Page 37 - Next Generation 2015 - Digtial Issue

Next Generation Technology
admitted to flying frequently to Greece
to see owners.
The retrofits are likely to be the first
to take place, with the charterers and
Silverstream opting to use drydocks in
Singapore, the Middle East and Europe
rather than China.
Silverstream is very keen on
maintaining and protecting its intellectual
property rights for its unique underwater
cavity system.
The drydocking of Amalienborg took
14 days, but the next could be shorter.
The new retrofit projects would also
back up the ongoing data collection from
Amalienborg, says Mr Silberschmidt,
which has proven to be crucial in
convincing the sceptical industry of the
validity of the technology.
With months of operational data, the
Silverstream message is that this is now a
proven technology, not an aspiring one. It
is a technology that UCL Energy Institute
researchers say has passed through the
valley of death.
It has weathered the period when
it has computational data and perhaps
scale model results, but is waiting for
the first orders to come in to give it full-
scale results and the revenue to ramp
up production
The development of Silverstream,
which began life known as the Danish/
Dutch business DK Group, is an indication
of the growth of cleantech in shipping.
When operating as DK Group, the
company, and its then chief executive,
were boasting fuel savings of 15%
and over, while taking a much more
confrontational approach to shipping.
A change of management, and
fresh investment has helped develop
the product into one that can handle
more scrutiny.
“We have been smart,” says Mr
Silberschmidt about the new company,
which is now based in London.
Automation system regulates Compressors ll the ship’s
compressors depending on cavities with air at the
draught and speed required pressure
Super thin layer of micros bubbles trail behind each cavity
and merges into a single “air carpet” for the full at bottom
of the hull. This reduces frictional resistance
Fuel consumption can be
reduced by up to 10%
depending on vessel type
Source: Silverstream Technologies
HOW IT WORKS
Air lubrication works by using compressors to pump air under the hull of a
vessel. The air is pumped into a number of cavities towards the fore end of the
underside of the ship and a ‘carpet’ of very small bubbles then flows under the
rest of the hull towards the stern.
A ship’s engine is used to overcome the friction between a ship’s hull and
the water; the air carpet reduces that friction, making it easier for the ship to
pass through the water. Thus less power, and so less fuel, is needed to achieve
a set speed.
Mr Silberschmidt says the company always reports the net gains of
the system, which allows for the calculated energy needed to power the air
compressors.
There is also the possibility that the air carpet may have a positive effect on
biofouling or other deterioration of a ship’s hull, which can have a negative long-
term impact on energy performance.
“We set up more rigorous testing set of orders are in the water and have
and people can agree with our processes collected even more data to verify the
and we can manage expectations. We system’s performance.
have done things right.”
The company also has an order
And this could be good advice to for a cruiseship, so clearly targets that
other maritime cleantech firms. The market too.
temptation is always to overplay the fuel-
saving percentages, and to use spurious There are other makers of air
comparisons in favour of the percentages. lubrication systems. Mitsubishi in Japan
has developed one, but Silverstream
Mr Silberschmidt is now far more thinks it has now beaten this, with Mr
vocal about his confidence of the future. Silberschmidt asking where is their
He now believes he could win orders publicly available data to back up
for up to half of the newbuilding orders performance claims? Mitsubishi has
for large tankers, gas carriers and bulk so far not responded to requests for an
vessels in five years’ time, once the next interview or information.
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