Projektet Elektrifierad sjötransport av gods Norrland-Södertälje (ELINORR) utgår från behov av godstransport mellan varuägare, där möjligheter undersöks att ersätta traditionellt bränsle samt vägtransporter med sjötransport med hög grad av elektrifiering. Kunskap byggs för att snabba på realiseringen av elektrifierad sjöfart. Nyhetsvärdet berör elektrifiering av sjöfart på en längre sträcka, beaktanden för operation i is samt systemperspektiv inkluderande teknikutveckling, affärsmässiga val och infrastruktur. Projektet har genomförts av RISE, Scania, Northvolt, Berg Propulsion, Wallenius Marine, Wallenius SOL, AtoB@C, Södertälje hamn, Cavotec och Skellefteå hamn. Kostnadsberäkningar visar att ett nybyggt fartyg med hög grad av elektrifiering har stor potential att vara konkurrenskraftigt avseende årskostnad jämfört med alternativa landtransporter, under förutsättning att hastigheten hålls låg och kapacitetsutnyttjande högt. Anskaffningskostnaden för batterier är en stor kostnad. Att minska energiförbrukning och därmed hög verkningsgrad för skrov och framdrift är viktigt. Ett skrovkoncept är framtaget, där arrangemanget med två axlar och ställbara propellrar ger hög verkningsgrad genom vattnet. Med en elmotor på var axel uppfylls krav på redundans. Fartyget rymmer 15 battericontainrar och kan normala isfria perioder operera med batteriframdrift. Isgång till fullo på batteri motiveras ej pga batterikostnaden. När installerad batterikapacitet inte räcker kompletterar generatoraggregat energibehovet. Kommersiellt är fördelning av risker och kostnader essentiell. Aktiva val som ökar andrahandsvärdet är viktiga, såsom flexibilitet för att fartyget ska kunna gå på flera rutter. Även infrastruktur behöver beaktas för elektrifierad sjöfart. Hamnar bör ha tillräcklig kapacitet för snabbladdning och kompatibla laddningssystem. För att minimera stilleståndstid för fartyget behöver laddning kunna ske under lastning och lossning.

The project Electrified shipping of cargo between northern and southern Sweden (ELINORR) originates with a transport need between cargo owners, investigating possibilities to replace traditional fuel and road transport with shipping using a high degree of electrification. Knowledge is increased regarding electrification of shipping over a longer distance, considerations for operation in ice and system perspectives including technology, business and infrastructure. The project was conducted by RISE, Scania, Northvolt, Berg Propulsion, Wallenius Marine, Wallenius SOL, AtoB@C, Cavotec and the ports of Södertälje and Skellefteå. Cost calculations show that a new-built vessel with a high degree of electrification has great potential to be competitive comparing annual cost with alternative land transport, provided low speed and high capacity utilization. Investment in batteries is a large cost. Reducing energy consumption and thus increasing hull efficiency and propulsion is important. A hull concept was developed, with two shafts and adjustable propellers providing high efficiency through the water. An electric motor on each axle meets redundancy requirements. The ship can hold 15 battery containers and operate with battery propulsion during normal ice-free conditions. For ice-going, battery costs are prohibitive, therefore the propulsion system is a serial hybrid setup with internal combustion engines driving generators. Commercially, the allocation of risks and costs is essential. Resale value is important, including flexibility for the ship to operate alternative routes. Infrastructure needs to be considered. Ports should have sufficient capacity for fast charging and compatible charging systems. To minimize downtime the vessel needs to charge during loading and unloading.

Identifying an obvious non-fossil fuel solution for all ship types for meeting the greenhouse gas reduction target in shipping is challenging. This paper evaluates the technical viability, environmental impacts, and economic feasibility of different energy carriers for three case vessels of different ship types: a RoPax ferry, a tanker, and a service vessel. The energy carriers examined include battery-electric and three electro-fuels (hydrogen, methanol, and ammonia) which are used in combination with engines and fuel cells. Three methods are used: preliminary ship design feasibility, life cycle assessment, and life cycle costing. The results showed that battery-electric and compressed hydrogen options are not viable for some ships due to insufficient available onboard space for energy storage needed for the vessel’s operational range. The global warming reduction potential is shown to depend on the ship type. This reduction potential of assessed options changes also with changes in the carbon intensity of the electricity mix. Life cycle costing results shows that the use of ammonia and methanol in engines has the lowest life cycle cost for all studied case vessels. However, the higher energy conversion losses of these systems make them more vulnerable to fluctuations in the price of electricity. Also, these options have higher environmental impacts on categories like human toxicity, resource use (minerals and metals), and water use. Fuel cells and batteries are not as cost-competitive for the case vessels because of their higher upfront costs and shorter lifetimes. However, these alternatives are less expensive than alternatives with internal combustion engines in the case of higher utilization rates and fuel costs.

Wind propulsion systems (WPS) are major investments and the decision to install them requires careful consideration of many complex questions. In this paper we present a systematic, scientific methodology to assess the benefits and drawbacks of such systems at the early concept stage of a vessel. The purpose is to provide guidance for shipowners and operators and help them make informed decisions. The proposed method was developed into a Software tool called ‘SEAMAN Winds’ and has been correlated to full scale results. The program draws on our large database of model tests, and CFD of hulls and wind propulsion technologies. It uses the intended trading routes of the vessel as an important input, typical output data are: a) performance values (ship speed, power requirements etc.) b) environmental parameters (CO2 avoided, EEDI and EEXI reduction, carbon intensity indicator) c) financial metrics (bunker savings, payback time for installation of WPS) Potential applications of the method include making the business case for one particular WPS or investigating in how far certain systems are more suited for a specific route than others.

Possible pathways to reach the International Maritime Organization’s GHG emissions reduction targets for international shipping include selecting zero-carbon or low-carbon fuels or propulsion technologies, reducing the average speed, and reducing fuel consumption. This study investigates the use of wind as a zero-carbon propulsion source for an ocean-going car carrier and compares it to conventional and low-carbon fuel options. Specifically, the study assesses the life cycle climate impact and cost of a car carrier using a fixed sail wind propulsion system and compares it to a car carrier without wind propulsion system using alternative fuels in internal combustion engines. Life cycle assessment and life cycle costing are used, and the study utilizes technical data and cost information from scientific literature and reports. Preliminary performance routing data for the case study vessel is also used. Total GHG emissions as well as annual and total cost of ownership is significantly reduced by using free and abundant wind as the main propulsion energy source on a modern ship specifically designed for wind propulsion. Using a preliminary performance routing in the North Atlantic, the wind-powered car carrier can reduce fuel consumption by 80% compared to a ship without sails using the same hull. Although the addition of a wind propulsion system comes at a higher initial investment cost and increased GHG emissions from construction and scrapping, the reduction in fuel consumption creates significant financial and environmental gains.