Hybrid Ferries
Transport Knowledge Transfer Network5th December 2012
Andrew Flockhart – Caledonian Maritime Assets Ltd
CMAL Hybrid Ferries
HISTORY
• old ferries, some over 40 years • ageing infrastructure
• economic uncertainty• Environmental challenges
Port Ellen - Islay
CaledonianMaritime AssetsLtd
Owns or operates 24
harbours
30 ferries – average age
22yrs
MV Eigg built in 1974
Importance of lifeline ferries
CMAL HYBRID FERRIES
Reasons for Hybrid Propulsion System•Reducing Emissions•Possibly zero emissions in harbour as vessel will be powered by batteries or shore supply while in harbour mode•Energy Savings•Fuel Savings, on existing vessels there are periods of low load running, which can increase SFOC by 5-10%•Reduced Operating Costs•Reduced noise when operating on batteries•Flexible and efficient operation, excellent redundancy•Less Installed Power by optimising machinery selection•The batteries onboard the vessel could be charged overnight from a shore supply, could be a wind turbine or from a source of renewable power (Hydro or Wind Farm).
The Future - Hybrid Ferries
1: 8 Slipway
Hybrid Passenger/Car Ferry
Hybrid Passenger/Car Ferry
Main Dimensions
Length Overall 43.5m
Length between PP 39.6m
Breadth (moulded) 12.2m
Draught 1.6m
Capacities
Deadweight 140 tonnes
Cars 23
HGVs 2
Passengers 150
Crew 3/4
Speed 9 kts
Model Tests
Service Speed 9.0 ktsRequired power and Propeller Revolutions at Design Draught:
Trial Conditions, BF2Draught (m) PD (kW) N (rpm)1.60m 258.7 87.4
DAILY DUTY CYCLE
Hybrid Ferries Project
1-5%
6-10%
11-15%
16-20%
21-25%
26-30%
31-35%
36-40%
41-45%
46-50%
51-55%
56-60%
61-65%
66-70%
71-75%
76-80%
81-85%
86-90%
91-95%
96-100%
3%
24%
13%
5%
9%12%
10% 11%9%
0%3%
0% 1% 0% 0% 0% 0% 0% 0% 0%
Sconser - Raasay RouteDaily Average Duty Cycle
Percentage of day at Power Range
Percentage of Available Power
FUEL CALCULATIONS – DIESEL ELECTRIC
Hybrid Ferries Project
Diesel Electric 3 x 360kW EnginesMax Propulsion
Power 9 knots MAN PORT OVERNIGHT
DAILY HOURS 25% 2.5% 15.5% 57%
DAILY HOURS 6.0 h 0.6 h 3.7 h 13.7 h
SHAFT POWER 750 kW 267.5 kW 120 kW 72 kW
kWh
MAIN ENGINE POWER (MCR) 360 kW 360 kW 360 kW 360 kW
NUMBER CONNECTED 3 1 1 1
TOTAL INSTALLED ME POWER (MCR) 1080 kW 360 kW 360 kW 360 kW
TOTAL ME POWER DEMAND 848 kW 322 kW 144 kW 87 kW
MAIN ENGINE LOAD 79% 89 % 40 % 24 % Total
FUEL CONSUMPTION (litres/day)
434 litres/day 23litres/day 85 litres/day
Estimated Total Daily Fuel Consumption 542 litres/day
TIMETABLE : SCONSER – RAASAY ROUTE
Timetable
30 March 2012 to 20 October 2012
RAASAY SCONSER - RAASAY
SCONSER RAASAY RAASAY SCONSER
Depart Arrive Time from Dep - Arr Transit Man At Slip Total Time from Dep
- Dep Depart Arrive Time from Dep - Arr Transit Man At Slip Total Time from Dep -
Dep
MON-SAT - - - - - - - - 07:55 08:20 00:25 20 2 8 30 00:30
