Periodic Reporting for period 4 - E-ferry (E-ferry – prototype and full-scale demonstration of next generation 100% electrically powered ferry for passengers and vehicles)
Período documentado: 2019-06-01 hasta 2020-05-31
E-ferry is a project supported by the European initiative Horizon 2020 and involves the design, building and demonstration of a fully electrically powered car- and passenger ferry that is able to cover distances up to 7 times as long as current electrical ferries (up to 22 nautical miles).
The E-ferry project is a partnership between Ærø Kommune (a small Danish island municipality), Soeby Shipyard, Naval Architects Jens Kristensen, Tuco Yacht, Visedo Oy, Leclanché GmbH, Leclanché SA, The Danish Institute of Fire and Security Technology, The Danish Maritime Authority and The Hellenic Institute of Transport, all working together to develop a vessel which meets all international safety requirements for car and passenger ferries operating in coastal areas, so that the overall emission and pollution caused by waterborne transportation can be reduced in the future.
The E-ferry project addresses the societal problem of waterborne pollution, by demonstrating the feasibility of a 100% electicrally driven passenger and car ferry for medium-range distances. Being fully electric and charged with green electricity, The E-ferry will provide zero Co2 emission transportation for e.g. island communities.
The E-ferry project is a partnership between Ærø Kommune (a small Danish island municipality), Soeby Shipyard, Naval Architects Jens Kristensen, Tuco Yacht, Visedo Oy, Leclanché GmbH, Leclanché SA, The Danish Institute of Fire and Security Technology, The Danish Maritime Authority and The Hellenic Institute of Transport, all working together to develop a vessel which meets all international safety requirements for car and passenger ferries operating in coastal areas, so that the overall emission and pollution caused by waterborne transportation can be reduced in the future.
The E-ferry project addresses the societal problem of waterborne pollution, by demonstrating the feasibility of a 100% electicrally driven passenger and car ferry for medium-range distances. Being fully electric and charged with green electricity, The E-ferry will provide zero Co2 emission transportation for e.g. island communities.
The E-ferry project lasted a total of 60 months.
During the first 48 months, the E-ferry project focused firstly on developing the technological innovations that were necessary for the E-Ferry, secondly on constructing the E-ferry accordingly, bringing all parts together and finallly have the vessel as a whole surveyed by Class and Maritime Authorities, for approval.
In August 2019, the E-ferry was put into ordinary operation by ferry operator Aeroe-ferries, on the route from Søby-Fynshav in the Southern Danish part of the Baltic Sea, between the island of Aeroe and the mainland.
The E-ferry is a single-ended, drive-through ro-ro passenger ferry with the following particulars:
Principal dimensions:
Length, oa 59,4 m.
Length, bp 57 m.
Breadth, moulded 12,8 m.
Depth, moulded 3,70 m.
Gross tonnage 996
Displacement 933 t.
Design, draught 2,5 m.
Design, deadweight 187 t.
Lightweight 746 t.
Deck space 458 m2
Deck capacity 1,75 t/m2
Service speed 13,5 kn.
Max speed 14,2 kn.
Capacity and crew
Lane length vehicle deck 145 m.
Number of cars 31
Number of trucks/trailers 5
Number of passengers 147/196
Number of crew 3/4
Power and propulsion
Main engines 2x700 kW
Thruster engines 2x250 kW
Nominal battery capacity 4.3 MWh
Charging effect 4 MW
Classification and approvals
Flag Denmark: Approval basis DMA Notice D, RO Directive 2009/15EC, RO regulation (EC) 391/2009, SOLAS Chapter II-2, IMO MSC.1/Circ. 1455
Classification society DNV GL: Notations 1A1 Car ferry B, Battery(Power), E0, Ice©, PWDK R3
After a year in operation, the E-ferry concept has proven to meet all expectations. The E-ferry currently operates up to 7 return trips between Søby and Fynshav per day, making each leg of the crossing in 55-60 minutes. After a return trip, the E-ferry re-charges its batteries in Søby for 15-30 minutes, topping the batteries up again for another trip, and only fully re-charging during the night, so the E-ferry is ready for another day of sailing. For a return trip crossing, the E-ferry uses an average of 1600 kWh of energy from the batteries, this relative low amount of energy used is thanks both to the energy efficient design of the hull, the light weight equipment on board, as well as to the fact that the overall systems from charging on shore through to propellers on ship are extremely energy efficient, with a total loss from 'well-to-propel' of around only 10%.
During the first 48 months, the E-ferry project focused firstly on developing the technological innovations that were necessary for the E-Ferry, secondly on constructing the E-ferry accordingly, bringing all parts together and finallly have the vessel as a whole surveyed by Class and Maritime Authorities, for approval.
In August 2019, the E-ferry was put into ordinary operation by ferry operator Aeroe-ferries, on the route from Søby-Fynshav in the Southern Danish part of the Baltic Sea, between the island of Aeroe and the mainland.
