Goed nieuws voor havensteden: hybride schip met 5 MWh

[Micele]

Oorspronkelijk geplaatst door brother paul

Ondanks de cascade wiskundefouten blijft de stelling staan dat die 5MW op een cruiseschip genoeg power is voor vijf minuten

De draad gaat niet over jouw denkbeeldig trolschip, maar over het plug in hybrideschip en in deze link staat dat 5 MWh goed is voor TOT 1 UUR aan 12 knopen te varen met de COLOR HYBRID.

De geplande route tussen Noorwegen en Zweden is volgens googlemaps veerbootroute 68,5 km ver.

The new vessel is planned to operate on the crossing between Sandefjord in Norway and Strømstad in Sweden from January 2020.

Dat is iets minder dan een kanaaloversteek naar Dover vanuit Duinkerke of vanuit Calais is Dover zelfs maar 44 km.

Maar in Noorwegen en Zweden moet je meestal langs een engere fjord (Sandefjord) met bebouwing waar die hybride gewoon electrisch kan varen, op open zee kan de diesel de batterijen deels bijladen of gewoon hybride bollen met betere efficientie, in de haven kan de boot aan de dikke prise, staat er allemaal in he.

https://www.ship-technology.com/proj...-hybrid-ferry/

Color Hybrid is a new plug-in hybrid ferry being designed by Ulstein Verft in Norway. Expected to become the world’s largest plug-in hybrid vessel, Color Hybrid is being developed as part of Color Line’s fleet-renewal programme to replace the company’s M/S Bohus ship.

Designed to run wholly on battery power, the vessel will be recharged either via a power cable from Color Line’s shore-based Sandefjord power facility, or by the ship’s onboard generators.

Steel-cutting for the hybrid ferry is planned in July 2017, and delivery is expected in May 2019. The new vessel is planned to operate on the crossing between Sandefjord in Norway and Strømstad in Sweden from January 2020.

The ferry’s capacity and onboard services are expected to be enhanced on the route between Norway and Sweden.

Color Hybrid ferry design details

Designed by Fosen Yard, the Color Hybrid ferry design was awarded the Next Generation Ship Award at the Nor-Shipping 2017 exhibition. The 160m-long hybrid ferry will be capable of accommodating 2,000 passengers, and between 430 and 500 cars.

The vessel’s battery package will offer approximately 5MWh, and can operate for up to 60 minutes at speeds up to 12k. The ferry can store up to 450m³ of fresh water and 1,500m³ of water ballast. It will also include a waste-heat-recovery system (WHR), in addition to energy-saving equipment.

Construction of the new vessel will meet Norway’s flag requirements and the Norwegian Ordinary Ship Register (NOR) standard.

Propulsion system

The ‘Ulstein hybrid propulsion concept’ is a combination of diesel-mechanical and diesel-electric systems and is more economical than the conventional diesel-electric system. It combines higher efficiency and better performance at high loads and excellent fuel consumption at low loads.

Color Hybrid battery charge and gas emissions levels

A shore power facility will be set up in Sandefjord and Norwegian ports used by Color Line’s to provide electricity for charging the ferry’s battery.

The new ferry will minimise the emission of harmful greenhouse gases or nitrogen and sulphur compounds into the atmosphere. The merging of high-voltage shore connection with the battery hybrid propulsion system will enable zero-emissions from the ferry.

The vessel will operate on battery power while entering and exiting the Sandefjord harbour to avoid the release of harmful gases or compounds near the town.

Color Hybrid engine details

The ferry will be equipped with Rolls-Royce’s Bergen B33:45L in-line diesel engines, which will be delivered in March 2018. The Bergen B33:45 diesel engines are available in six, eight or nine-cylinder variants. At 600kW a cylinder, the new engines offer reduced fuel consumption and emissions.

“The vessel’s battery package will offer approximately 5MWh, and can operate for up to 60 minutes at speeds up to 12k.”

With a 330mm bore and a 450mm stroke, the engine’s speed levels range between 450rpm and 750rpm for propulsion engines and between 720rpm and 750rpm for generator sets. The in-line engine cylinders have a power range between 3,600kW and 5,400kW.

The engines have a reduced fuel oil consumption rate and less visible smoke, complying with International Maritime Organisation Tier II and Tier III rules.

The cylinder unit comprises the head, liner, piston and upper conrod, which can be removed for overhaul in one unit.

