ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Tri-city & Gdańsk Bay water transport
Analysis of the possibility of using a hybrid drive in a selected vessel in Gdańsk and the Gdańsk Bay
Project Partner: Łukasiewicz Research Network - Electrotechnical Institute (Ł-IEL) 28 Mieczyslawa Pożaryskiego St. 04-703 Warsaw, Poland https://iel.pl/en/
Authors: mgr inż. Piotr Bogusławski dr hab. inż. Krzysztof Tomczuk, prof. IEL
Gdańsk, May 2021
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
The contents of this study are the sole responsibility of the author[s] and can in no way be taken to reflect the views of the European Union, the Managing Authority or the Joint Secretariat of the South Baltic Cross-border Cooperation Programme 2014- 2020.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Contents
1. Introduction 5 2. Water trams 6 2.1. Water trams in Gdansk 6 2.2. Water trams on Zalew Wiślany 7 2.3. A hydrofoil 9 3. Ferries 10 3.1. Passenger ferry on the Motława 10 3.2. The Świbno ferry 11 4. Small ships 13 4.1. Catamarans 13 4.2. Small passenger ships 15 4.3. Inshore ships operated by Żegluga Gdańska 17 5. Other activities in Pomorskie 21 5.1. Small business market in the Tri-city area 21 5.2. Research activity – hydrodrone devices 22 6. Energy consumption estimates 23 6.1. Fuel consumption of diesel engines 24 6.2. Example of the flow resistance estimate 25 6.3. The Świbno ferry example 26 7. Surveys and some statistical data 29 8. Conclusions 32 9. References 34
Appendix
Analysis of the possibility of using a hybrid drive in a selected vessel in Gdańsk or in the Gdańsk Bay 36
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Tri-city & Gdańsk Bay water transport
1. Introduction This prefeasibility study shows the main examples of water transport in the Tri-city & Gdańsk Bay and in their near vicinity. There is great development potential, most importantly in terms of tourism and freight traffic, but these demand investment in the fleet and in modernisation of neglected infrastructure [1]. This study focuses on existing connections on waterways served by vessels and ferries whose main drives can be electrified or powered from alternative energy sources, with low noise and low emissions.
Fig.1. Gdańsk Bay – the gulf in Poland shown on-line: https://www.google.pl/maps/@54.5273876,18.7487353,9z?hl=pl
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Fig.2. Water tram SONICA (photo Grzegorz Mehring/www.gdansk.pl)
2. Water trams
2.1. Water trams in Gdansk
The ships named SONICA and SONICA I, produced in Russia according to the P-118 design and Fontanka type, are registered in the Inland Navigation Office in Gdańsk [2, 8]. Normally these ships make up to 12 trips per day (a trip is a trip when a route is covered from the starting point to the end point). The basic parameters of these vessels are as follows: - total length 20.5m, - width 5.5m, - draught 0.6m, - water jet drive (after modernisation thrusters were installed on the prow), - engine type JAMZ-238G with a power of 132kW, V8 configuration, capacity 14.86L, max. torque 883Nm at 1500 rev/min, - transport capacity up to 50 passengers + 5 bicycles, - shipowner Żegluga Gdańska.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
In 2018, 65,627 passengers and 2451 bicycles used the water tram at a cost of approx. PLN 2.3mln [3]. In the picture below is a map of Gdansk with the routes of the F5 and F6 water tram lines marked.
Fig.3. Water tramway routes
2.2. Water trams on Zalew Wiślany
The m/s Generał Kutrzeba serves as the water tram on the S3 line from Tolkmicko to Krynica Morska (below). The journey lasts 30 min one way. The ship’s length is 15m, width 4.6m, height 3.5m and average speed 14km/h. It carries up to 110 passengers [23-25].
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Fig.4. Water tram on Zalew Wiślany (https://www.mierzeja.pl/tramwajwodny)
Map of the S3 water tram line from Tolkmicko to Krynica Morska (the route is 8km long)
Fig.5. Water tram on the Zalew Wiślany - routes (https://www.mierzeja.pl/tramwajwodny)
The water tram which crosses Zalew Wislany is a ship equipped with a Volvo-Penta type D41P engine (147kW) [25].
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
2.3. A hydrofoil
Hydrofoil cruises are an attraction launched only in very good weather conditions. The Gdynia-Hel route is covered in just 25 minutes. Currently, the shipowner and operator (Żegluga Gdańska) have 4 of these vessels with a capacity of 46 to 94 passengers each [8]. Despite optimization of the hull design, which allows speeds of up to 50 knots (90km/h) at relatively low engine power, the economics for a hydrofoil are not favourable compared to traditional vessels. The engine power in some of these hydrofoils reaches 81kW [20].
