OTB president Bob Hill said, 'We have identified a significant market niche for RailPower's hybrid technology. The operational benefits of reduced fuel consumption and maintenance costs will, we believe, be replicated in marine operations.

'A tug is very much a water-borne switcher with similar work profile.

Fuel and maintenance savings are, of course, a major incentive for vessel operators where high fuel usage is standard. However, port operators are increasingly looking for ways to substantially reduce emissions from marine activities. An assortment of workboat types, from river switchboats, to research vessels, to small passenger vessels can benefit greatly from this type of drive system. The retrofit possibilities can also be attractive to owners, allowing them to both save fuel and meet Tier II and III emission requirements on existing vessels.'

Jim Maier, RailPower president and CEO added, 'This is a natural extension of the use of our core technology, as it will apply readily into tugs and towboats. We will supply hybrid kits for OTB to integrate into their designs.'

The hybrid kit is basically a unitised battery pack charged by gensets. Many sizes are available up to a 2,000hp model and, depending on the service, it is more generator or more battery.

In a typical harbour tug duty cycle, running, for example, two 2,000hp battery packs, it would be possible to get a few hours work at 100% power or longer at reduced power. The tug can recharge or trickle charge as it works or run directly off the gensets. The tug can also be plugged in at dockside.

The no service batteries have a ten year life and a full replacement of them is claimed to be slightly less expensive than a 10 year overhaul of a diesel engine of the same capacity. Also claimed is a 40 to 50% fuel saving over conventional engine plant, maintenance costs halved, parts cost reduced, noise virtually eliminated, and compliance with the American Tier III emissions standards.

MJ Information No: 21723