A team of two Crestchic load bank experts, travelled to the 124,000 sq. ft facility in Brazil to complete the work over one and a half weeks.

Ben Woodward, Senior Service Engineer, commented on the project: “Navship has a reputation for efficiency in shipbuilding, and a critical part of that process is using load banks to test the onboard power system of its new vessels. Navship was using an older load bank control system that, due to advancements in microprocessor technology, was becoming difficult to repair and maintain.

“To prevent downtime due to component failure or parts becoming obsolete, Navship commissioned the futureproofing of their load bank control system with Crestchic’s Nova controller technology.”

The role of load banks in shipbuilding

Class-leading vessels are now designed all-electric, with a single power network supplied by a primary energy source, which can be multiple units of diesel or gas turbines.

With an integrated power system like this, propulsion power can be diverted to serve on-ship requirements including refrigeration on cargo vessels, light, heating and air-conditioning on cruise liners and weapons systems on naval ships.

During the build and commissioning phases, it is vital that shipbuilders like Navship can simulate and test (vessel testing) these different loads and the way they interact with each other, to ensure the ship is finished to the highest performance standards. To do this, engineers use containerised load banks that are highly specialised and tailored to meet the demanding shipyard and marine environment.

Improving load bank performance for Navship

Part of the Chouest Group of companies, Navship launched its first vessel in 2006, and has since established itself has a leading example of efficiency in shipbuilding.

Located in Navegantes, Brazil, the expansive facility features an indoor erection building with 14 overhead cranes allowing vessels to be built out of the weather to reduce man-hours and increase quality. Navship’s new floating drydock allows engineers to perform additional inspections and repairs to meet the requirements of its rapidly growing Brazilian fleet.

Rodrigo Scarelli, Deputy Production Coordinator at Navship explained why the load bank controller upgrade was so important: “Load bank testing is an essential step in our highly efficient shipbuilding process. It allows us to accurately and safely test the operation of the vessel in accordance with the most stringent performance guidelines.

“Our fleet is growing quickly, and we needed access to additional test reporting and information, plus the ability to improve the quality standards of our load bank testing in line with the latest requirements. Crestchic’s Nova controller technology allowed us to achieve these objectives and guaranteed the reliability of our load bank equipment for the future.

“With such an efficient shipbuilding process, Navship is dedicated to installing the latest technologies that uphold its vessel construction and commissioning processes. Maintaining uptime in our Navegantes facility is critical, so moving away from legacy equipment that is becoming obsolete is an essential investment.”

Crestchic Nova load bank controller technology
Microprocessor technology is constantly evolving, making components for older hardware increasingly more difficult to source. This, combined with advancements in software functionality were the reasons Crestchic innovated its Nova controller technology.

Designed using the latest microprocessor technology, paired with Orion control system software, this futureproof solution prevents downtime due to component failure or obsolescence.

Engineers are able to operate individual or multiple load banks from a single controller and extend the system to control up to 15 load banks with proportional load-sharing. The high-speed fibre optic control cabling makes the system operable over a much greater distance and the load-step synchronisation mechanism produces clean load switching, both within a single load bank and across multiple units. For the marine sector in particular, the Nova controller with Orion software offers motor test facilities.

Importantly, once upgraded, load banks using the Nova system are compatible with all new build Crestchic products, to offer scalability to growing businesses.

The Orion control system features a large operating interface display, allowing data and frequency response curves to be displayed clearly. Advanced features of the control system can be easily accessed such as graphical display of transient performance at load change, recording of instrumentation data and storage of multi-user-defined load profiles. The Nova AC load bank control system is designed for use in resistive/reactive or resistive-only operations.

30 years’ experience serving the shipbuilding sector vessel testing
Upgrading Navship’s load bank control system, including all elements and elements plates is the latest example of Crestchic’s expertise in the shipbuilding sector. With more than 30 years’ experience in the testing and commissioning of marine generators, from small ferries to super tankers, from conventional engines with propeller shafts to multi-unit all-electric ships, Crestchic’s highly specialised marine and shipyard load banks are widely used for the testing of gensets, gas turbines, UPS and DC systems.