Fig.6. Hydrofoil (photo Żegluga Gdańska)
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
3. Ferries
3.1. Passenger ferry on the Motława
Fig.7.The “Motlawa II” ferry concept (photo from trojmiasto.wyborcza.pl)
This connection is served by a small unit that facilitates access to the Maritime Museum in Gdańsk. In fig.7 similar, future version of that ferry is presented. Quoting from [7] the new watercraft will be powered by quayside electricity and solar energy. The two gangways which serve the current ferry are located opposite each other. As a result, a spacious "entrance" zone has been created with a convenient space for bikes and prams. The deck has been divided into two functional zones: "entrances" - with standing places and gangways and a passenger area - with seats. From an aesthetic point of view, the concept has a varied, interesting and at the same time structured, clear body with clearly distinguished "bows" and outlines, typical for ship architecture, with balanced dynamics – as depicted in 2016 by Mr Jerzy Litwin, the director of Narodowe Muzeum Morskie [7]. The length of the crossing on which the ferry operates (the width of the Motława river) is under 100m. The unit has a hybrid electric drive supplied from accumulators
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion and solar panels with two propulsors of 15kW each. Specialized shore-based fast charging systems are not provided [9].
Disused connection on the Martwa Wisła
A noteworthy ferry connection near the Wisłoujście Fortress in the Nowy Port district has been closed due to the construction of a nearby car tunnel under the Martwa Wisła. The waterway crossing is about 230m long (see picture below). Currently, there are proposals to restore this connection [3-6]. The connection will probably be reopened only for pedestrians and cyclists, at modified place and route. At present, the connection is served from other locations by a water tram, mainly in the summer season. The old ferry ("Wisłoujście") had a symmetrical structure (without a highlighted back and front) and had a displacement of 290t. The unit used 8,000 litres of diesel per month [3].
Fig.8. The measured distance of the disused ferry connection in the Nowy Port district (https://www.google.pl/maps/@54.3949467,18.6753018,17z?hl=pl)
3.2. The Świbno ferry
The Świbno ferry provides a connection between Świbno and Mikoszewo on route number 501, thanks to which the route from Gdańsk to Krynica Morska is 23
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion kilometres shorter than the overland alternative. This ferry has a long tradition that goes back to 1895 when the new mouth of the Vistula was created. The ferry connection has been operating on its present route since 1945. The journey is 400m in length. The current ferry was built in 2006 and can carry up to 21 cars and 100 passengers. It has a displacement of 90 tonnes. The journey from one riverbank to the other takes under 5 minutes. This vessel is the biggest in its class in Poland and has a European certificate of seaworthiness [15]. A steel cable is used to keep the ferry on track. Because this cable is very heavy it can lie on the riverbed so that up and downstream traffic is possible. The ship has a diesel engine, type SW-680 or WOLA 71M8A with a fuel consumption of perhaps “more than 1 barrel of oil a day” (as the operator said), due to making more than 60 trips back and forth daily.
Fig.9. The Świbno ferry – location and views of the platform [15] (top views from https://www.google.pl/maps)
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Timetable from [15]:
4. Small ships
4.1. Catamarans
Fig.10. ONYX – the catamarane (photo Piotr Bogusławski)
The longer distances from Gdansk to Frombork, Sopot, Gdynia, Jastarnia and Hel, are served today by Żegluga Gdańska vessels – 4 catamarans and 8 smaller
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion passenger ships [8]. An example is the ONYX type Catamaran KP-2-5, which is characterised by the following parameters [11, 22]: - year of construction 1984 (became a Polish-flagged ship in 2008), - loading capacity 77t (DWT), - gross capacity 659 (GT), net capacity 231 (NRT), - total length 37.9m, side height 4.4m, width 11.5m, - draught 2.2m, - propulsion: two diesel engines, type: Sulzer 6AL20/24 (H.Cegielski) with 840kW total power (today newer or gas engines are used), - speed 13kn, - capacity 450 passengers, - IMO 7911301, MMSI: 261473000. A photograph of the engine before it was installed in the ship and the logo for the newer version (below).
