Electric Propulsion in Short Sea Shipping

EVS26 International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium 1

EVS26 Los Angeles, California, May 6-9, 2012

Electric Propulsion in Short Sea Shipping

Paul Windover1, Bryan Roy, Joseph Tario2

1New West Technologies, 414 Trenton Ave, Suite 2D; Utica, NY 13502 2New York State Energy Research and Development Authority, 17 Columbia Circle; Albany, NY 12203

Abstract

Short sea shipping, the movement of freight along coasts and inland waterways, is more efficient and

environmentally friendly for transporting large quantities of product. While marine transport may displace

numerous diesel trucks, conventional propulsion systems still rely on petroleum fuels and the old engines

found in most freight vessels produce harmful exhausts. An investigation was undertaken to determine the

technical, economic, and environmental potential for an electric propulsion system in short sea shipping

operations within New York State where numerous waterways provide a marine highway option that can

be used for freight transport. Duty cycle information obtained from tugs during real-world operations in the

New York City Harbor was used in the analysis. Three drivetrain configurations, a series hybrid-electric

tug with energy storage, a series hybrid-electric tug with plug-in capability, and a series hybrid-electric tug

with exchangeable energy storage capability were analyzed using the acquired load profiles. Modeling

results indicate that the fuel savings is highly dependent on the application. The plug-in configuration is

likely to be the most cost effective concept based on the large increase in additional fuel savings for the

minimal cost to add this capability. This study shows the value of modeling with real-world duty cycles to

estimate system benefits. An ongoing study evaluating the potential benefits of electric propulsion for New

York State Canal Corporation maintenance vessels may identify a favorable application for this technology

due to the low power requirements and regular recharging opportunities within their operations.

Keywords: marine, electric drive, data acquisition, modeling, energy consumption

1 Introduction According to the U.S. Energy Information Administration, New York State (NYS) is the fifth largest energy user of all the states. The State’s transportation sector in 2009 was responsible for 77 percent of petroleum consumption (all of which must be imported because there are no petroleum refineries in the State) and 40 percent of greenhouse gas (GHG) production, the single largest sector in either category [1]. While automobiles are the primary contributor, energy use and GHG emissions from

freight transportation have grown at roughly twice the rate of passenger transportation emissions over the last 15 years. In January of 2011, Governor Andrew M. Cuomo reaffirmed Executive Order No. 24 (2009), which set a goal to reduce NYS greenhouse gas emissions in 2050 by 80 percent below the levels emitted in 1990. The Executive Order also created the New York Climate Action Council with a directive to prepare a Climate Action Plan that will assess how all economic sectors can reduce GHG emissions and adapt to climate change.

World Electric Vehicle Journal Vol. 5 - ISSN 2032-6653 - © 2012 WEVA Page 0288


The New York State Energy Research and Development Authority (NYSERDA) is a public benefit corporation to help New York meet its energy goals: reducing energy consumption, promoting the use of renewable energy sources, and protecting the environment. NYSERDA strives to facilitate change through the widespread development and use of innovative technologies to improve the State’s energy, economic, and environmental wellbeing. NYSERDA’s transportation programs are designed to provide funding opportunities for innovative research projects, and product development initiatives that reduce emissions, improve air-quality, and reduce our dependency on imported oil. The programs are designed to promote NYS business development, protect the environment, increase energy reliability, and enhance a competitive transportation-energy market. New West Technologies has been awarded multiple NYSERDA contracts to investigate the feasibility of advanced transportation concepts, demonstrate new technologies that have not been validated in real-world conditions, and assist in the commercial acceptance of underutilized systems that have not been previously deployed in NYS to any significant extent. To advance waterborne freight transport, New West Technologies completed an All-Electric and Hybrid-Electric Short Sea Shipping Assessment for NYS in 2010 and an Evaluation of Electric Propulsion for Tug Operations in New York City (NYC) Harbor in 2012. NYSERDA also recently awarded a follow-on project to New West Technologies to study the feasibility of electrifying NYS Canal Corporation maintenance vessels.

1.1 Short Sea Shipping Economies rely on the transportation of freight to maintain the flow of goods from manufacturers to consumers. The trucking industry accounts for about 70 percent of all transportation domestic freight tonnage [2]. An alternative to trucking, which could ease the burden on the highway system, is commercial vessel or tug and barge operations that transport freight on inland waterways. These operations, termed short sea shipping, have traditionally moved freight that could not effectively be transported on the highway because of height, width, or weight restrictions. Because of slower operating speeds, waterborne cargo is typically not time sensitive. In addition to their ability to transport difficult

loads, marine vessels also have an inherent efficiency advantage. A barge can transport 514 ton-miles per gallon of fuel while trucks can only transport 59 ton-miles per gallon of fuel [3]. Short sea shipping provides significant economic savings for transporting dry or liquid products in bulk quantities because a typical ship or barge will have at least 60 times more capacity than a single truck and can load or unload that amount of cargo much more effectively. The expansion of marine transport often requires little infrastructure investment and could have a direct effect on alleviating highway congestion with routes along existing highways [4]. Additional freight will have to be moved with economic growth and increases in population growth, for which trucking will only further burden a highway system that has reached maximum capacity around many cities. For coastal cities or those served by a major inland waterway, short sea shipping is a logical alternative transportation mode for freight that is either distributed to rural regions from an international port or brought into the densely populated urban area for consumption. Interest in short sea shipping increased considerably in 2010 when U.S. Transportation Secretary Ray LaHood identified a national network of marine corridors, connectors, projects, and initiatives for further development as part of “America’s Marine Highway Program.” The Eastern Seaboard and the Eastern United States in general, figured prominently in the program due to high population densities and an abundance of coastal and inland waterways.