The E-ferry is a single-ended, drive-through ro-ro passenger ferry with the following particulars:
Principal dimensions:
Length, oa 59,4 m.
Length, bp 57 m.
Breadth, moulded 12,8 m.
Depth, moulded 3,70 m.
Gross tonnage 996
Displacement 933 t.
Design, draught 2,5 m.
Design, deadweight 187 t.
Lightweight 746 t.
Deck space 458 m2
Deck capacity 1,75 t/m2
Service speed 13,5 kn.
Max speed 14,2 kn.
Capacity and crew
Lane length vehicle deck 145 m.
Number of cars 31
Number of trucks/trailers 5
Number of passengers 147/196
Number of crew 3/4
Power and propulsion
Main engines 2x700 kW
Thruster engines 2x250 kW
Nominal battery capacity 4.3 MWh
Charging effect 4 MW
Classification and approvals
Flag Denmark: Approval basis DMA Notice D, RO Directive 2009/15EC, RO regulation (EC) 391/2009, SOLAS Chapter II-2, IMO MSC.1/Circ. 1455
Classification society DNV GL: Notations 1A1 Car ferry B, Battery(Power), E0, Ice©, PWDK R3
After a year in operation, the E-ferry concept has proven to meet all expectations. The E-ferry currently operates up to 7 return trips between Søby and Fynshav per day, making each leg of the crossing in 55-60 minutes. After a return trip, the E-ferry re-charges its batteries in Søby for 15-30 minutes, topping the batteries up again for another trip, and only fully re-charging during the night, so the E-ferry is ready for another day of sailing. For a return trip crossing, the E-ferry uses an average of 1600 kWh of energy from the batteries, this relative low amount of energy used is thanks both to the energy efficient design of the hull, the light weight equipment on board, as well as to the fact that the overall systems from charging on shore through to propellers on ship are extremely energy efficient, with a total loss from 'well-to-propel' of around only 10%.
The E-ferry is the first of its kind: a fully electric newbuilt ferry that can cover distances of more than 20 nautical miles between charges.
The evaluation has shown that the E-ferry reduces the island of Aeroe's annual emissions with more than 2.500 tons of CO2 when compared to a similar vessel with diesel-electric technology. Compared to existing vessels in the Aeroe-ferries fleet, the reduction/saving is just below 4.000 tons. Savings on other GHG and particular matters are equally great: 14.300 - 70.800 kg of NOx, 1.550-2.400 kg SO2, 1.800-3.000 kg CO and 500-1.500 kg of PM.
Economically, the E-ferry and its technology is also beneficial: Especially due to the lower energy use and cost (50-70% per trip depending on what technology is compared with), but also due to reductions in manning (12-30%) and maintenance (37%), the E-ferry is significantly cheaper to operate than any exisiting or future ferries with conventional diesel-based propulsion (including diesel-electric systems), at between 24-36% reduction in overall operating costs. Thus, though the E-ferry is between 16-24% more expensive to build than its conventional counterparts, in particular due to the costs required to establish the charging infrastructure, these additional costs would be paid off within 4-5 years, after which the E-ferry will be introducings savings every year of its subsequent operation. Even when taking into consideration the need to possibly replace the battery bank(s) up to twice duting an estimated 30-year lifespan of a vessel, the total life costs of the E-ferry will be between 15 and 25 % lower than, respectively, a similar new built diesel electric vessel and an existing older diesel-driven vessel.
The evaluation has shown that the E-ferry reduces the island of Aeroe's annual emissions with more than 2.500 tons of CO2 when compared to a similar vessel with diesel-electric technology. Compared to existing vessels in the Aeroe-ferries fleet, the reduction/saving is just below 4.000 tons. Savings on other GHG and particular matters are equally great: 14.300 - 70.800 kg of NOx, 1.550-2.400 kg SO2, 1.800-3.000 kg CO and 500-1.500 kg of PM.
Economically, the E-ferry and its technology is also beneficial: Especially due to the lower energy use and cost (50-70% per trip depending on what technology is compared with), but also due to reductions in manning (12-30%) and maintenance (37%), the E-ferry is significantly cheaper to operate than any exisiting or future ferries with conventional diesel-based propulsion (including diesel-electric systems), at between 24-36% reduction in overall operating costs. Thus, though the E-ferry is between 16-24% more expensive to build than its conventional counterparts, in particular due to the costs required to establish the charging infrastructure, these additional costs would be paid off within 4-5 years, after which the E-ferry will be introducings savings every year of its subsequent operation. Even when taking into consideration the need to possibly replace the battery bank(s) up to twice duting an estimated 30-year lifespan of a vessel, the total life costs of the E-ferry will be between 15 and 25 % lower than, respectively, a similar new built diesel electric vessel and an existing older diesel-driven vessel.