Fig.11. The ONYX - machine (photo from teximor.pl) and funnel (photo Piotr Bogusławski)
Similar to AL20 engine type from Sulzer is S20U engine produced by Wartsila Switzerland ltd. A technical data related to S20U diesel engines family is shown in table Tab.1 on the following page. These data are the basis for the assessment of fuel consumption.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Tab.1. Example data for a four-stroke S20U diesel engines family
Cylinder bore 200 mm Fuel specification Piston stroke 300 mm Fuel oil 700 cSt/50ºC Speed 900 – 1000 rpm 7000 sRI/100ºF ISO 8217, category ISO-F-RMK 55 Mean effective pressure 22.3 – 22.6 bar Piston speed 9.0 – 10.0 m/s
Rated power and Fuel consumption 900 rpm 1000 rpm Cyl. 100% 85% 100% 85% kW BHP g/kWh g/BHPh g/kWh g/BHPh kW BHP g/kWh g/BHPh g/kWh g/BHPh 4L 640 872 200 147 193 142 700 952 203 149 196 144 6L 960 1308 195 143 187 137 1050 1428 198 146 190 140 8L 1280 1744 195 143 187 137 1400 1904 198 146 190 140 9L 1440 1962 195 143 187 137 1575 2142 198 146 190 140
4.2. Small passenger ships
Fig.12. The SPJD type ship “Małgorzata” (photo from www.naszbaltyk.com)
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
The technical data of the m/s “Danuta” [2]: - type SPJD7, - construction year 1966, - total length 33.6m, - total width 6.06m, - width at waterline 5.48m, - draught 0.96m, - speed 17km/h, - 4-stroke diesel engine, type 6L160 PNS (140kW/750rev/min, prod. Skoda), - two generators 380V/7.5kVA and 17.5kVA by BUKH corp., - propeller - brass screw, diameter 850mm, - passenger capacity 220.
Similar ships also operate in the Masurian region of Poland. A good example is the m/s "Bełdany", which is presented in the photograph below. Some data of the Masurian fleet is given in the table on the following page.
Fig.13. The “Bełdany” on a Masurian lake (https://mazury.info.pl/)
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Tab.2. Example data of small passenger ships of the SPJD type in the Masurian region
L.p. Ship name / type Dimm. (L-W-D) [m] Engine [HP] Passengers
1. Alicja / low profile 16,6 – 4,8 - 0,70 2 x 80 56
2. Bełdany / SJD-190 33,6 – 6,1 – 0,95 195 140
3. Dargin / SP 150 29 – 5,4 – 0,75 177 140
4. Derkacz / SP 45 15,1 – 3,2 – 0,68 95 15
5. Kisajno / PP 60 24,3 – 4,9 – 0,82 121 75
6. Kormoran / SP 45 15 – 3,1 – 0,75 70 15
7. Niegocin / HM 300 22,2 – 5,4 – 0,68 121 66
8. Roś / SJD-190 33,6 – 6,1 – 0,88 190 140
9. Śniardwy / SJD-190 34 – 6,1 – 0,94 230 140
10. Tałty / SJD-190 33,6 – 6,1 – 1,10 230 140
11. Wigry / SJD-190 33,6 – 6,1 – 1,01 190 140
Ship data from: www.zeglugamazurska.com.pl/flota/
According to information [18] from forum.mazury.info.pl the engine installed in the SPJD7 type ships may have been be replaced in some cases by a newer model, for example the D7C TA from Volvo.
4.3. Inshore ships operated by Żegluga Gdańska
The shipowner Żegluga Gdańska Sp. z o. o. also operates: a special tug, the so- called “flying marine” and 3 general cargo river-sea ships [8] shown on the following pages of this study.
M/V Tollund
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
The General Cargo type ships M/V Tollund [8]
Built April 1994 at Ferus Smit BV. Hoogezand Call Sign SNNG Class Bureau Veritas I 3/3 E, General Cargo Ship, Containership Deep Sea Ice class 1B, Mach IMO no. / Official no. 9088287 Type of vessel boxshaped / singledecker / gearless Dwat abt. 4.216 mts on about 5,81 m sfb Dwcc abt. 4.000 mts on sfb Dimensions length over all 91.46 m l.b.p.p. 84.55 m beam 13.60 m moulded depth 7.20 m airdraft (in ballast) 32.75 m
GT 2.818 (Panama 2987 / Suez 7169) NT 1.540 (Panama 2076 / Suez 2513) Hold capacity abt. 195.000 cbft grain Hold dimensions 1 hold of 63,00 x 10,85 m, doubleskinned and fully box height under hatchcover: 8,34 m, 2 movable bulkheads height waterline to hatchcoaming: 5,20 m (in ballast) Hatch 1 hatch of 63,00 x 10,85 m pontoon hatchcovers, moveable gantry Timber capacity abt. 4.800 m3 TP when fitted with slings Main Engine / Propulsion Stork Wartsila 6 SW 280, 1750 kW Auxiliares 3 Cummins Auxiliary engines, 230 / 230 / 92kW / 1500 rpm abt. Speed / Consumption 12,5 knots / abt. 8.000 ltrs MDO plus abt. 300 ltrs of GO for auxiliares Capacities abt. 45 m3 gasoil, abt. 286 m3 MDO, abt. 1.653 m3 ballast water abt. 41 m3 fresh water