1.2 Waterways in New York State NYS has a network of waterways which are currently used, to a limited extent, for commercial shipping operations. These waterways include the NYC Harbor, Hudson River, New York State Canal System, St. Lawrence Seaway, Lake Champlain, and Great Lakes. The Port of New York and New Jersey is the third largest U.S. port by cargo volume, handling almost 150 million tons in 2009 [5]. The NYS Canal System is 524 miles long with 57 locks and 20 lift bridges. It is a critical component of a successful waterborne freight system in NYS, because it links the Port of New York and the Hudson River to the Great Lakes. Partially due to reduced commercial demand, the canal is only open seasonally and other methods of transport must be used during the coldest months. The Great Lakes provide cost-effective trade routes to the Midwest and Canada.


EVS26 In

Figure 1that are c

Figure

2 FeWhile seconomictransportfuels. Thmust be economypetroleumhave negcontributhuman hthese conthat woconsumpbeing comthe shippclean uppopulatedhave thconservinhaving macceleratcould conboard eelectricalpetroleumbecause tinclude NHydro-elperformeeconomicelectric pshipping

nternational Ba

-1 illustrates created by the

1-1: NYS Wat

asibility Ahort sea shc benefits that, marine vesshis non-renew

imported why. In additm fuels emigative effecttes to bad airhealth. One pncerns is an

ould reduce ption. Using mmercializedping industry p the air ad port areas.

he capabilityng energy dumore power tion and stennect to utilit

energy storal power genm and emthe primary sNuclear (27%lectric (18%)ed an assesc, and envpropulsion syoperation on

attery, Hybrid a

the marine he waterways i

terways (shown

Assessmenipping has at warrant itssels are relianwable resourchich is a dration, the cits harmful ts on the enr quality thatpotential solu

electric propor elimin

similar approd in the automcould reduceand water Electric prop

y to be muring idling for the sma

ering. At poty power to rge system. nerated in N

mission redusources of tha%), Natural G). New Wesssment of ironmental aystem for usen NYS waterw

and Fuel Cell E

highway routin NYS.

n in light blue)

nt efficiency a

s use for freignt on petroleuce is costly aain on the loccombustion emissions th

nvironment at is injuriousution to addrepulsion syste

nate petroleuoaches that a

mobile industre emissions aaround high

pulsion systemmore efficieand potentiaall intervals ort, the vessecharge the o

Switching NYS has bouction benefat power whi

Gas (26%), at Technologithe technicaspects of e in a short sways.

Electric Vehicl

tes

)

and ght um and cal of

hat and

to ess em um are ry,

and hly ms nt, lly of

sel on-

to oth fits ich and ies

cal, an

sea

2.1Elecnewwerfouncurrfor (steincrhavmaylonghavimpprovserilargbacsignecoThepropgenstorthe wouaddinclthe neeelecconsousoube cto oa pFigu

Fig

le Symposium

Electricctrical propul

w. It was usere on ships tnd on moderrent electric padded powe

ealth submarreasing effici

ve been deploy idle and pg periods be

ve proven bprovement, thvide fully-eies hybrid-elge, plug-in cak-up generanificant petronomic benefi

e series hybrpulsion pow

nerators (genrage, or a comgensets wou

uld operate aditional energludes several

ability to oded) connectctrically driventrol cabinet, urce and flowurce is the elecharged fromoperate almosperiod of timure 2-1.

gure 2-1: Seriewith

m

c Marine Prlsion for the ed years agoto generate ern nuclear ppropulsion aper (icebreakerrines), and hiency. A fewoyed recently

perform only etween jobs. beneficial ahe limited enlectric proplectric propuapable energators may oleum reductits of short serid-electric c

wer for the nsets), on-bombination of uld become “at their most gy is required

diesel gensetonly produceted to banks en propulsorsor switchboa

w of power.ectrical energ

m shore powest exclusively

me. This arra

es Hybrid-ElecOn-Board Ene

ropulsion marine indus

o when steamelectricity anowered vesspplications arrs) or quiet have limited

w hybrid tug y for harbor

small maneWhile thes

and show energy storage ulsion capab

ulsion systemgy storage sybe able to

tions and incea shipping. configuration

vessel usinard electrica

f both. In this“range extend

efficient sped. The systets (for redunde as much pof energy stos through an ard, which co. The primargy storage th

er and allow ty on electric pngement is

ctric Propulsionergy Storage

3

stry is not m engines nd can be els. Most re utilized operation

d use for concepts tugs that

euvers for e vessels efficiency

does not bility. A

m with a ystem and

provide crease the

provides ng diesel al energy s concept, ders” that eed when m design dancy and power as orage and electrical

ontrols the ry power hat would the vessel power for shown in

n System


EVS26 In

2.2 PoC

The Portlargest syCoast ofterminalscargo, fliquid, rproject pof cross-of freighNew JerlocationsWithin thin FigureAPM TeContaineand Redand otheshort tripat their hThis propropulsioopportunstorage complete