08:25 08:50 00:25 20 2 8 30 00:30:00 08:55 09:20 00:25 20 2 8 30 00:30
A On Sat only, will dep Sconser 09:25 09:50 00:25 20 2 8 30 00:30:00 09:55 10:20 00:25 20 2 8 30 00:30
at 1830 arrive Raasay 1855 10:25 10:50 00:25 20 2 8 30 00:30:00 10:55 11:20 00:25 20 2 13 35 00:35
B Saturdays only 11:30 11:55 00:25 20 2 23 45 00:45:00 12:15 12:40 00:25 20 2 23 45 00:45
13:00 13:25 00:25 20 2 8 30 01:30:00 14:30 14:55 00:25 20 2 8 30 00:30
15:00 15:25 00:25 20 2 8 30 00:30:00 15:30 15:55 00:25 20 2 23 45 00:45
16:15 16:40 00:25 20 2 23 45 00:45:00 17:00 17:25 00:25 20 2 13 35 00:35
17:35 18:40 01:05 20 2 8 30 00:30:00 18:05 18:30 00:25 20 2 18 40 00:40
18:45 19:10 00:25 20 2 8 30 01:45:00 20:30 20:55 00:25 0 0 0 0 00:30
21:00 21:25 00:25 0 0 0 0 - - - - - - - - -
180 18 102 180 18 122
Transit Time: 20mins Manoeuvring Time: 2mins At Slip: 8-23mins
TIMETABLE - kWh
Timetable30 March 2012 to 20 October 2012
RAASAYSCONSER - RAASAY Load Estimates mins Hrs kW
Transit Total/Day 360 6.00 Transit 353.92
Man Total/Day 36 0.60 Manoeuvre 152
At Slip Total/Day 224 3.73 At Slip 104At Pier 0 0.00 0
Overnight/Day 820 13.67 Total/Day 1440 24.00
Mins Hrs/Day kWh/day Hrs/Year
Transit total 360 6.00 2123.52 2190.00 Man Total 36 0.60 91.20 219.00 At Slip Total 224 3.73 388.27 1362.67 At Pier
Total for Operational Day 620 10.33 479.47 3771.67 Overnight 820 13.67 4988.33
Total 1440 24.00 2602.99 8760.00
36.13% of operational day at slip
Transit : 2124 kWh/day
Manoeuvring : 91 kWh/day
At Slip: 388 kWh/day
Total : 2603 kWh/day
Estimated Loads(including losses)
Transit 354 kW
Manoeuvre 152 kW
At Slip 104 kW
36% of Operational Day at Slipway
HYBRID MACHINERY ARRANGEMENT
Voith Propelle
r
Genset x 1
Genset x 2
Aft Engine Room
Fwd Engine Room
Aft Prop Room
Fwd Prop Room
PropMotor
PropMotor
BatteryCompt
BatteryCompt
Voith Propelle
r
MainSwbd
PropMotorVSD
PropMotorVSD
SERIAL HYBRID SYSTEM
ShoreSupply
M
PROP 1 PROP 2
M
DC Link
Ships Service
Ships Service
Battery Bank
350kWh
Ship's
ServiceShoreSupplyG1 G2 G3
Emer Swbd
M2MM1
MProp 2MProp 1
375 kW0 – 015 RPM
375 kW0 – 65 RPM
375 kW 375 kW
3 x 330kW Generators
400V, 50Hz, 3ph Cos Ø = 0.9
DC LinkBatteryBank
350kWh
VariableSpeedDrives
Solid State Generator
Solid State Generator
AC
DC
DC
AC
Battery
)
ShoreSupply
Mode 1 - Generator
Mode 2 - Generator + BatteryMode 3 - BatteryMode 4 -
Battery charging
Hotel
Generator
VariableSpeedDriveRating of Shore Power:
400V 3ph 50Hz, 125A
PROPULSION MACHINERY OPTIONS
Hybrid Ferries Project
PropulsionMotor
INNOVATIVE SHIP POWER DISTRIBUTION NETWORK
Generators 330kWMain Switchboard
Variable Speed Drives
Lithium Ion Batteries
Lithium Ion Batteries
Propulsion Electric Motors
Voith Schneider Propulsion Units
Lithium Ion Batteries directly connected to DC Link.No additional electronics or voltage conversions required.
