FAQs FS MARINE+

1. Ex-Zone - Electrolyser, Pumps, Condensate Collector, Methanol Service Tank, Valves and Safety System

2. Lobby - Switchboard, CO2 System, Osmose Unit, Cooler and Aux.-Equipment
3. Methanol Storage Tank - Sizing : app 3% of the overall fuel consumption or 30% if fuel savings to be replaced by Methanol ( 1.000 MT FOC/month = 100 MT fuel savings / month = 30 MT Methanol/month )
4. Methanol Tank location - outside and not directly connected to Engine Room, Operation Stations & Steering Gear Room

• FS MARINE+ can be installed inside the ship where there is available space
• FS MARINE+ can be packaged as containerized turn-key system including Methanol storage for small scale applications up to 3.000 kW combined engine power in TEU and up to 6.000 kW in a FEU (subject to the bunker intervals )
• Larger Models are available with separate storage tank ( not included inside the container or as separate containers for the storage tank)

• 10 mt weight + Methanol fuel ( according to bunkerinterval and engine size)
• TEU 20 ft HC container with ca 6m x 2,4m x 2,8m (L/W/H)
• Easy to fit on most decks of vessels
• Weight for the system is more or less the same whether in a container or under deck

• Depending on ship setup app 3-6 days without Methanol Tank preparation and cable and pipe routing.

• In general all installations could be done during sea voyage by a flying crew and the vessel not need to be taken out of service.

• Dry-Docking is not required in general.

• Cable and piping routing to be carried out from FS Marine+ Unit to the engines/boilers and Control Station
• Bunker Station and Methanol Transfer system to be provided, the Methanol Tank to be blasted SA 2,5 & inerted by CO2
• Ex-Zone and ventilation system to be installed
• Water- & compressed air line to be installed

• YES, all requirements for low flashpoint fuels have to be fulfilled

• NO, the installation guidelines for low flash point fuels need to be applied, as methanol emulsion is essentially a low flashpoint fuel

• NO

• No any official external trainings to be arranged.
• The crew will be instructed and trained during the installation process.
• Crew and operator trainings could be arranged on demand.
• The solution works fully automatically controlled without any human intervention or special know-how of the crew.

• Visual inspection of the system during daily rounds
• Monthly torque control of the Electrolyser
• Pressure parameter control of the safety system ( automatically controlled )

• The scrubber/EGR efficiency will be increased
• Even higher fuel savings can be achieved with an emission after-treatment system as there is a trade-off between fuel-savings and emission reduction and if FUELSAVE is not aiming to also dramatically decrease emissions even higher fuel savings can be achieved
• Use of FS MARINE+ potentially even provides therefore a faster amortization and ROI on a rubber / EGR system.

• First 4-Stroke Engines in 2018
• First 2-Stroke Engines until 2020

• Into the Air Intake

• We are not replacing fuel by hydrogen as a piston engine is not meant for this and it would lead to “knocking” and damage the engine.
• We are injecting homeopathic quantities to improve the combustion process and influence it positively without any harm to the operating engine
• We have confirmed by independent verifiers in reports and analysis by DNV GL and Carl Baguhn Hamburg (CBH) the positive effects on the engine behavior and even confirmed in the laboratory of Rostock (FVTR) that the FS MARINE+ does not harm the operating engine.

• Injection happens into the hottest part of the air intake system, preferably behind the turbo charger

• App 3% of the total fuel consumption will be replaced by Methanol
• Methanol is used around 33% of the fuel that is being saved. - ie. when we have 15 % fuel savings we use 5% methanol (as reference indications)

• Yes, up to 10 % NET OPEX savings will be reached easily by combined fueloil & lube oil- and maintenance cost savings as confirmed from independent third parties in real life operation over 2,5 years.

• Expected FOC savings of app 10% requires a Methanol demand of app 3% of the FOC
• Bunker intervals as required by operator
• Methanol Tank capacity
  • app 3% FOC x bunker interval days x 1,3 = xx m³ tank capacity

• app 7% of the saved fuel will be replaced by water.

• FS MARINE+ comes equipped with a water de-mineralization and water filter
• The better the water the longer the lifetime of the electrolysis stack, however the system is monitoring water quality for the ideal system operation / lifetime and efficiency of the overall system.
• FS MARINE+ is designed to be used with distillate water, portable water or technical water. Other water is possible, but will require more filtration and monitoring for best system performance.

• A “full performance monitoring and reporting system” is part of the delivery if the system will be purchased with performance guarantee.
• Load and consumption parameters be recorded from all engaged consumers.

• Return the FS Marine+ Questionnaire to receive a feasibility study and a brief ROI calculation to define the business case and expected ROI for the customer
• The FS Marine+ System can be quoted without onboard pre-installation
• After providing some drawings (Engine Room & General Arrangement Plan) you can get an budget calculation and outline diagram
• On board inspection to be carried out before detailed design and binding quotation to be provided ( as long this ships type is unknown for FUELSAVE GmbH )

• Alternative a containerized FS MARINE+ System could be quoted for having an all-in one module that reduces the ship preparation works to the minimum and allows the system to be taken from one ship to the next one

• The delivery time for the FS Marine+ System from contract signing till delivery is app. 4-6 month depending on the ship design, class and flag state.
• Containerized solutions might be delivered on shorter notice depending on max. engine output.
• All pre-installation works on board have to be carried out in the meantime.