Figu

2.3 PoThe Eriwaterwayallows between point in bis often barge sizclosure arole in tturbines not be aform. Wdrafts, c

nternational Ba

otential ACity Harbor

t of New Yoystem of portf North Ames that are abfrom bulk, roll-on/roll-ofpieces. The poocean freight

ht coming intosey and laters via short she port theree 2-2; Port Nerminals, Maer Terminal, d Hook Conter cargo vessps between tehome port or ovides signifon vessels bnities to chasystem and

ed primarily u

ure 2-2: Port of

otential Apie Canal, tys of the Newmarine vesAlbany and

between. Thelimited due

ze restrictionat night. Howtransporting and bridge trable to be s

With the smalcalm waters

attery, Hybrid a

pplication:r ork and Newts and terminerica. In the le to handle break-bulk,

ff, automobiort is the primt voyages, wio the Port of r being distr

sea shipping, are six term

Newark Contaaher Termina

Global Matainer Terminels tend to mrminals and fone of the c

ficant potentibecause therarge the onshort routes

using electric

f NY and NJ Te

pplication: the longest w York Statesels to tra

d the Great e volume and to its seaso

n, speed limitwever, the can

large items, russes that wshipped in thller sized bas, and slow

and Fuel Cell E

: New Yor

w Jersey is tnals on the Ea

port there amost forms containerize

iles, and larmary destinatiith the majorNew York a

ributed to oth rail, or truc

minals as showainer Terminals, New Yoarine Terminnal. Tug boa

make numerofrequently docargo terminaial for electre are regu

n-board eners that may power.

erminals [6]

NYS Canaof the fo

e Canal Systeansport freig

Lakes, or ad type of freigonal operatiot, and requir

nal plays a visuch as hu

would otherwiheir assembl

arges, restrictw speeds, t

Electric Vehicl

rk

the ast are of

ed, rge ion rity and her ck. wn

nal, ork nal, ats

ous ock als. ric lar

rgy be

al our m,

ght any ght on, red ital uge ise led ted the

propaddalon30 mprespropcouwhithe gencouchathe chaservduriAn withof vmaiandplacdredTheFloathertie gradequmaychaelecshoeneintorequmay

3Thehybsystandbargassufloaconmodwasthe advstoranodeploca

le Symposium

pulsion powdition, locks ang the route minutes or msent an intpulsion in w

uld recharge ile being lifte

locks wereneration capauld be re-comarging station

extensive inarging capabive a small ning the warmadditional elh the New Yvessels requirintenance of

d buoy boatscing, maintaidges, taking ese vessels ating Plant ore are periodsonto the h

dalls, or quaruipment has gy have exces

arge the enectric vessel. Ould be sufficrgy storage.

o electrical puirements it iy operate enti

NYC Hae feasibility abrid-electric ttem could po

d emissions sage route. Thiumed duty cyat across thnceptual desidule into a ras being transtug to supply

vantage of thrage module other one fopleted modulation where it

m

wer requiremand lift bridge

where the vmore getting t

eresting appwhich seriesor swap ene

ed or lowerede constructedability that a

mmissioned ton. The limitatnfrastructure ility at everynumber of v

m seasons. lectric propulork State Canred to carry the canal. T

s perform thning and remsoundings, aare used d

or lock at ns when the te

hydraulic drerter boats betwgenerators forss electricity

ergy storage Overnight, lo

cient to fully Given these power and tis possible thirely on elect

arbor Tugassessment itug utilizing atentially provavings when is result wasycle for a tughe NYC Hgn integrated

ailcar or contaported, with y it with electhis concept

could quickor the next e could be mt could wait f

ments are redes are regularessels typicathrough. Theplication fors hybrid-elecergy storage d in the lock.d with hydrare still opeo provide powtion of this ccosts to estay lock, whic

vessels opera

lsion option anal System isout the oper

The tugboatshe necessary moving buoysand various odaily, returninight. Duringenders and buedges, derricween tasks. Ar on-board p

y that can beon a series

ow-cost slowrecharge the opportunitie

the lower phat these canaricity.

g Evaluatndicated thata large energvide significa

used for an s determined transporting

Harbor. The d the energyainer on the ba power cab

tricity. The enwas that th

kly be swaptransport w

moved to a for off-peak e

4

duced. In rly spaced ally spend se factors r electric ctric tugs

modules Many of

ro-electric erating or wer to the concept is ablish fast ch would ting only

associated s the fleet ration and , tenders, tasks of

s, moving ther jobs. ing to a g the day uoy boats ck boats, All of this ower that e used to s hybrid-

w chargers on-board

es to plug propulsion al vessels

tion t a series

gy storage ant energy in-harbor using an

a rail car original

y storage barge that ble run to nvisioned

he energy pped with while the

charging electricity


EVS26 In

before reday. It was clnecessaryconcept ua speciaaddress tdevelop includingstorage system. commercoperationaccurate environmproject twith excommercconceptuto a supropulsio