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Built 1993 Damen, NL IMO No. 9084487 Flag / Call Sign Polish - SNNB Summer deadweight on draft 3.041 mt – abt 4.64 m SSW GT / NT (1969 conv) 1960 / 977 – 6,5m Class G.L. Type of vessel Boxshaped Dimensions Length over all 88.32 m Beam 12.50 m Cubic feet 141.000 Hatch size 62,50 x 10,10 m Hold dimensions 62,50 x 10,10 x 6.35 m, narrowing fore / aft Flooring Steelfloored Removable bulkhead No Strength for heavy cargoes Yes – 12.5 ts / sqm Gear Gearless Suitable for grab discharge Yes Grainfitted Yes, basis full hold Bowthruster Yes Container fitted / Reefer plugs Yes – 152 TEU / 20 Reg. Owners Zegluga Gdanska Sp. z o.o. P and I club West of England
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Built 1993 Damen, NL IMO No. 9006954 Flag / Call Sign Polish - SNNE Summer deadweight on draft 3.041 mt – abt 4.64 m SSW GT / NT (1969 conv) 1960 / 977 – 6,5m Class G.L. Type of vessel Boxshaped Dimensions Length over all 88.32 m Beam 12.50 m Cubic feet 141.000 Hatch size 62.50 x 10.10 m Hold dimensions 62.50 x 10.10 x 6.35 m, narrowing fore / aft Flooring Steelfloored Removable bulkhead No Strength for heavy cargoes Yes – 12.5 ts / sqm Gear Gearless Suitable for grab discharge Yes Grainfitted Yes, basis full hold Bowthruster Yes Container fitted / Reefer plugs Yes – 152 TEU / 20 Reg. Owners Zegluga Gdanska Sp. z o.o. P and I club West of England
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
5. Other activities in Pomorskie 5.1. Small business market in the Tri-city area
The Galleon Lew looks like a vessel from the 17th century sailing under a Polish banner. The tour operator invites tourists to go on a sightseeing cruise through the Gdańsk Shipyard, Repair Yard, docks, port, Wisłoujście Fortress, and Westerplatte as well as the Bay of Gdańsk. During the cruise a tour guide speaks in the Polish, German and English languages about the history of these places.
Fig.14. The Galleon Lew (photo from www.galeony.pl) and its technical data [25]
Another possibility to electrify services on water – the TaxiBoat.
Fig.15. Advertising materials (from taxiboat.pl) – view of a boat with an internal combustion engine
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Fig.16. Advertised trips – view of scheduled routes for boats (from taxiboat.pl) 5.2. Research activity – hydrodrone devices
Unmanned ships manufactured by Marine Technology and Centrum Techniki Okrętowej were trialled in the Port of Gdynia. Below is an excerpt from [16].
Fig.17. Hydrodpones in the excerpt from [16]
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Fig.17. In the Excerpt from [16] (cont.)
The drones described are also examples of electric propulsion systems which probably will need some charging infrastructure in the future.
6. Energy consumption estimates
A ship's power plant serves both propulsion and passenger needs. Which of these prevails depends on the size and purpose of the ship. The total fuel consumption relies on a large number of factors, for example the mass of the vessel, the itinerary (how many stops are made during the trip), fuel properties, the engine’s condition and resistance of the flow. A good overview for methods, kinds of grabbed information related to energy consumptions of a big vessel TACOMA, the ferry working on Seattle-Bainbridge connection (April 2017, USA) was done in [29]. There are also technical data of selected components needed to convert drive to hybrid. The structural parameters of the hull and the state of its surface are also very important. An in-depth analysis is provided in reference [30].
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
6.1. Fuel consumption of diesel engines
The fuel consumption of a typical diesel engine is about 0.23kg/kWh, which means 23kg per 1 hour working at an output power of 100kW. Below is the datasheet of an example diesel engine from Volvo [19].
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Tab.3. Energy estimates for assumed average power used in different cases
Case Watercraft Engine type Engine Journey distance at Average Energy power avg. power [km] */ speed per [kW] time [min] [km/h] journey [kWh]
1 SW-680/1 121 2.5 tug Świbno 27 / 5*60 7.2 2 71M8A 331 7.0
3 ship 6L160 PNS 147 30 / 90 20 73.5 Danuta
4 ship Onyx 6AL20/24 840 30 / 90 20 420.0
5 hydrofoil 81 30 / 25 75 12.5
6 water tram JAMZ-238G 132 5 / 60 5 44.0 F5
* calculations based on example journey, calorific value (energy density) of typical fuel approx. 43MJ/kg (or 34MJ/dm3) and vessel’s engine utilisation [27].