Financing for the hybrid ferry

The new vessel is expected to be purchased with the aid of the Export Credit Agency (ECA) financing over a 12-year period from the delivery date.

GIEK (the Norwegian Export Credit Guarantee Agency) and DnB Bank have committed to provide guarantees or structure offers to Color Group, the parent company of Color Line, to fund 80% of the ferry cost, equal to approximately NOK1bn ($117m).

Die veerbootroute duurt normaal 2,5 uur:

https://www.colorline.com/sandefjord-stroemstad

Sandefjord-Strömstad

From Strömstad to Sandefjord in only 2.5 hours. Frequent departures, tempting food, on board entertainment and excellent shopping offers.

En verder lezen mag ook, behalve als je wil trollen over 6 km lange gordijnen lol

https://www.ship-technology.com/feat...trend-5769261/

Hybrids emerging worldwide

While the Color Hybrid is being marketed as the world’s biggest of its kind, it is by no means the first. Hybrid ferries are in operation in New York, San Francisco and Norway's Nærøyfjord basin, and in February Taiwan’s Kaohsiung City Government launched the electric ferry, Ferry Happiness, said to be the first in Asia. The vessel will serve the Cijin Island in Kaohsiung, and has been retrofitted with an electric propulsion system from Finnish company Visedo. According to reports, the Happiness will save more than 25,000 litres of fuel during every year of operation, while reducing local emissions.

Visedo CEO Kimmo Rauma said: “Given the geography, ferries are a vital mode of public transport across East and Southeast Asia but they are also the most energy intensive per kilometre travelled. Until now, diesel ferries have been a dirty but necessary part of life around harbours like Kaohsiung.”

"Hybrid projects are becoming more and more popular."

In the UK, shipbuilder Ferguson Marine has built a £12.3m diesel-electric hybrid ferry for CalMac to use on its Clyde and Hebridean routes. The Catriona’s hybrid system works by combining diesel power with electric battery power. Also in the UK, Wightlink’s new flagship ferry for the Fishbourne-Portsmouth route will use diesel-electric hybrid batteries, and many other projects are emerging across the globe.

A report, published by Siemens and Bellona in June last year, gave further weight to the hybrid argument, claiming that around 70% of the 180-strong Norwegian ferry fleet could be converted to battery or hybrid propulsion – 84 to all-electric and 43 to some form of hybrid technology.

"The most suitable vessels for hybrids are ferries, really,” explains DNV GL’s director of battery services and products, Narve Mjøs. “You also have offshore vessels but we see more and more ships becoming relevant. Over the last year or so we have seen an increase in interest from the cruise sector – particularly in cruise ferries.”

Saving on fuel and maintenance costs
....


Hybrids to become the norm?

There’s an undeniable sense of enthusiasm around hybrids. But, will that translate into firm orders? Can they become the norm, rather than the exception? “Absolutely,” says a confident Mjøs. “Look at the benefits. They outnumber the disadvantages,” which are, he claims, mainly based on the need to train crew to operate a new system.

Nesje agrees on both points, although adds the caveat: “Maybe in some segments you won't see batteries and hybrid systems becoming the norm. I think for big tankers crossing the ocean, maybe batteries are not there yet, but they can be a part of the system.”

But, will there be a time when batteries will be good for those big container ships, too? Nesje notes: “It is all about energy density. Fossil fuels are really dense, very energy dense, so you can store energy for a large ocean-going carrier. That's still not possible with the battery technology we have today."

"Much depends on the development of shore-side infrastructure."

The growth in hybrids will also depend on the development of the necessary infrastructure. A plug-in ship, for example, needs somewhere to recharge, much like an electric car. Just how much work is needed? “It's a very good question, and is extremely difficult to answer,” says Mjøs. Nevertheless, Nesje is optimistic and believes it is just a “matter of time” before real progress comes.

The shipping sector is also likely to feed off improvements in the automotive industry; “I don't think we would have seen this development in maritime, if we didn't have it in the automotive sector, in particular,” says Mjøs.

"Today we are starting to approach 100 ships worldwide that have batteries installed,” he continues. “That's hybrid ships, all electric ships, and plug-in hybrids. Increasingly it's the plug-in hybrid that is becoming popular, in the short term. The long term? More all-electric, I think, as the energy density increases and costs come down.”