3.1 InThe two primarilyconsequeDaily dconsistedterminalsA Globaone of thexample Figure 3-of stops wfor pluggenergy st

Figure

nternational Ba

echarging and

ear that a secy to further using real-wolized marinethe technical an outline o

g the series modules, anA more d

cially availabnal duty cyc

estimates mental benefitteam sought xisting tug cially acual design anuccessful deon system.

nvestigatedselected app

y utilized for ently rarely tduties withid of barge s, constructiol Positioning he tugs to traGPS trace ov

-1. The frequwere used to ging in to electorage modul

3-1: Typical R

attery, Hybrid a

d be ready by

cond project pprove the v

orld tug datae engineer w

barriers of thof the systemhybrid-electrnd electricadetailed evable equipmecles would rof the efft, and marketto establishoperators t

cceptable nd identify poeployment o

d Marine Oplications areinter-harbor

travel beyondin the hartransports b

on sites, and rSystem (GP

ace its routesver several da

uency, duratiodetermine th

ctrical power le.

Routes for NYC

and Fuel Cell E

y the followi

phase would viability of tha. Support frowas required

he concept am componenric tug, enerl managemealuation usient and acturesult in moficiency gaint potential. T

h a partnershto develop

pre-prototyotential barrieof the elect

Operationse both tugboaoperations a

d NYC Harbrbor generabetween carrefuse transpoS) was used

s and stops. Aays is shown on, and locatihe tugs potent

to recharge t

C Harbor Tugs

Electric Vehicl

ing

be his om

to and nts, rgy ent ing ual ore ns,

The hip

a ype ers ric

ats and or. lly

rgo ort. on An in

ion tial the

s

3.1.

MotowHarMotheminclNattranCoaEasoccMostatCusshipcomcomandadvZ-dincrThean AvesdiesThepeamecgearatioRolTheRGreduoneof M

le Symposium

.1 Moran

ran Towing wing companrbor 150 yeran’s expanm to providludes ship dotural Gas nsportation. Tast, Great Lastern Seaboarasional trips ran’s fleet c

tioned throustomers servepping companmpanies, bammodity cord the U.S. Nvanced technodrive and artrease performe Moran TowAtlantic IV csel is propesel v-12 engese engines ak each for achanical driv

arbox. Poweron reverse rlls Royce five auxiliary lo

G6081 engine undant gense

e operating atMoran tug is

Figure 3-2

m

Towing Cor

Corporationny operatingears ago. Thnsion and dide a wide raocking, contr(LNG) acti

Their tug servakes, inland wrd, and the Goutside of U

consists of 95ughout their ed at these pnies, energy

arge comparporations, gNavy. Moranology and is ticulated tug

mance [7]. wing vessel ulass articulate

elled by twogines, model are rated at

a total of 5,1ve system r is routed treduction geve blade stainoads are pow

coupled to aets for safety t a time. An shown in Fig

2: Moran Class

rporation

n began as g in the Nehroughout thiversificationange of servract towing, Livities, andvice includeswaters alongGulf of Mex

U.S. waters. C5 tugs and 3

ports of oport locationand power gnies, miner

government n is a propincreasingly

g and barge

used in this aed tug and ba

o EMD turbo number 12t 2,550HP (00HP, and pthrough a through Lufkars to two nless steel p

wered by a Joa genset. Thand security example of

gure 3-2. [7]

s Atlantic IV T

5

a small ew York he years, n enables vices that Liquefied

d marine s the East g the U.S. xico, with Currently, 30 barges operation.

ns include generating rals and agencies,

ponent of adopting units to

analysis is arge. This ocharged, ‐645F7B.

(1900kW) power the reduction

fkin 4.5:1 115 inch

propellers. ohn Deere e tug has with only this class

Tug


EVS26 In

3.1.2 R

Reinauerbegan locJersey hawhich wetheir begmore thahp to 3,07,200 hparticulateresultingrequired Through operationTransporConstructransportErie Baswater are87 acres Staten Isvessel mThe Krpushboatdevelopintug. Thitransportresultingperiods current cThis test4000 M(approximengines during mfor more a mechannozzles standard two 75 kwhich opelectrical

nternational Ba

Reinauer Tr

r Transportcal operationarbor area inere converted

ginning, RTCan 75 vessels000 hp tugs p. RTC begaed tug and ba

g from the shby the Oithe years th

ns includinrtation, SENEction to ctation compasin Barge Poreas and uplan

all togethersland where aintenance ar

risty Ann Rt, was used tng a compais tug is nots and stays re

g in short transpent at RTconfigurationt vessel is p60 diesel enmately 1,20are generall

maneuvering, precise contrnical drive sand flankinrudders. The

kW auxiliaryperate one atl power.