6.2. Example of the flow resistance estimate
The flow resistance of a vessel is a function of its speed v and some constant parameters. The calculations below, according to [28], apply to inland waterways. Resistance mentioned can be estimated from van der Vliet’s empirical formula:
The sentence is displayed, where the water friction coefficient cF for steel surfaces is assumed to be equal to 0.17, ferry wetted area S [sq. metre], resistance coefficient k assumed to be equal to 6, width B [m], draught T [m], speed v [m/s]. Above method was used for the Świbno cuboid platform to calculate the power requirement. The resistance of the associated tug was excluded from the calculations.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Platform wetted surface S = L(1.45T +1.13B)= 46(1.45*0.5+1.13*9)= 501.2 [m2] platform flow resistance in water at a speed of 2m/s is:
R = 9.81(0.17S +6BT)v2= 9.81(0.17*501.2+6*9*0.5)22= 4.4 [kN]
Mechanical power at efficiency η=0.3 is: P3= (Rv/η) =4400*2/0.3= 29.3 [kW] Amount of energy per day: Ed3= P3(T-2Ta)tpd =29300*150*60= 264 [MJ]
Because of the relatively short distance during the period of constant speed, energy consumption is low. Previous calculations made for Ed2 did not show a big margin of error due to the effects of resistance force being excluded.
NB: the above calculation can be treated only as a rough estimate, limited to the assumed constants.
6.3. The Świbno ferry example
We have to assume two types of engine and their following data: the WOLA 71M8A engine and the Jelcz type SW-680 engine. The fuel consumption for the WOLA engine, with a power of 331kW at 1600rpm, is 263g/kWh (oil consumption max. 0.53/kWh) [26]. For example, a Jelcz truck equipped with the same engine as above (121kW) consumes 26dm3 of diesel/100km (equivalent to 370kWh of energy). A fuel consumption analysis for the Świbno ferry is shown below. Assumptions and constants are in the following table.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Tab.4. The input data for the calculation total moving mass (vessel, ferry platform, load and line) (m) 100 000 kg journey time (one-way) (T) 300 s total time of platform acceleration or deceleration (Ta) 75 s total journey distance 400 m constant speed distance (C) 300 m platform flow resistance in water neglected 30% total efficiency of propeller system ( ) engine fuel consumption per mechanical energy output (fc) 0.25kg/kWh Round trips per day (tpd) 60
Calculation of the value of constant speed and the kinetic energy stored in the moving mass
Average propeller power for acceleration or braking processes
Average mechanical power from the diesel engine to the propeller
Total mechanical energy consumed per day
Fuel consumed per day
eq. to 13.4 dm3 The expected fuel consumption is over 8 barrels (each containing 60 litres) per month (~400kg). Additional assumptions based on the engine type used and power utilisation are shown in table Tab.5 on next page.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Tab.5. Assumptions based on the engine type used and power utilisation engine utilisation (u) 50% engine power 1 (type from Case 1) 121 kW (Pn1) engine power 2 (type from Case 2) 331 kW (Pn2) energy density of the typical fuel (d) 34 MJ/dm3 or 9.4 kWh/dm3
Total daily working time of the engine
Average power of each engine
Total energy consumed per day
eq. to 37.8kg or 45 dm3
eq. to 103.4kg or 123 dm3
In Ed2 the calculation of the fuel consumed daily by the diesel engine is over 3 times higher – probably the engine’s utilisation has been overestimated.
NB: The accuracy of the above result is limited to the assumed constants due to the resistance force of flow in water being excluded.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
7. Surveys and some statistical data Load statistics of the water trams since they went into service, according to [13].
Transport on lines F5 and F6 from the beginning of operation Year Passengers Bicycles 2012 11 375 270 2013 25 794 488 2014 31 801 587 2015 43 885 921 2016 47 240 1 225 2017 48 367 1 477 2018 65 627 2 451
Survey
Below are the results of a questionnaire conducted by the trojmiasto.pl portal. The question related to the frequency of respondents’ travel on a passenger ship in Zatoka Gdanska. There were 1079 respondents.
How often do you sail from Trojmiasto to Hel? Results: 4% a few times per season 9% 1-2 times per year 59% once every few years 28% not at all, I prefer to go by car or train
Some general statistics
The data below is related to use of inland waterways in Poland according to [12] (non-denominated values).
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Fig.18. Inland water transport in Poland
Shipping work done by the inland waterway fleet. Length of inland waterways of international importance.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Amount of inshore ships in Pomorskie and Zachodniopomorskie [12]
POLAND – Voivodships; Vessel’s number / displacement: vessel’s number; Type of vessel: passenger
POLAND – Voivodships; Vessel’s number / displacement: capacity (GT); Type of vessel: passenger
Fig.19. Inshore ships in 2017 and 2018 in the northern part of Poland [12]
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
POLAND – Voivodships; Vessel’s number / displacement: passenger seats; Type of vessel: passenger
Fig.19. Inshore ships in 2017 and 2018 in the northern part of Poland [12] (cont.)