No doubt, it’s an area that is generating more and more intrigue. If the business case is good, and it’s cost-effective, go ahead and do it, says Mjøs. A look across the globe – particularly to Norway – shows that many are heeding this advice.

De centen en de vraag naar betere lucht in havensteden gaan dat wel regelen.

[Henri1]

Oorspronkelijk geplaatst door Mambo

Onze motorboot, enfin van mijn zoon...is in herstelling.
Verbruik 100 liter benzine per uur.

Hoeveel Km heeft hij afgelegd met die 100 Liter ?

[Micele]

Nice, E-ferries in Taiwan.

De helft van de overzet kan puur electrisch, vuile dieselaandrijving eruit of retrofit.
Enkel nog een (minder vuile) diesel als generator om de batterijen op peil te houden voor de andere helft van de overzet. Hybride even.

Gemeten 33% dieselbesparing, maar ook 50% besparing is doenbaar.

De haveninwoners kunnen al wat minder vuile lucht ademen, idem minder lawaai, enz...

https://www.danfoss.com/en/service-a...rry-in-taiwan/

Danfoss powers Asia’s first E-ferry in Taiwan

Friday, May 25, 2018

Tackling marine emissions

The Taiwanese port city of Kaohsiung relies on its marine network to transport machined goods across its bustling harbor. It is the thirteenth largest in the world. Kaohsiung is typical of many harbor cities in Asia, where diesel ferries are a necessary part of life.

Yet this activity comes at a cost. With emissions from energy intensive ferries and heavy industries contributing to local air pollution. In nearby Hong Kong, air pollution kills an estimated 3,200 people every year.

There is a wider drive to improve air quality. Therefore, the Kaohsiung City Government tasked Taiwan’s Ship reducing emissions from its ferry fleet. They included Ocean Industries R&D Center (SOIC) as well to help.

Replacing diesel with electricity

SOIC required an efficient and cost-effective solution for reducing ferry emissions. They decided that a hybrid and electric power system was the best solution.

A major challenge for the new system was ensuring that it generated the required power to meet demand. Replicating the electric systems commonly used in large ships was not an option. The reason was that their bulky AC generation systems are unsuitable for small passenger ferries. SOIC needed a more manageable energy generation system that was smaller, lighter and yet robust.

Custom electrification solutions

Danfoss worked with SOIC to electrify a vessel on the popular Cijian Island passenger ferry route. It transports eight million passengers every year along the 650 meter route.

Launching from berth every 15 minutes, the 100-tonne, 23 meter-long Ferry Happiness transports 15,000 passengers every day using two 300HP diesel engines.

The Danfoss solution replaces the diesel engines with two Danfoss EM-PMI electric motors. They have synchronous reluctance-assisted permanent magnet technology – a smaller and more manageable solution than a diesel engine.

The drive power of the motors was then delivered using Danfoss EC-C1200 converters. One EC-C1200 converter was used as the DCDC-converter. It is used to control the discharging and charging of the Lithium Iron Phosphate battery during operation. Another converter was used as the active front end (AFE) to charge the battery. That was done directly from the city’s utility grid or from the ferry's existing diesel generators. So the ferry can be charged from the utility grid or can draw backup power from the diesel generators. The ferry's propulsion motors are also driven with separate EC-C1200 converters acting as motor inverters.

To achieve this, a Danfoss EC-C1200 converter was combined with sophisticated software to coordinate power flow. This means the EC-C1200 can perform different power conversion tasks. These are controlled by active load sharing technology from the power management system.

This single-component approach meant it was straightforward to retrofit the existing diesel engines. It reduced the size of the space required by the engine, and simplified spare part management.

Less fuel, reduced noise, fewer emissions and lower costs

In 2017, Danfoss delivered Asia’s first hybrid electric ferry, Ferry Happiness. And since then, it has become a model of excellence in e-transport in the region.

The new e-ferry is capable of a top speed of nine knots. Its Danfoss system ensures pure electric cruising for half the ferry’s operation time. This can easily be higher thanks to fast shore charging.

It is estimated that the electric power will save more than 25,000lt of fuel every year. Lowering diesel consumption also prevents the release of harmful emissions which will help to improve air quality in the region.

To date, the e-ferry has consumed around a third (33%) less fuel since energy now comes from shore power charging. It is estimated that the fuel saving could be cut by as much as a half. This is in comparison with the original diesel-powered ferry. Other benefits of the hybrid system include reduced operational noise and lower maintenance costs.