Figure 3-3: K

attery, Hybrid a

ransportation

ation Compns in the New n 1923 using d to large tankC has grown s, including n

and articulaan significanarge operationhift to doubleil Pollution ey have also g Boston

ESCO Marinecreate a

any. RTC alsrt, which incnd warehouse. Their headqboth corpora

re located [8,Reinauer, ato establish aarable series ot suitable foelatively nearnsits and signTC’s dock. Tn is shown powered by ngines produ0 HP) eachly synchronicontrol can brol. Power is

system into twng and is e tug is also y gensets (fot a time, to su

Kristy Ann Rei

and Fuel Cell E

n

panies (RTYork and Nefishing vesse

k vessels. Sinto now opera

numerous 2,0ated tugs up nt utilization ns in the 199

e-hulled vesseAct of 199acquired othTowing a

e, and REICOcomprehensi

so acquired tcludes sheltere areas, totaliquarters are ate offices a9].

a square boa duty cycle f

hybrid-electfor open war its home banificant waitiThe tug in in Figure 3two MTU 8

ucing 880 kh [10]. Thezed. Howev

be split to allorouted throu

win fixed Kodirected wequipped w

or redundancyupply on-boa

inauer

Electric Vehicl

TC) ew els

nce ate

000 to of

90s els 90. her and ON ive the red ing on

and

ow for ric ter se, ing its -3. 8V kW ese

ver, ow

ugh ort ith ith y), ard

3.2Moanaopeminportengstarconsectdemves

To Reiboaactiengparapercrotaby prestemunitdatain rcurv

F

Engine Speed (RPM)

le Symposium

Data Cran provided

alysis to evaleration. Threenute samplint side main e

gine speed, prboard side nsumption rattion of the

monstrate thesel’s operatio

Figure 3-4: M

obtain opernauer, a data

ard to recordivity. Data wgines’ diagameters latercent engineational speedthe data logssure, engine

mperature, andt also recorda. The actual red on Figuve for the eng

igure 3-5: MT

0

250

500

750

1,000

0

m

Collectiond basic pre-ruate the dyn

e months datang periods. engine speedport side mmain engine

tes for both gdata is showe highly vaon.

Moran Tugboat

rational dataa logging sysd engine pawas retrievedgnostic cor used in th

e load, fued. Additional gging systeme coolant temd engine oil ded latitude,

recorded engure 3-5 projegines in the K

U 8V 4000 M6

50 1Time(m

recorded datanamics of thea was providParameters

d, starboard sain engine fe fuel rate, gensets. A 20wn in Figurariant nature

t Operational P

a on the Krstem was instarameters and from the

onnectors. he analysis

el rate, andinformation

m included emperature, ex

temperaturelongitude, a

gine test dataected over thKristy Ann Re

60 Diesel Engi

100 150minutes)

Port‐Side Engine

Starboard Engin

6

a for this e vessel’s ded at one

included; side main fuel rate, and fuel

00 minute re 3-4 to e of the

Profile

risty Ann talled on-nd vessel tugs two Captured included;

d engine collected

engine oil haust gas

e. A GPS and speed a is shown he power einauer.

ine Map

200

e (RPM)

ne (RPM)


EVS26 In

Duty cyselected was usparametepower pr

Figure 3

The signpower leutilizing the Kristthis occuThese tutime at hshort per

3.3 SyThree elwere evadvancedconventioelectric tto genermotors apropulsiosystem c(shown ithe electreither dishown in(position

Figur

nternational Ba

ycle informNYC tugs ded to esta

ers for theserofiles are sho

3-6: Power Usa

nificant portievel indicates

only the auxty Ann Rein

urred while thugs spend onhigh power, riods during b

ystem Desilectric propulvaluated to d hybrid-eleconal direct dtug (HET) larate electric and is mechaon system. Thcan be seen in green) supprical control irectly to thn green) or toned just behin

re 3-7: Series HConc

attery, Hybrid a

mation obtainduring real-wablish basele applicationown in Figure

age Profiles for

ion of time s a lot of staxiliary gensetnauer showedhe vessel is atnly a small fr

which genebarge transpo

gn lsion system

determine ctric systems diesel drive tuayout utilizes

power for anically decouhe conceptuain Figure 3-ply power, wcabinet whic

he propulsiono recharge th

nd the control

Hybrid-Electricept Cutaway

and Fuel Cell E

ned from torld operatioline operati

ns. The overe 3-6.

r Selected Tug

at the loweationary periot. GPS data

d that much t its home poraction of thrally occurs rt.

configuratiothe value compared to

ug. The hybri diesel enginthe propulsiupled from t

al layout of th7. The gense

when needed, ch routes pown motors (alhe battery pa cabinet).

c Tug (HET)

Electric Vehicl

the ons ing rall

gs

est ods on of

ort. eir in

ons of

o a id-nes ion the his ets to

wer lso ack

WitPI cpropthe fuelcomoff-cabwhicruiFigu

Fi

ThemodEESmodbatthowwoumodwouconloadon-b

3.4Thesyst(tergen

le Symposium

th the additioconcept couldpulsion energdiesel genset

l consumedmponents, thi-board transfle managemeich is similarise ship coldure 3-8.

igure 3-8: SeriePlug

e hybrid-elecdified with exS) that can bdule once ittery switchinwever, some fuld be requdules as should also allow

nnection to mads while statiboard the ves

Figure 3-9: Exchangea

4 Modeline modeling tems was crmed sub-monsets, energy

m

on of plug in d receive a siggy from the gt run time re

d. In addiis concept reformers alongent dockside.r to what is

d-ironing app

es Hybrid-Elec-In Capabilitie

ctric tug conxchangeable be switched t is depletedg infrastructuform of large

uired to movown in Figuw the vessel taintain chargionary at the pssel is shown

Series Hybridable Energy Sto

ng of the hybrcompleted iodels); primay storage

capabilities, gnificant port

grid. This wouquired and thition to thequires on-bg with some One potenticurrently ut

plications, is

ctric Tug Conces (HET-PI)

cept could benergy storawith a fully

d. The desigure could vare, onshore crave the largeure 3-9. Thito have a sho

ge and supporport. A moduhere.