8. Conclusions Coastal shipping and ferry connections have become a permanent feature of the summer landscape of Gdańsk due to the launch in 2013 of lines serving routes from the Old Town to Sobieszewo and Westerplatte. White shipping vessels, and also hydrofoils to a lesser extent, in the area of the Main Town and the Tri-City are of great importance for increasing the attractiveness of the region to tourists despite the fact that surveys show little interest among the indigenous inhabitants of Gdańsk.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Fig.20. Biologically protected areas in northern part of Poland [17]
In Poland there are some protected areas called “Natura 2000” as depicted in the figure above. Quieter and cleaner propulsion systems are needed in protected areas, especially at Zalew Wiślany which will be opened to the Baltic Sea in the near future. Diesel engines, which emit carbon dioxide (CO2) into the atmosphere, are mainly used for water transport in the Pomorskie area today. Their impact on the natural environment depends on the intensity of the operation of the unit and its technical condition [10]. In view of the approx. 20% increase in the number of passenger seats offered on the ships of the coastal fleet of the Pomeranian Voivodship in 2017-2018 [12], the electrification of vessels’ propulsion systems is a justified measure in terms of environmental protection and increasing passenger comfort. The concept for an electric ship serving the Tri-City-Hel connection has already been presented in the local press [14]. However, another factor has to be considered. There is currently poor infrastructure in the area for the loading and delivery of alternative fuels required by boat users [21].
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
9. References 1. Skupień E., Kuciaba E., Gąsior A., Perspektywy rozwoju żeglugi śródlądowej w Polsce w latach 2016-2030, Zeszyty Naukowe Akademii Morskiej w Gdyni, nr 97, 2016 2. https://www.naszbaltyk.com/sylwetki-statkow/1311-sonica-i-sonica-i-rzeczne-tramwaje-w- gdansku.html 3. https://www.trojmiasto.pl/wiadomosci/Koniec-Promu-Wisloujscie-Jednostka-trafila-do-stoczni- zlomowej-n105014.html 4. http://wybrzeze24.pl/aktualnosci/tunel-pod-martwa-wisla-odetnie-nowy-port-od-westerplatte- pieszym-i-rowerzystom 5. https://www.facebook.com/pages/category/Cause/Przywrocmy.prom.w.Nowym.Porcie/posts/ 6. Protokół z czwartego posiedzenia Komitetu Rewitalizacji, dokument Biura Rozwoju Gdańska nr BRG/ZRiDK/Kw_153/DJ/2018. 7. https://www.nmm.pl/aktualnosci/ekologiczna-motlawa-2-nowy-prom-dla-nmm 8. 06-12-2019 as of day of access https://www.zegluga.pl/ 9. Gełesz P., Karczewski A., Kozak J., Litwin W., Piątek Ł., Design Methodology for Small Passenger Ships on the Example of the Ferryboat MOTŁAWA 2 Driven by Hybrid Propulsion System, Polish Maritime Research Special Issue 2017 S1 (93) 2017, Vol.24, 2017. 10. Monieta J., Problemy eksploatacji wtryskiwaczy silników Sulzer 6AL20/24D, Zeszyty Naukowe Akademii Morskiej w Szczecinie, Nr1(73). 11. http://www.sulzer-al20.com/indexp.htm 12. https://bdl.stat.gov.pl/BDL/start 13. https://ztm.gda.pl/ 14. https://trojmiasto.wyborcza.pl/trojmiasto/1,35612,18823122,czy-elektryczny-prom-polaczy- gdansk-i-hel.html 15. http://www.promswibno.pl/ 16. https://www.bssc.pl/2019/11/01/hydrodrons-at-the-port-of-gdynia/ 17. Analizy Statystyczne GUS, Ochrona Środowiska 2018, ISSN 0867-3217, Zakład Wydawnictw Statystycznych, Warszawa 2018, stat.gov.pl 18. https://forum.mazury.info.pl/viewtopic.php?p=80900 19. VOLVO PENTA INBOARD DIESEL DC7 TA Technical Data, AB Volvo Penta 2013 20. https://www.gospodarkamorska.pl/Porty,Transport/na-hel-znow-wodolotem.html 21. https://eipa.udt.gov.pl/ 22. https://www.graptolite.net/patro/Onyx.html 23. http://tramwajwodny.info/rozklad-rejsow/ 24. https://elblag.gosc.pl/doc/2637547.W-rejs-z-Generalem 25. http://www.shipbroker.pl/lang-pl/offer_details/248/statek-pasazerski-general-kutrzeba-15m
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26. http://www.pzl-wola.pl/index.php?page=produkty 27. Chybowski L., Materiały dydaktyczne do wykładów z przedmiotu Okrętowe układy napędowe, Akademia Morska Szczecin, Szczecin 2010. 28. Kulczyk J., Winter J., Śródlądowy transport wodny, Wrocław 2003. 29. Jumbo Mark II Class – Hybrid System Integration Study, Elliott Bay Design Group 2018. 30. G. Guseinoviene, E. Djackov, V. Januteniene, J. Boguzaite, B. Jankunas, V. Senulis A. Didziokas, R. Zapnickas, "Case Study of Small Electric Ship Energy Consumption with Power Supply Capacity Estimation". 6th Eur. Conf. Ren. Energy Sys. 25-27 June 2018, Istanbul, Turkey.