For more information on how Crestchic futureproofs load banks for the shipbuilder vessel testing market, call +44 (0)1283 531 645 or compete the contact form online.

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Known for its successes in all high-tech shipbuilding sectors, including naval and offshore vessels, mega yachts and high-complexity ferries, this world-leader has built more than 7,000 ships to date. Working from 18 shipyards globally, the group uses load banks to test and commission power sources for new vessels before they are declared fit to sail.

The project specifics

The four load banks in question had been in situ since 2013 and were in need of complete refurbishment and substantial upgrading. With new vessels being built throughout the year, this was a time-sensitive project, with only a matter of weeks available in which to complete the full program of works.

Pulling out all the stops, a team of Crestchic’s specialist service engineers stayed in Italy for three weeks – completing the work on time, exceeding customer expectations, and ensuring the four loadbanks could remain in service and deliver optimised performance.

Proving power performance before vessels sail

Most modern vessels are built with all-electric power systems, comprising a single power network that is supplied by a primary energy source. This is often made up of multiple diesel generators or gas turbines.

Using a loadbank to simulate these conditions and test power supplies during the shipbuilding phase validates that, when the vessel makes its maiden voyage, it has a power system that can fulfill its propulsion and onboard power requirements without fail.

It also ensures that the backup power system can reliably power on-ship requirements like refrigeration, lighting, heating, or air-conditioning, keeping the vessel supplied with power in even the most arduous of marine conditions.

Josh Grant of Crestchic Service

Experience in action

With over 30 years’ experience in serving the marine and shipping sector, Crestchic was confident it had the expertise to fulfil what was a significant value project for its service team.

Ian Casson, Service Manager at Crestchic commented on the success of the project: “The shipyard in Venice is an always-on environment, so timeframes were tight. We worked strategically to ensure the four loadbanks received all the essential upgrades and refurbishments they needed and were recommissioned before the next ship was ready for power testing.

“This was a substantial project both in prestige and value and really showcased Crestchic’s ability to work at the forefront of the shipbuilding sector, testing and commissioning power sources for some of the most state-of-the-art vessels on the sea.”

For more information on Crestchic’s service division click here, or to discuss your requirements in more detail, contact us.

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The global shipping industry hauls around 1.8 billion metric tons of goods around the world – more than 80% of global trade by volume. In the process, ships emit around 1 billion tonnes of carbon dioxide annually. With greenhouse gases high on everyone’s agenda, the shipping industry is facing kickback from customers looking to reduce their carbon footprints, along with increasing regulatory pressure. 

The International Maritime Organization (IMO) has mandated that starting in 2023, most commercial vessels will have to document their CO2 emissions and demonstrate progress towards reaching the IMO objective of an industry-wide 40% reduction in emissions by 2030.

While the sector at large is exploring a range of zero-emissions fuels and technologies, including batteries, sustainable biofuels, and green or blue hydrogen and their derivatives such as ammonia and methanol, start-up company Seabound has developed a unique carbon capture device that traps and stores CO2 from fuel exhaust – allowing a significant reduction in emissions. 

All hands on deck: The challenge of decarbonising shipping 

At present, the shipping sector is highly dependent on heavy fuel oil – a high-carbon fossil fuel. In light of this, decarbonising the current global fleet of approximately 100,000 ships represents a mammoth task – estimated at $1 trillion – consisting of investment in energy-efficient ships as well as a complete overhaul of the industry’s fuel supply chain. 

While regulators, industry groups and financial institutions are focussed on reducing emissions, the shipping sector faces some unique challenges. Zero-carbon fuels and technologies are not available at the size, scale, or price the industry needs for wide-scale adoption. According to the International Chamber of Shipping, the sector’s primary trade association “new fuels will need to be developed along with novel propulsion systems, upgraded vessels and an entirely new global refuelling network.” 