-Electric Tug worage (HET-EE

rid-electric pin separate ary gensets, modules, a

7

the HET-tion of its uld offset he overall he HET

board and e form of ial layout, tilized for shown in

cept with

be further ge (HET-

y charged gn of the ry widely; ane or lift e battery is system ore power rt hoteling ule placed

with ES)

propulsion modules auxiliary

and grid



connectivity. These were combined into a comprehensive system operating model. The modeling technique is utilized to determine the energy usage profiles of each of the system components, as well as the overall system interaction. These profiles were then utilized to create total power, fuel consumption, emissions, and cost savings estimates associated with each technology. Similar sub-models were used for the HET, HET-PI, and HET-EES configurations; however, some aspects were eliminated to simulate the variations between these concepts. Data retrieved from the tugs was the primary driver for the modeling analysis which provided real-life applicable results. The first sub-model is for the auxiliary genset. As shown in Figure 3-10, this module simply references the state of charge (SOC) and maintains a minimum of 50% charge by turning the auxiliary genset on and off to ensure that power for all on-board equipment is available when needed. This module is programmed to keep the auxiliary genset off when the vessel is plugged into and receiving power from grid (for HET-PI and HET-EES configurations).

Figure 3-10: Auxiliary Genset Sub-model Diagram

Modules used for each of the primary gensets were similar which allowed for the scalability of the model to accept designs with different number of gensets. The modules are numbered sequentially (genset 1, genset 2, etc.…) and analyzed in numerical order, after the auxiliary genset, in the comprehensive model. The module’s logic path, as shown in Figure 3-11, begins by referencing the net power demanded by the tug and comparing it to the maximum power capabilities of the on-board energy storage. The net power refers to the total power, demanded by the tug, minus power provided by the auxiliary genset or lower numbered primary gensets. If the power required is higher than what can be provided by the energy storage, the genset

is automatically turned on. If it is not, the system looks at the SOC to determine if it is below a predetermined threshold. This threshold is based on battery specific characteristics and varied for each of the gensets, allowing them to be brought online incrementally if required. This SOC threshold is also utilized to specify charge-sustaining and charge-depleting modes. Charge-sustaining is accomplished by starting the generators earlier and not allowing the SOC to drop as low. It is used on the HET tug to protect battery life and provide sufficient power when needed. Charge-depleting is used on the HET-PI and HET-EES to optimize the use of grid power. It allows the SOC to drop much further before the gensets are brought online. If the SOC is below this threshold, the system checks to ensure that the power the genset provides will not overcharge the battery (which can cause damage) due to other gensets that may be operating. Once on, the gensets operate for a minimum of 5 minutes before shutting down.

Figure 3-11: Primary Genset Sub-model Diagram

The grid connectivity sub-model accounts for the displacement of petroleum by grid power and its impact on the overall value of these concepts. This module is not included for the HET concept model but provides grid connectivity simulation for both the HET-PI and HET-EES. To determine if the vessel is able to plug in to grid power or swap battery packs, it is necessary to verify that the vessel is stationary and docked at a location where this capability is possible. This is ideally determined using geo-fencing techniques. However, when GPS data was not available, it was assumed that if the vessel was not active for more

G[a] Auxillary generator state (on/off)

P[PI] Power received when plugged into the grid

SOC Battery State of Charge

P[net] Net power demand

BP[‐] Maximum battery power (discharging)

BP[+] Maximum battery power (charging)

G[n] Primary Generator State (n=1,2, ect…)


SOC[min] Predetermined Low state of charge threshold

RT Run time



than 2 hours, then it was at a dock and could be plugged in. When the vessel is docked and the SOC is under 100%, the vessel will charge the on-board energy storage until mobile. Battery-swapping capability with the HET-EES was only modeled if GPS data could verify that the vessel was at its home port. When that occurred, the vessel swapped battery packs and the SOC was reset at 100%. Shore charging is enabled on the HET-EES to allow auxiliary loads to be provided by grid power even after a battery swap as shown in the diagram in Figure 3-12.

Figure 3-12: Grid Connectivity Sub-model Diagram

Two types of energy storage technology were analyzed for this study to evaluate the difference between lower-priced, low power dense absorbed glass mat (AGM) technology, and higher-priced, high power dense lithium Polymer (LiPo) technology. Each of these battery technologies exhibit widely different charge/discharge characteristics and require varied control logic for optimal operation of the hybrid electric propulsion system. The energy storage sub-model diagram is shown in Figure 3-13. The overall power requested from the battery pack is first converted to amp-hours per pack and then split up into separate algorithms for charging or discharging. The charging state is identified by the flow of current into the battery, which automatically accounts for the grid power when plugged in. Charging can only occur if the SOC is below 100%. The discharging state is identified by the flow of current out of the battery, which ensures that the SOC does not drop below 20% to prevent damage to the energy storage system. If the SOC is above 20%, the requested current is provided and the energy storage discharges. With AGM batteries, the rate of discharge determines the energy capacity of the energy storage system (higher power = lower capacity), so the equivalent SOC lost per increment is calculated

based on specific battery data. However, with LiPo battery technology, the rate of discharge does not detrimentally affect the energy storage capacity of the system. The current SOC of the battery is continually updated by subtracting or adding the incremental change in SOC from the previous time period.