Following the success of this project, the Kaohsiung City Government plans to retrofit the rest of its diesel fleet. This is leading to reduce pollution levels around Taiwan’s largest harbor.

Asia’s first hybrid electric ferry captured headlines around the world. Especially in marine media: Marine Insight, Marine Link, Ship Technology, Ship & Bunker. As well as Business Green, Greenport, Charged EVs and Green Style.

Head of SOIC’s System Development ChihHung Lin says:

“The Kaohsiung ferries are a key part of the public transport, often playing the role that buses do elsewhere. Taiwan’s ‘Harbour Capital’ has long suffered from heavy air pollution. And was double Taiwan's national average for carbon dioxide levels a few years ago. In response, the Kaoshiung City Government committed to cleaning up its fleet. They are currently considering the possibility of replacing all 11 of its vessels with this new type of e-ferry. All of this has been made possible with the expertise of the Danfoss marine team in delivering custom electric drivetrain solutions.”

Danfoss Editron Vice President Kimmo Rauma says:

“Kaohsiung realized that emissions from its diesel ferry fleet were a major concern for the city. Therefore we were pleased to work with SOIC to deliver a unique solution. The expertise of our dedicated marine team has assisted in swapping noisy, dirty and expensive diesel for quieter hybrid electric power. With no compromise on power. We look forward to further collaboration with SOIC to electrify the rest of its fleet. As well as other e-ferry projects across Asia.”

Specifications

Project: Ferry Happiness

Customer: Taiwan’s Ship and Ocean Industries R&D Center (SOIC)

Location: Kaohsiung, Taiwan

Scope: Electrification of drivetrain and system upgrade for 100-tonne, 23m-long passenger ferry vessel powered by two 300HP diesel engines.

Solution: Replace diesel with two Danfoss EM-PMI motors with synchronous reluctance-assisted permanent magnet technology.

Power: Power delivered from batteries or AC generators via Danfoss EC-C1200 inverters, converted to a variable AC current to control propulsion. These include a fixed 400V AC output powering on-board microgrid, electronic devices or multiple DC voltage requirements.

Benefits: Estimated savings of 25,000lt of fuel annually, greatly reduced associated greenhouse and particulate emissions, reduced operating noise, reduced ongoing maintenance costs.

Men zou het niet denken maar dit is een (plug-in-)hybride ferry, zelfs te zien aan de letters op de foto:

[Micele]

Veel korter bij thuis zijn natuurlijk de ferries in UK naar bepaalde eilanden.

Onder andere ferry Portsmouth - Fishbourne (Isle of Wright):

https://www.wightlink.co.uk/pressrel...in-the-solent/

Wightlink’s new flagship pioneers hybrid technology in the Solent

Wightlink’s new flagship Victoria of Wight is on track to be the Solent’s ‘greenest’ ferry when she joins the company’s fleet on the Portsmouth-Fishbourne route in 2018.

Head of Safety, Barry Smith, has briefed an audience of shipping professionals at the Passenger Ship Sustainability Conference in Southampton on the latest technology being installed on board the vessel at the Cemre shipyard in Yalova, Turkey.

“This was a good opportunity to highlight our journey to become a more environmentally friendly operator, delegates were interested to hear about the benefits our new ship will bring in terms of improving efficiency while reducing noise and emissions,” he says.

Victoria of Wight is a hybrid battery ship using four manoeuvrable Voith Schneider propellers. The four main engines each have a generator attached to them. In other green features, waste heat from the engines will be used to heat the passenger areas and surplus energy from the lifts will also be recycled. The ship has low energy LED lighting and her hull has been maximised for fuel efficiency.

Barry described the progress of Wightlink’s £45million investment programme in the new ship and double-deck boarding ramps at both Fishbourne and Portsmouth at the conference.

“We first considered using liquefied natural gas (LNG) which is becoming popular with ferry companies in Scandinavia but there were issues in getting supplies of the fuel in Portsmouth. We have worked with engine suppliers Wartsila to come up with this hybrid battery solution to improve performance and fuel efficiency while reducing noise and emissions, which is good news for our neighbours and Wightlink” he explains.

“We look forward to welcoming her to the Solent and introducing her to our customers.”

Victoria of Wight will enter service in summer 2018. She is 90 metres long, and will carry 178 cars and up to 1,200 people.