Seabound: A carbon capture solution 

While the industry works on a long-term solution, Seabound has developed technology that can equip ships with carbon capture devices that trap and store CO2 from fuel exhaust. The CO2 can then be brought to port where it can be sold for utilisation or sequestration. As well as enabling the industry to meet stringent targets, the revenue stream made from selling the captured CO2 will be shared with the ship owner, helping to cover implementation costs.

Walker Kehoe, Founding Engineer at Seabound, explains “Building new ships is extremely capital intensive, and the production of sustainable fuels at scale is 10-20 years away. Carbon capture can help to decarbonize shipping quickly and at scale, and it can be retrofitted onto existing ships.”

To test the technology on dry land, the company needed to create and capture CO2. To do this without the need for a marine engine, they hooked the technology up to a diesel generator. A load bank was used to apply a full load to the generator – in turn allowing the generator to run at full capacity and fully test the carbon capture technology. 

Usually used to test generators to ensure they are fit for purpose as a backup power source, load banks work by applying an electrical load to a generator, allowing it to run as it would in normal operational conditions. By using the generator and loadbank combination, the team at Seabound was able to simulate a marine engine – enabling full testing of the carbon capture technology. 

Walker continued, “Testing our prototype was a critical step in getting the technology launched – leading to expressions of interest from some major shipowners. Our development and testing process has established that Seabound can capture up to 95% of CO2 emissions per ship – helping the industry move towards its targets.” 

Click for more information on the role of loadbanks in the Marine sector.  For more information on Seabound’s Carbon Capture technology, visit www.seabound.co 

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Meeting the power needs of ‘super vessels’

In recent times we have witnessed a massive growth in the size of seagoing vessels for transportation of products, leisure and oil & gas exploration & production. As these vessels continue to grow in size, their power needs grow too, as does the complexity of on-board systems. Modern sea vessels often contain complex propulsion, production and environmental support systems which must operate reliably for long periods of time, often hundreds, if not thousands of miles offshore. Ensuring the availability of power for these systems is a critical function to guarantee vital services can run uninterrupted, making pre-launch reliable testing of power supplies of particular importance.

In the 1940s the world moved on from colonialism to globalisation. This movement was accompanied by rapidly growing trade and the need for effective means of transport which was the first driving-force in the development of sea vessels. Fast forward 70 years and we now have different driving-forces in the growth and development of these vessels. For example the reason behind the recent increase of the size of container ships is economy of scale. Fitting more products on container ships and making less journeys will inevitably save money. One of the world’s largest container ships, the MSC Zoe,is 1,297ft (396m) long and can carry over 19,000 20ft equivalent units “TEU” or shipping containers as most people know them. Simply put, it is a lot cheaper to transport cargo if you move large quantities at a time.

As ships continue to grow in size and complexity, the power systems will continue to develop and the need for testing will remain an absolute necessity.

Any offshore power generation unit is a complex system, or series of systems, working together to perform several functions at once, and at the system’s heart is the generator or gen-set. This could consist of several gas turbines and/or diesel generators. However, various discrete systems and components complete the total package, such as alternators, regulators, transformers and switchgear.   

These additional components typically come from various manufacturers, and are usually designed to interface with a number of makes, models, and sizes of generators. As with any other mechanical or electrical components, all are potentially subject to failure, and have varying maintenance needs, at the very least requiring regular testing and servicing.

Ship categories and their power needs

Ships can fall into a number of categories, all with different uses and power needs. Cruise ships, for example,require massive electrical installations in order to power the shopping malls, entertainment centres, bars and restaurants on-board. One of the largest cruise ships in the world, the Allure of the Seas by Royal Caribbean, is 1,187ft (362m) long. Setting a new world record for the most passengers able to be accommodated, the ship can hold 6,360 passengers, 2,200 crew members and features 25 restaurants and 24 passenger lifts.  

Military vessels, in comparison, also have high power needs in order to run complex propulsion, life support and weapon systems. Failure of these systems in operation may have a devastating impact so it is extremely important to perform rigorous testing. 

