provides a user-friendly interface which simplifies a key part of operations, allowing crew to set limits more easily to ensure consistent fuel-efficient vessel operation in all operational modes.”  

Thun conducted its initial trial of the solution on board the newbuilding bulk carrier Snow Crystal – a modern, energy efficient, ice class 1A ship which operates on Sweden’s Lake Vänern. Its success convinced the owner to choose the solution for Nordic Crystal and Baltic Crystal, with specifications modified to include ‘floating frequency’ capabilities.

“Decarbonization is a key driver for our operations and maximizing efficiency is a central requirement for reducing carbon intensity, whether we are talking about current fuels or the new generation of higher cost alternatives,” commented Henrik Källsson, Erik Thun AB Deputy Managing Director. “Working with the Berg Propulsion team over many years has proved a winning formula for us.”  

Mattias Hansson, Global Sales Manager, Berg Propulsion, added: “I would like to thank Erik Thun and Ferus Smit for continuing our excellent cooperation, where clarity on objectives encourages openness to innovative ideas – especially those aligning with Thun’s focus on sustainability. Dynamic Drive is delivering a practical solution that helps a ship’s crew and its owner achieve greener operations.”

The project will showcase Berg’s roles as an integrator of electric propulsion technology and a supplier of high performance propulsion equipment.

Berg has been contracted to provide the full electrical power and control package for the Robert Allan-designed Rampage 4100BB-H tug, which will join BuBe’s North Sea operations in December 2024. Supply will include the electric motors, drives, main switchboard, power management system, alarm monitoring system, control system and mode selector. The order builds on  longstanding relationships with BuBe and Uzmar, as well as accumulated in-service operations of integrated Berg systems equivalent to over 100,000 hours.  

Berg’s scope of supply also includes twin MTA834CP azimuth thrusters and one MTT114CP bow thruster for the 120-ton bollard pull tug.  

Vetle Sverdrup, CEO of Buksér og Berging AS, commented: “Working with Berg Propulsion, Robert Allen, and Uzmar Shipyard has brought together world-class expertise to create a vessel that will set new industry performance standards. Berg’s integrated hybrid system and automation solutions have been chosen for their ability to optimize tug efficiency and operational flexibility in a single package.”  

Switching seamlessly between operating modes, Berg’s propulsion control package will be decisive in the tug’s superior responsiveness and its ability to continuously optimize energy efficiency. Options comprise power mode (twin diesel engines + gensets, with load sharing managed by Berg’s MPC800A unit); mechanical + PTO mode; Eco mode (electric power from gensets, main thrusters run via PTI motors – main engines disengaged); and standby.  

A. Noyan Altug, CEO, Uzmar Shipyard, said: “This is a milestone project for Uzmar in every respect, and a significant win within our important Norwegian client base. Berg Propulsion has developed long and successful working relationships with Uzmar and BuBe. Past experience with Berg has been key for the owner in its selection – just as it is for Uzmar as delivery partner.”  

In an example of Berg’s close working relationship with Uzmar, Mustafa Müslüm, General Manager, Berg Propulsion Eurasia, said ‘Hardware in the Loop’ tests of electrical integration, the automation system and associated equipment would be conducted as a simulation of the future sea trial at Berg’s production facility before factory acceptance tests.  

“Such an extensive test will eliminate any interface issues before delivering products to the yard, which will optimize time management during the ship acceptance tests and the harbor acceptance tests,” Müslüm explained. 

 Jonas Nyberg, Managing Director Advanced Solutions, Berg Propulsion, said: “Our partnership with BuBe is an excellent example of Berg’s role as integrator across advanced operational systems, including the interface with intricate mechanical solutions. We have dug deep into BuBe’s specific operational and service needs to ensure that every piece of equipment delivers its full potential. We focus on the way the crew interacts with these systems, particularly in the bridge area, in an integrated approach that guarantees not only seamless functionality but also an enhanced user experience, making operations intuitive and efficient.”  

An integrated control to propeller solution from Berg Propulsion has been selected to ensure that the visionary Neoliner ro-ro vessel will always achieve optimized performance, whether it is powered by wind alone or with the assistance of gensets.

In January, French company Neoline Armateur contracted Türkiye’s RMK Marine to build the first ever ro-ro vessel to use wind power for commercial operations at its Tuzla yard. Designed by Mauric, the 136m length Neoliner will be a pioneer of energy transition in shipping, using emission-free wind power captured by a 3,000 sq m area of sail, supported by two 76m SolidSail folding carbon masts.