Plug -in for Overnight Charging
GENERATING SETS
Hybrid Ferries Project
Volvo Penta Marine Generating Set: Quantity - 3 Engine Type D13 MG SFOC 191 g/kWh Rated Power 360 kWm Alternator Type Stamford HCM534D 400V, 3ph, 50Hz 332 kWe 368 kVA 0.9 Power Factor Weight 3185 kg
VOITH SCHNEIDER PROPULSION UNITS
Hybrid Ferries Project
Voith Schneider Propulsion Units: Quantity - 2 Type: 16 R5 EC/90-1 No of Blades - 5 Blade Length – 900mm Rated Power 375 kW Weight 6700 kg Input Speed – 605 RPM
C:\Users\janderson.CMALDOM\Desktop\iVSPVoithSchneiderPropellerProgramm3.exe
VARIABLE SPEED DRIVES
Hybrid Ferries Project
Variable Speed Drives: Quantity – 2 0.99 Power Factor Efficiency >98% Weight kg
BATTERY COMPARISON
Hybrid Ferries Project
Lead Acid Lithium Ion
Depth of Discharge 50% 80%
Cycle life at 50% Depth of Discharge 1000 8000
>3000 @ 80% DoD
Energy Density 20 Wh/kg 100 Wh/kg
Charge Efficiency 60% 95-99%
Maintenance Maintenance required Maintenance Free
LITHIUM ION BATTERY TECHNOLOGY
Hybrid Ferries Project
ModuleCellsCell Pack
LITHIUM ION BATTERY STRING
Hybrid Ferries Project
108 Batteries, 54 in series, 2 sets in parallel
INNOVATIVE SHIP POWER DISTRIBUTION NETWORK
Hybrid Ferries Project
The hybrid diesel electric propulsion system will use at least 20% less fuel than a diesel mechanical propulsion system operating at design speed and with the vessel fully loaded, resulting in at least a 20% reduction in CO2 emitted by the Vessel.
At lower speeds and light loaded conditions; greater fuel savings can be achieved and a greater reduction in CO2 emissions.
On days with reduced numbers of crossings it will be possible to operated on batteries only for some crossings.
In port the vessel is capable of operating on batteries only, zero emissions.
CMAL HYBRID FERRIES
Hydrogen Ferries Feasibility Project
In new class B, C and D and existing class B ships, and new ships constructed on or after 1 January 2003 with a length of 24 metres and above, a double bottom shall be fitted extending from the forepeak bulkhead to the afterpeak bulkhead as far as this is practicable and compatible with the design and proper working of the ship.
RULES & REGULATIONS
Double Bottom760mm High
Caledonian Maritime Assets Ltd - HYBRID FERRIES
Lithium Ion Batteries
20% reduction in emissions
Now
Launch Date 17th December 2012Ferguson Ship Builders – Port Glasgow
Future?
Fuel Cells?
100% reduction in emissions
Hybrid FerryOther Energy Efficiency Measures
Alternative Fuels (Biodiesel, LNG)
Energy Saving Lighting
Speed Control for Main Pumps and Ventilation Fans
Optimised Hull Design
Improved Hull Coatings
Lightweight Construction (Aluminium and other composite materials)
Improved Insulation Materials
Solar Panels
Fuel Cells (marine commercial units under development)
Feasibility Study
CMAL have been commissioned to carry out a feasibility study for Scottish Enterprise to evaluate the technical and commercial possibilities of using hydrogen fuel cells to enable the development of zero emission ferries
Consortium, CMAL, Logan Energy, St Andrews University and SHFCA
FUEL CELL
Capacity 125 – 150 kW Units
Quantity?
Size 1530mm x 871mm x 495mm each
Weight 404 kg each
Type of Fuel?
Lifetime?
Cost of fuel cell, tanks, integration etc?
Location on ship?
FUEL
Availability?
Cost?
Storage Tank Size?
Storage Tank Pressure?
Quantity of Fuel required?