Other types of ships include car and passenger ferries, oil tankers, nuclear ships and fishing vessels, all with specific power requirements. These systems must be able to operate at full power even in the harshest conditions, with all components working together to do their individual jobs

The issues created by increased vessel size

Operating these huge vessels requires complex electrical systems which need to be correctly and thoroughly tested. However, the stresses introduced by this level of operation cannot be simulated by discrete tests of a system’s numerous individual components: automatic transfer switches, switchgear, load-sharing centres, voltage regulators, alternators, electrical cabling and connectors, ventilation, cooling systems and fuel systems.

While the generators may have been tested at the factory, the variables of their interaction with other parallel-connected power generation units, load profile, ambient temperature, humidity, fuel, exhaust and cooling systems can be significantly affected by the installation.

A system-wide test is therefore the only way to ensure the individual components of any power generation system will work together harmoniously, whether for continuous production demands, or in emergency power outage situations.

Main engines and generators on board these vessels require a constant and reliable electricity supply to keep them going. Pumps driven electrically take in cold water from the ocean to cool engines, and also convey fuel from fuel tanks to the engine. Electrical power is vital for many operational functions – without it, ships literally come to a halt.

Large equipment such as propulsion motors and bow thrusters, requires electricity of high voltage. As for smaller machinery (cabin lights, galley equipment), the electricity goes through transformer and is thus stepped down into lower voltage. Large cables snake through the whole ship to distribute electrical power. They carry power from generators to switchboards, through passageways, public rooms, and crew and passenger cabins.

The correct and comprehensive testing of these systems at the commissioning stage is vital to ensure trouble-free propulsion, production, efficient power generation and the safety of personnel.

R+R – the role of resistive and reactive testing

A resistive-reactive load test of an installation’s power system can accurately simulate the system’s response to a changing load pattern and power factor (pf) demands, such as would be encountered during real world running conditions or in the event of standby genset having to operate.

Resistive-reactive load banks are used to test the engine/turbine generator set at its rated pf. In most cases this is 0.8 pf. The reactive component of the load will have a current that “lags” the voltage. The resulting power is described in two terms, the kW, or real power, and the kVA or apparent power. The combination of resistive and reactive current in the load will allow for the full kVA rating of the generator windings to be tested. Even though the genset is producing more kVA, it is actually not producing more kW. The “real” power (kW) required from the engine/turbine is essentially the same.

The inductive loads developed during reactive testing illustrate how any given system will handle the voltage drop in its regulator, paramount when paralleling generators. The test will also verify that this regulator is working properly. If not, its magnetic field could collapse, rendering the generator useless and preventing other generators in the system from operating efficiently in parallel. Resistive-reactive testing can also reveal additional stresses (and help predict pending failures) of a system’s switchgear, alternators, and other systems that resistive-only testing cannot.

It is clear that a procedure involving reactive as well as resistive testing is far more comprehensive and thorough than a resistive-only test, more accurately replicating the conditions likely to be faced in a real conditions, and so more readily identifying any potential source of a problem. Carefully managed reactive-resistive testing is therefore the only way to guarantee the operation of full-time or emergency power systems. 

Commissioning aside, which is invariably performed onshore, loadbanks have other uses on large vessels. Permanently installed loadbanks allow for comprehensive testing to be integrated into the maintenance procedures of emergency systems in particular. Oversized generators can be cleared of any carbon build-up with regular sessions of full load application, ensuring reliable performance when called upon for particular production cycles or an emergency.

What does the future hold ?

The need for testing these systems is supported by the American Bureau of Shipping (ABS), a classification society, with a mission to promote the security of life, property and the natural environment, primarily through the development and verification of standards for the design, construction and operational maintenance of marine-related facilities.

All major ship classification companies will have a close eye on competent testing more so then ever before with the recent growth in the industry. Through all levels of the shipbuilding journey from the ship owner, the ship builder and the ship insurer all parties must insure power on the ship has been tested adequately to avoid a disaster.