While wind power is expected to account for almost 80% of Neoliner’s propulsion needs, close maneuvers and service punctuality require auxiliary power to assist. RMK Marine has contracted Berg Propulsion to deliver and offer technical support for the auxiliary propulsion system, in an elegant solution which includes a ‘feathering’ main propeller. When feathered, propeller blades are set parallel to flow, in a position which will minimize drag when Neoliner is under sail.

Berg’s full scope of supply covers an MPP850F controllable pitch propeller with feathering system, the shafting system, gearbox and control system, and 3xMTT113FP tunnel thrusters.

“This is a transformative project that challenges the status quo in commercial shipping, and Berg is delighted to offer enabling technology to optimise Neoliner’s sustainable performance across its operational needs,” said Mustafa Müslüm, General Manager, Berg Propulsion Eurasia. “We would also like to extend our thanks to RMK Marine for its continuing trust in the Berg team.”

Whether the Neoliner uses 100% sail, electric power, its 3184-kW engine or any combination, the Berg solution will ensure optimized hydrodynamic performance and sustainability, added Müslüm.

“Berg Propulsion is an established provider of innovative propulsion technology which has been supporting RMK Marine’s delivery of highly reliable ships for almost a decade, across a range of vessel types including tankers, tugs and other service craft,” said Gürkan Türkeş (General Manager), RMK Marine. “We are delighted to be working with them once more on this exceptional project.”

Co-financed by CMA CGM, ADEME Investissement, NEOLINE Développement, Corsica Ferries, Louis Hardy S.A.S, the Banque des Territoires and the Pays de la Loire Region, the project anticipates the first Neoliner entering a pilot transatlantic service between Saint-Nazaire, Saint-Pierre-et-Miquelon, Baltimore and Halifax in 2025. Companies behind brands such as Renault, Beneteau, Manitou, Michelin, Hennessy, Clarins, Longchamp and Cointreau have already committed to use Neoliner.

“Steps continue towards the realisation of the Neoliner project as a true pioneer of energy transition in shipping,” said Jean Zanuttini, CEO, Neoline.  “Auxiliary propulsion systems will play a critical role in ensuring that wind power offers a wholly pragmatic solution to shipping’s complex energy issue,”

Submitted to the class for approval, the new Berg Engine Power Limitation solution is of particular benefit to the many ships whose performance requires only moderate adjustment to meet IMO Energy Efficiency for eXisting ships Index (EEXI) needs. In force from January 1, 2023, EEXI means owners must verify that a ship’s attained energy efficiency matches its ‘required EEXI’ by its first subsequent survey.
 

A pilot technical assessment of the 8,036 DWT Bulkship vessel Oslo Bulk 6 indicated that EEXI needs would be satisfied by derating its main engine to comply with the new regulations. Sea trials covering the BERG EPL’s limiting effect on the ship’s BERG MPP950 CPP brought DNV acceptance of the system’s performance as an effective EPL solution. Bulkship has now confirmed orders to install across nine more ships.

“On a CPP installation, it is more natural to limit the engine power output by the accurate governance of the propeller than by limiting the engine rpm setpoint,” said Magnus Thorén, Sales Manager Energy & Efficiency, Berg Propulsion. “We use the main engine signal interface to limit the brake torque created by the propeller. Although it’s for a different purpose, this is based on the well-established practice of using a propeller pitch setpoint for overload protection.”
 
Using the Berg EPL, crew are at liberty to override the function in cases where full power is needed on a password-protected basis, although exceeding the pre-set limit would result in automatic logging for later reporting purposes, said Thorén.

“Our newly released EPL adds to our growing portfolio of novel automation solutions integrated in our MPC800 control platform,” commented Jonas Nyberg, Managing Director – West, BERG Propulsion. “We are continuously developing new software solutions for our existing MPC800 control system, leveraging the platform already installed in the world fleet. Solutions include fuel optimization systems, hybrid controls and now EPL, among others.”

All 10 of the Oslo Bulk ships concerned feature Berg’s MPC 800 control system solution, which is required as a starting point for the BERG EPL solution. However, Thorén disclosed that the solution’s effectiveness had encouraged one buyer already upgrading its ship control systems to MPC 800 control to specify that BERG EPL for EEXI should also be included.

Rather than using a governor for engine derating or ShaPoLi (shaft power limitation), Berg’s innovative EPL (engine power limiter) is a software-based solution which works with the supplier’s MPC800 control system to limit propeller pitch. Requiring no additional sensors, signals are sent by the BERG EPL to the ship’s controllable pitch propeller (CPP), where brake torque is reduced until the engine power reaches its approved range. The information can be used to verify that attained EEXI matches required EEXI, once entered into the IMO’s data collection system (DCS).