Acknowledgement
The authors would like to acknowledge the grant: “Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion” from the EU project no: STHB.01.01.00-DE-0090/16.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Appendix
Gdańsk, 28 October 2020
Piotr Bogusławski
Analysis of the possibility of using a hybrid drive in a selected vessel in Gdańsk or in the Gdańsk Bay
Report on work under the Elmar project
Introduction In the vicinity of Gdańsk most of the ships (the so-called ‘white fleet’) serve as ferries, operating in coastal or inland regions over relatively short distances. Energy Efficiency Indicators (EEDI) are particularly unfavourable for such connections [1]. An extreme example is the ferry "Motława" covering a distance of less than 80 m (one way), for which a conceptual solution is presented in the article [3]. The data shown, concerning the basic dimensions of hulls and engine parameters, were prepared on the basis of relevant literature and correspondence with shipowners. Energy consumption was predicted from the hull motion resistance for the SONICA water tram. Energy consumption estimates require assumptions to be made that define the operating conditions of the units. Due to the diversity of the purposes of these passenger vessels, their energy demand results do not only follow from the hydrodynamic parameters of the hulls or traction parameters, or the distance travelled. There are also other necessary factors related to the assumed maneuverability (e.g. high-power bow thrusters) or the extensive passenger needs of the ship [5]. Energy consumption can be estimated also on the basis of the specific fuel consumption of the engine, taking into account the number of trips, the particular needs of a given vessel and assumptions regarding other navigation conditions. However, such an approach may lead to an overestimation of the fuel consumption.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
1. Selection of a vessel for analysis
a)
b)
c) Fig.A1. Ship photos: a) m/s "Małgorzata": year of construction: 1966, number of construction: SPJD/6; 1 diesel engine, type: WD615-C-24; 6-cylinder made by Weichai Heavy Machinery Co. Ltd., Shanghai; power: 140 kW; 1 propeller [4], b) "Motława" ferry: engine type SW266 Krab 50HP (36.8kW) [7], c) water tram SONICA [7]. A relatively large number of SPJD ships are currently in operation in Poland, which may allow for the possible use of the results of simulation studies. Currently, diesel engines with power outputs from 52kW to 172kW are used for the propulsion of this type of ship [2]. The twin ships operate in the Gdańsk Bay region. The passenger ship "SONICA," working on water tram line F6, was selected for further route consideration.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
2. Drive motors for the selected ships The study [2] focuses on the Volvo Penta D7CTA engine, with a power of 166kW/2300rpm, as a representative model for the engines used in units of this type. The rated fuel consumption of the D7CTA reference engine is 0.23kg/kWh. For the engine of the "Motława" ferry, the consumption is 0.26kg/kWh. The engine’s tank has a capacity of 9-13 litres. It was not possible to obtain information from the shipowner about the amount of energy required for operation on the basis of the fuel consumption data of the SPJD vessel. The vessel’s operational regime was determined on the basis of information from the shipowner / tourist operator and the route travelled by the ship, with the assumed degree of engine use. Determining the average time of use of the engine will allow the calculation of the amount of mechanical energy and then the energy delivered as fuel.
3. Dimensions for determining flow resistance The dimensions of the ship, the shape and surface condition of its hull and the range of its operating speeds are factors that determine the resistance to motion and fuel consumption. An important factor influencing flow resistance is also the condition of the propeller's surface and the water conditions (wind, waves, ice, movement and water depth) [1]. The study [5] does not indicate the above parameters for determining the required power of the main propulsion of vessels.
Tab.1 Technical data of the ferries under consideration Parameter m/s “Małgorzata” “Motława” ferry SONICA ship
total length 33 m 12.2 m 20.5 m width 6 m 4.5 m 5.5 m width on water line 5.5 m (construction) 4.4 m - typical draught 1 m 1.4 m 0.6 m number of passengers 220 (25 in winter) 50 50 load capacity 21 t 4.5 t - assumed displacement 50 t 10 t 12 t
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
4. Approximate distances and speeds of vessel traffic
Tab.2 Energy intensity indicators on typical routes Route m/s “Małgorzata” “Motława” ferry SONICA ship
distance travelled 15000* m 80 m 16100 m maneuvering time ** 300 s 60 s - cruise time 60 min 3 min 60 min max. operating speed 17 km/h 8 km/h - avg. operating speed 13.5 km/h engine power 140 kW 38.6 kW 132 kW the amount of 152 kWh 2.6 kWh 21 kWh*** mechanical energy the amount of 547.2 MJ 9 9.3 MJ 75.1 MJ*** mechanical energy mass of fuel 34.96 kg 0.68 kg - consumed * section Gdańsk - Sopot; ** assumed arbitrarily, *** according to simulation data below
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
a)
b) Fig.A2. Route taken: a) by SPJD-type ship to Sopot, b) by the Motława ferry to Ołowianka Island [8].