ENDS

Founded in 1983, Crestchic is one of the world’s leading specialist manufacturers of loadbanks which are used in the testing of power supplies in the most demanding climactic and environmental conditions across seven continents. Operating from locations in the UK, North America, China, Singapore, Netherlands, France, Germany and UAE, the company is at the forefront of innovation and design, with thriving sales and rental operations and a loyal and growing customer base worldwide. For further information call +44 (0)1283 531645.

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The work involved transportation and on-site management of a 20MVA loadtest operating at 11kV/60Hz utilising two 6MVA Resistive/Reactive and two 6MVA Resistive loadbanks. Completing the package, Crestchic also provided the associated multi-tap and fixed transformers, distribution equipment and over 100m of MV and LV cabling.

Simon Butler, Technical Support Manager at Crestchic, said: “We were contracted to test the turbines on the ‘Mien Shiff’, a TUI group luxury cruise liner, while it was at the Meyers shipyard in Finland.

“Our rental division worked tirelessly to ensure we met all customer deadlines, allowing us to boast a first-class service that we are very much renowned for across the marine and shipyards sectors.”

The UK rental team have successfully supplied loadbank packages to test all of the TUI group ships to-date on behalf of its industry partners.

Founded in 1983, Crestchic is one of the world’s leading specialist manufacturers of loadbanks which are used in the testing of power supplies in the most demanding climactic and environmental conditions across seven continents. Operating from locations in the UK, North America, Singapore, Netherlands, France, Germany, Brazil and Dubai, the company is at the forefront of innovation and design, with thriving sales and rental operations and a loyal and growing customer base worldwide.

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This is a quick-fix, and the best way to secure additional crane power, thereby increasing the number of containers that can be moved simultaneously.

Due to the increase in temporary power usage, Crestchic is witnessing an increased demand from container ports for a solution to the issue of ‘regenerative power’.

Power generation vs power regeneration

Generally, in power generation a variable frequency drive controls the motor by supplying it with energy which then powers the crane to lift its load.

In some applications the energy flow will be in reverse, that is, from the load, through the motor, back to the drive. This will occur if the load is giving up energy, such as when a crane is lowering its load, or a cable car is travelling downhill. If this ‘regeneration power’ is significant, the energy will return to the initial power source.

In most grid connected situation this regenerative power will be absorbed by the grid without any issues.

Damaging effects of regenerative power

If power regeneration happens in an ‘island mode’ application with a stand-alone power source, i.e. where a crane or cable car is being powered by a dedicated generator, it can have catastrophic effects on the asset.

The continued operation of the drive will maintain a voltage on the motor, so a magnetic flux will be present, but the phase of the currents will reverse, so energy – that is current – will flow into the drive from the motor, motorising the alternator and causing it to turn the opposite and incorrect direction.

This reversal can twist the shaft and cause alignment problems, both of which are irreversible problems and will damage the generator alternator and engine. The reverse power will make the voltage swell which will result in an unstable system and may cause damage to other loads, especially critical ones.

A loadbank solution for container ports

Introducing a resistive loadbank in to the circuit allows for the dissipation of the regenerated power. This means that the power coming from the crane load back towards the motor is stopped before it can reach the drive, thus negating the risk to generation equipment. The loadbank can rapidly respond and follow the returning regenerative load and ensure the genset sees only “good” load from the system. A simple, yet rapid and robust system based on CT signals, the Crestchic Regen system can operate constantly whilst also continuously varying the load to the generator at low (380-690V) or medium (3-36kV) voltages.

Specialising in loadbank manufacture since 1983, Crestchic has the knowledge and expertise to meet your requirements and exceed your expectations. We manufacture standard size resistive and reactive loadbanks and custom-designed and built loadbanks of any size at any voltage and frequency.

With sales and rentals offices in the UK, North America, Singapore, Netherlands, France, Germany, India, Brazil and Dubai, Crestchic are the largest loadbank specialists in the world.

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