• FUELSAVE GmbH and their partners will be able to supply a turn-key system including all required pre-inspections, system design, sub-supplier arrangements, design updates, delivery and transports, installations, testing, commissioning and approvals on board.

• Total delivery and installation process after contract signing for single deliveries app. 3-5 month subject to prior sales and current contract situation – handled on a first come first serve basis.
• Deliveries for repeating vessels or containerized solutions will be adjusted accordingly.

• We can scale assembly and rollout in a team of 2 and are able to scale for 100s of installations with our team and partners within 3 months from order.

• YES, all types of fuels utilized in maritime vessels can be used with FS MARINE+ however the most benefit is to be seen in combination with liquid fuels such as diesel and heavy fuel oil (MDO / MGO / HFO)
• FS MARINE+ can be used with gas engines, however the benefits for fuel savings and emissions reductions are significant less than in liquid fuel engines.
• In general it is observed that the worse the fuel quality the bigger the effect and benefits achieved by FS MARINE+ , while we indicate the net savings based on the best available fuel to have the most defensive approach and be on the very safe side with our savings commitment towards our esteemed customers.

• NO, we do not foresee any special requirements for HFO and the worse the quality is the better the benefit of FS MARINE+
• The solution has been tested also in the laboratory already with HFO of the 500 class with Sulphur content of 2,27% and Diesel according to DIN 590

• In order to perceive the real net savings an energy balance has to be taken into account considering the input material used for the generated output to get to real net savings.
• Real-Measurement series VENICE with customer – please refer to the separate document detailing the measurement series in Venice

• In order to perceive the real net savings an energy balance has to be taken into account considering the input material used for the generated output to get to real net savings.
• FS MARINE+ has been proven in real life to achieve more than 16% net savings, not even taking into account the additional savings from the reduced maintenance and longer lube oil use and positive cleaning effects on the engine, etc.
• Real-Measurement series HAMBURG with independent third parties and customer and authorities – please refer to the separate document detailing the measurement series in Hamburg:

FS MARINE+ had the following requirements that have been addressed to the satisfaction of the class (DNV GL):

• Hydrogen handling
  • In absence of official regulations: combination of IGF code and guidelines for low flashpoint fuel apply)
  • Low flashpoint fuels have to be transferred through enclosed spaces with double walled pipes with second barrier monitoring

• Methanol handling
  • In absence of official regulations: guidelines for low flashpoint fuel apply
  • Low flashpoint fuels have to be transferred through enclosed spaces with double walled pipes with second barrier monitoring

• HazID
  • HazID has to be performed as part of the project and is included in the system price for the single ship approvals

Following parts have been addressed at the MV Annette and are subject to the specific customer vessel:

• Alarm System Integration
  • FS MARINE+ will be fully integrated into the existing alarm system

• Ventilations / Compressed Air / Water
  • FS MARINE+ is monitoring all components and interfaces (for voltage / current / pressure / temperature, etc.) of the auxiliary systems and is able to interact with the alarm system to provide corresponding notifications / alarms to the ship operator.

• FS MARINE+ had the following requirements that have been addressed to satisfaction of the flag state (Antigua & Barbuda):
  • A&B allowed the installation of the technology as long as the regulations of the class have been met

• FS MARINE+ can be integrated in the automation system for automatic system startup after a short period of time where all parameters are checked and verified to be in line with the expectations.

• NO, please refer to the separate document detailing the testing series at FVTR in Rostock.

• FVTR Rostock: >20 degrees Celsius (one test with 70 degree Celsius)
• Hamburg: >80 degrees Celsius
• Venice: >80 degrees Celsius

• NO, the positive effect to the ignition timing is related to the hydrogen injection only. The engine behavior improve and the combustion process extend to burn all injected fuel.

• As described above, the generated hydrogen quantities are very small and only produced on demand, directly injected & burned in the engine. Our safety systems prevents the production of hydrogen without running engine. Even if the engine would suddenly crash and immediately stop turning, there is no possibility of hydrogen concentrating above the critical limit of 4% in the charge air.

Kindly refer to the separate document for detailed explanations and differences and kindly see here a summary:

• The results from laboratory differ significantly from real-life measurements, which is easy to understand in the context and with the background and objective of the FVTR test series.
• The objective was to see tendencies for emission reduction and that there is no harm to the operating engine, since net savings have been confirmed already in real life measurements and we wanted to make sure that no engine manufacturer can claim we are damaging the engine and that we have scientific proof for it.
• Therefore at no point in the lab test the real values for dosification and input media have been used as in real life, but a range has been tested from A-Z with certain undefined set points.

Disadvantage & advantage

• The disadvantage is that 95% of the test series therefore looks naturally bad, as the set values are totally not correct and with the 5% the values are close but also not at all ideal. However is easy to understand as the whole range has been checked randomly and the tendencies could be seen.
• The advantage is that our specific set points and dosification values are not in the public domain and remain our specific IP. The tendencies shown and results achieved confirm the benefits achieved in real life measurements.

Random set points without ideal values

• In the test the FVTR used random setup points without ideal values for the input media, dosification and combinations of our FS MARINE+ system which we have intelligently configured through empirical know-how.
• The system has been tested through various random set points to get insights in the range and learn from the tendencies further aspects to be able to incorporate it and feed it back into the system design and configuration parameters.

• We analyzed the range and set points that are beneficial and where is no harm to the operating engine and were able to confirm that FS MARINE+ operates well within these limits.