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
5. Route analysis for water tram F6 Powertrain calculations were made based on the analysis in [6] and are shown below. The graphs cover the energy expenditure in 8 minutes and 20 seconds and cover the basic cases during the simulated ship's maneuvers.
Speed profile 0-20-0 km/h Speed profile 0-12-0 km/h Acceleration = 180 s Braking = 180 s Acceleration = 180 s Braking = 180 s
Power max = 64 kW Power max = 21 kW Power at 20 km/h = 40 kW Power at 12 km/h = 13 kW
Fig.A3. Example speed profiles [6] The amount of energy needed only for the acceleration processes: ● 0-12 km/h = 0.6 kWh ● 0-20 km/h = 1.6 kWh
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
Timetable of the F6 water tram line from September 21-29, 2019 according to historical data obtained from mzkzg.org/tramwaje-wodne is presented below.
Trip number Direction: Narodowe Centrum Żeglarstwa 1 2 3 Targ Rybny departure 10:00 12:45 15:00 Wiosny Ludów departure 10:09 12:54 15:09 Narodowe Centrum Żeglarstwa arrival 10:58 13:43 15:58 Trip number Direction: Targ Rybny 1 2 3 Narodowe Centrum Żeglarstwa departure 11:08 10:00 16:08 Wiosny Ludów departure 11:58 14:43 16:58 Targ Rybny arrival 12:06 14:51 17:06
Fig.A4. Water tram timetable
The route from Wiosny Ludów Street to the National Sailing Centre (near Sobieszewo Island) is a journey which mainly follows the Martwa Wisła, carried out by Sonica ships or SPJD vessels (depending on the number of passengers). The total duration of the journey is 49-50 minutes at a speed of 13.5 km/h. According to the calculations, assuming a cruise time of 1 hour at a speed of 12 km/h, acceleration and the vessel's own needs, the amount of energy will slightly exceed 13kWh on this section.
Fig.A5. Journey distance to the National Sailing Centre [8]
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
The length of the waterway between Targ Rybny and Wiosny Ludów is 750m (approx. 615 m in a straight line). The route takes 8-9 minutes at a speed of 4.5 km/h with a power demand of about 2kWh. The length of the route from the National Sailing Centre to the stop on Sobieszewo Island is 4.12 km. Completing the route in 21 minutes requires about 6kWh of energy.
Fig.A6. Journey distances between stops [8]: a) Targ Rybny and Wiosny Ludów street – approx. 0.7 km (straight line), b) Narodowe Centrum Żeglarstwa and Sobieszewo Island – 4.12 km
After adding up the energy from each section, we get 21kWh required for a one-way journey to Sobieszewo. Together with the return leg of the journey, this gives an energy consumption of 42kWh per total cruise length of 32.24km.
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ELMAR Supporting South Baltic SMEs to enter international supply chains & sales markets for boats & ships with electric propulsion
6. Conclusions 1. The key parameters of three types of ships that are of great importance for tourist traffic in the Gdańsk Bay were described and the movement of the water tram on the F6 route was shown. 2. The energy consumption was estimated on the basis of simulation data for the SONICA ship, while data for the "Motława" ferry enabled a relatively precise determination of the energy demand. 3. Passenger vessels operating in the coastal waters of Gdańsk Bay are old vessels that do not meet current stringent environmental emission standards. They are expected to be replaced with new types of ships in the future.
LITERATURE
1. Jurdziński M., Ocena metod i możliwości zmniejszenia zużycia paliwa oraz emisji gazów na statkach morskich, Akademia Morska w Gdyni, (http://wn.am.gdynia.pl/pw/static/pdf.php?id_referat=324; dostęp 13-10-2020r.) 2. Bogusławski P., Tomczuk K., Tricity & Gdansk Bay water transport, oprac. wewnętrzne, projekt Elmar nr EU: STHB.01.01.00-DE-0090/16-02. 3. Kunicka M., Litwin W., Projekt małego promu pasażerskiego z napędem hybrydowym – koncepcja napędu i wybrane problemy gospodarowania energią, Napędy i sterowanie, Nr 10, październik 2017r. 4. https://www.naszbaltyk.com/sylwetki-statkow/1591-zalewowe-jeziorowce-typu-spjd.html; dostęp 15-10-2020r. 5. Giernalczyk M., Górski Z., Metoda wstępnego określania mocy napędu głównego, mocy elektrowni okrętowej i wydajności kotłów różnych typów statków, Logistyka 4/2015. 6. M. Bilewski, R. Gralak, L. Gucma, M. Gucma, Development of a theoretical model calculating the resistance of ferries, water trams, hydrofoils and other vessels depending on speed and load. 7. www.gdansk.pl 8. google.pl/maps
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