Figure 3-13: Energy Storage Sub-model Diagram

3.5 Results The completed analysis revealed significant potential fuel savings for both tugs with different propulsion system configurations. These savings varied significantly with the vessel duty cycle and energy storage technology.

3.5.1 Moran Savings

Due to the size and overall duty cycle profile associated with the Moran vessel, the benefits of hybrid-electric propulsion are somewhat limited. As shown in its operational profile (Figure 3-6), this vessel utilizes higher power levels and spends significant time (approximately 14% of the total time) at maximum power. While the energy storage is limited in its overall energy capacity, this application is most demanding on the power capabilities of the specified batteries. This meant that LiPo battery technology was a better fit because of its high power density. Because GPS data was unavailable for this vessel, an accurate


GP Grid power (specified at 250 kVA)

EESExchangable energy storage swapped with

fully charged unit

I[req] Requested current (amps)

I[rec] Received current (amps)

I[prov] Provided current (amps)

P[net] Net power demand

V[bat] Battery Voltage (DC)

TI Time increments per hour

Ah[bat@I] Maximum batter amp‐hours at discharge rate


ΔSOC delta SOC (change in SOC)

SOC[prev] SOC from the previous incremental time period



evaluation of the HET-EES concept was not possible. The overall percentages of fuel savings expected by the Moran tug for both AGM and LiPo battery technology are shown in Figure 3-14. While percentage-wise these savings appear minimal, the sheer volume of fuel consumed by the baseline tug results in significant fuel savings over the course of a year.

Figure 3-14: Moran Tug Fuel Savings Potential

Emission savings for the Moran vessel are incrementally greater than its fuel savings because the engines used to power the gensets are operated at their most efficient load. The predicted emissions savings of a Moran HET-PI vessel equipped with two battery packs is shown in Figure 3-15.

Figure 3-15: Potential Moran Tug Emissions

Reduction

3.5.2 Reinauer Savings

The duty cycle data collected from the Kristy Anne Reinauer shows significant potential for the successful adoption of hybrid-electric propulsion technology. The majority of this vessel’s

operation is not at peak power and it spends considerable time at idle and low power cruising. When high power operations are conducted, they are generally quite short. This varied operation allows the vessel to utilize mostly electric power (stored in on-board batteries) and use the gensets only when operating at high power. Excess power from the gensets quickly recharges the energy storage. The model predicts that hybrid propulsion system configurations, including HET, HET-PI, and HET-EES, can provide significant fuel savings potential for this vessel. The overall estimated fuel saving potential is shown in Figure 3-16.

Figure 3-16: Reinauer Tug Fuel Savings Potential

The potential emission savings realized from the adoption of an electrified propulsion system follow similar trends as the fuel savings. However, because the gensets are operated at their cleanest power level, emission savings can be even more significant, as shown for two battery packs in Figure 3-17.

Figure 3-17: Reinauer Tug Emissions Reduction Potential

4%6%8%

10%12%14%16%

500 1000 1500 2000 2500

Per

cen

t S

avin

gs

kWh of AGM Energy Storage

HET-PI Percent SavingsHET Percent Savings

4%6%8%

10%12%14%16%

250 750 1250 1750 2250

Per

cent

Sav

ings

kWh of LiPo Energy Storage

HET-PI Percent SavingsHET Percent Savings

0%10%20%30%40%50%60%

500 1000 1500 2000 2500

Per

cen

t S

avin

gskWh of AGM Energy Storage

0%10%20%30%40%50%60%

250 750 1250 1750 2250

Per

cen

t S

avin

gs

kWh of LiPoEnergy StorageHET HET-PI HET-EES


EVS26 In

3.6 CDuring teffectivefound. Fstorage vessels, uIt was apower lnecessaryperformato offsetelectricalof the tcontinuofactor revcrucial propulsiopower lesense foprovide taccuratelbenefits concept.

4 NYA subseqanalyze Corporatenergy, einstallingnext declikely netheir maiend of llikely bestudy widecision electric board ecapabilityVessels wday tripelectricalon-boardCorporattenders might alsregular epower re

nternational Ba

Conclusionsthis evaluationess of marinFirst and flevels are ounless shore plso found thevels with y for these tance. While st a portion ol energy stortug’s power us supplemenvealed is that

when evaon systems. evel operationr identifyingthe level of oly predict eq

of an adv

YS Canal quent detailed

operational tion vessels environmentag electric procade, the NYeed to replacintenance velife, while the around for ll provide thebasis for reppropulsions

energy storay. with smaller

ps are likelyl propulsion

d energy stotion fleet th(Figure 4-1)so have operelectrical rechequirements.