Ze hebben ook aan LNG gedacht maar hebben dan toch voor hybride gekozen.

[brother paul]

Oorspronkelijk geplaatst door maddox

Op vol vermogen, wat zeker niet nodig is voor het normaal aandokken en afmeren van een schip.
Die 20 minuten rondtuffen aan lage snelheid in een haven, met sleepboten die helpen, no problemo.

gans die boot verbruikt in standby 10-20MW airco's lichten, keukens etc

[brother paul]

Oorspronkelijk geplaatst door Henri1

Hoeveel Km heeft hij afgelegd met die 100 Liter ?

zal speedbootje zijn
in elk geval; 100liter x 10kWh = 1MWh/uur, elektrisch zou dat 0.3MWh kunnen zijn

[Micele]

Ik was 11 jaar geleden 4 dagen in "agglomeratie" Stockholm, toen vaarden de vele ferries nog enkel op diesel.

Dit jaar begonnen ze dus ook electrisch, bovendien moeten ze ook een bepaalde ijsdikte (25 cm aan 4 kt) aankunnen:

https://www.rivieramm.com/news-conte...launched-22256

Stockholm ice-class battery hybrid ferry launched

08 Jan 2019

by Rebecca Moore

Stockholm shipping company Waxholmsbolaget has launched its first hybrid ice-going passenger ferry, powered by hybrid electric propulsion by Danfoss Editron

Stockholm-based shipping company Waxholmsbolaget has launched its first hybrid ice-going passenger ferry, powered by hybrid electric propulsion by Danfoss Editron.

The 27.5-m vessel, called Yxlan, was designed and built by Baltic Workboats to serve the Stockholm archipelago and is built to transport up to 150 passengers at a time.

The ferry has been designed to operate in ice up to 25 cm thick with the vessel ice-strengthened to ICE 1A, with a maximum speed of four knots in such conditions.

The vessel operates with permanent magnet motors, two diesel engines and a battery pack, and any combination of gensets and the battery bank can be used.

Baltic Workboats said that as the vessel will also operate in winter, there are requirements for insulation, waste heat recovery, and heat recovery of the exhaust air. The vessel is also equipped with an exhaust cleaning SCR system to further lower emissions.

Baltic Workboats said the vessel is configured to run with only two crew members with remote launching of life rafts and “high safety”. But it is possible to accommodate three members in their own cabins if required.

Dit is de grootste zeetour (Island hopping)


De korte ferrytrips in het centrum zullen nu wel electrisch worden:
https://www.stockholmpass.com/images...gh_MAY2017.jpg (groen)

[Tavek]

Oorspronkelijk geplaatst door quercus

Dat verbaast mij. Tijdens de laatste maanden van WO2 had Duitsland duikboten die zowel diesel als electro-motoren hadden voor aandrijving. De electro-motoren werden ingeschakeld bij strategische operaties onder water. Bij de Duitse capitulatie gaf Admiraal Donitz het bevel om alle exemplaren tot zinken te brengen. Dat lukte niet helemaal. Zowel de Amerikanen als de Sovjets wisten een intact exemplaar te bemachtigen. Het ontwerp van de eerste Amerikaanse nucleaire duikboot (Nautilus) werd door het Duitse type geinspireerd.

Dieselonderzeeers varen op electromotoren en hebben batterijen voor als ze stil moeten varen en dieselgenerator voor normale loop.

Bron: mijn bezoek aan een echte, in dienst zijnde, onderzeeer.

[Tavek]

Ik heb reeds een fjordencruise gedaan met een full electric schip.

Zalig. De stilte.

Kan het iedereen aanraden. De trip met de doempboot is veel minder aangenaam (doemp, lawaai, stank...).

[brother paul]

Oorspronkelijk geplaatst door Henri1

Hoeveel Km heeft hij afgelegd met die 100 Liter ?

Ik was aan het denken:
100l 1 MWh 30% rendement 300kWh
Dus dat speedbootje heeft 3 tesla100kwh batterijen nodig, of kost dan 100.000 euro extra...

Moesten ze nu eens een wetje,maken dat alles dat meer dan 33l per uur verbruikt eruit moet of elektrisch moet...

Dan zou een maserati , Porsche , Bentley, aston Martin
Al hun zuipmonsters moeten begrenzen.. of omzetten naar elektrisch

Vrachtverkeer zouden een paar zuipschuiten eruit moeten
Speedboten Idemdito