attery, Hybrid a

s on, factors ine vessel hybforemost, moptimal for power chargiat maintaininthe diesel gtugs to meet smaller vesseof the installrage, the leve

demand is ntal battery pt real world, raluating hySimple powe

nal data is helg componentsoperational dequivalent pevanced hybr

Fleet Evad evaluation w

data fromto determine

al, and econoopulsion systYS Canal Coce many of ssels that arehe vessels thanother half

e NYS Canalpowering thesystems tha

age and gr

engines andy the best to minimize

orage. For thhis includes). Some of ations that arharging desp

and Fuel Cell E

influencing tbridization we

minimal enerpurely hybr

ing is availabng the baseligenerators w

their expectels may be abed power wel and durati

too great fower. The finreal time dataybrid electer profiles alpful in a bros but does netail required erformance arid propulsi

aluationwill collect a

m NYS Cane the potentmic gains frotems. Over torporation wthe engines

e reaching thhemselves wf century. Thl Corporation

eir vessels wat include orid rechargi

d shorter singcandidates fthe amount

he NYS Cans their dred

their tugboare favorable fite their high

Electric Vehicl

the ere rgy rid

ble. ine

was ted ble ith ion for nal a is ric

and oad not

to and ion

and nal tial om the

will in

eir will his n a ith

on-ing

gle for of

nal dge ats for her

F

Usiwillrequcompropinduavathe whielecenetheandcanpowcanoppandIf tthenelecwillreal

le Symposium

Figure 4-1: NY

ng collected l be analyzeuirements t

mparable seripulsion technustry and

ailable systemCanal fleet w

ich is best sctric propulsrgy efficiencdiesel gense

d environmenn recharge itswer or excessnal equipmentportunities wid evaluated ushe results fron an actual ctric propulsil be pursuedl-world perfo

m

YS Canal Corpo

data, the dutd to determi

that must es hybrid-elenology is eman evaluatio

ms that meet thwill be downsuited for thsion systemscy, even wheets, the most ntal savings os energy stors electricity ft vessels. Theill also be thsing GPS dataom this eval

repower ofion with on-d to demonstrmance and b

oration Dredge

ty cycle of thine the typicbe matched

ectric systemmerging for th

on of comhe required d-selected to d

his applicatio can have en solely pow significant eoccur when trage system from gensetserefore, all re

horoughly inva and operatioluation are pf a Canal V-board energytrate and qubenefits.

11

e Tender

he vessels cal power d by a

m. Electric he marine

mmercially demand of determine on. While increased wered by economic the vessel with grid on other echarging vestigated onal logs. romising,

Vessel to y storage

uantify its



References [1] NYSERDA (2011), Patterns and trends 2009;

New York State Energy Profiles: 1995-2009, www.nyserda.ny.gov/Publications/~/media/Files/Publications/Energy-Analysis/1995_2009_patterns_trends_rpt.ashx, accessed on 2012-01-23

[2] American Trucking Association (2008), Trucking and the Economy, www.truckline.com/Newsroom/Trucks%20Are/Trucking%20and%20the%20Economy.pdf, accessed on 2012-01-24

[3] U.S. Department of Transportation Maritime Administration (1994), Environmental Advantages of Inland Barge Transportation, www.ingrambarge.com/images/ingrambarge/pdf/environmental_advantages.pdf, accessed on 2011-09-05

[4] Stephen Flott (2004), Building a U.S. Waterborne Intermodal System, Presented at the Journal of Commerce Short Sea Shipping Conference, Hilton Head Island, SC

[5] American Association of Port Authorities (2009), U.S. Port Rankings By Cargo Tonnage, http://aapa.files.cms-plus.com/Statistics/2009US_PORTRANKINGS_BY_CARGO_TONNAGE.pdf, accessed on 2012-01-24

[6] Port Authority of New York and New Jersey, www.panynj.gov/port/ocean-shipping-schedules.cfm, accessed on 2012-01-24

[7] TugboatInformation.com, www.tugboatinformation.com/tug.cfm?id=564, accessed on 2012-01-30

[8] Tugboat Information.com, Reinauer Transportation Companies, www.tugboatinformation.com/company.cfm?id=33, accessed on 2011-12-27

[9] Reinauer Transportation Companies, www.reinauer.com, accessed on 2011-12-27

[10] Tugboat Information.com, Kristy Ann Reinauer, www.tugboatinformation.com/tug.cfm?id=17, accessed on 2011-12-27

Authors Paul Windover, a recent graduate from SUNY IT with a degree in Mechanical Engineering Technology, is a project engineer at New West Technologies, LLC. His areas of proficiency include system and technology modeling, concept development and technology evaluation, advanced transportation technology data collection and analysis, and economic analysis.

Bryan Roy, an engineer and project manager, has over 7 years of research and engineering in the renewable energy field with a focus on advanced transportation technologies. His expertise covers alternative fuels, transportation electrification, and petroleum use reduction for fleets. Mr. Roy has a B.S. in mechanical engineering from Union College and an M.S. in mechanical engineering and North Carolina State University.

Joseph D. Tario is a Senior Project Manager with NYSERDA’s Transportation Research Department; managing projects focused on advanced transportation infrastructure and intelligent transportation systems. A graduate of Rensselaer Polytechnic Institute, he holds an M.E. in environmental engineering, a B.S. in civil engineering, and is a licensed professional engineer in NYS. Mr. Tario also serves on the Board of Directors for the Intelligent Transportation Society of NY.


Documents

Electric Propulsion in Short Sea Shipping