DAWNING OF LIGHTWEIGHT HYBRID RO-PAX

Pioneering Australian aluminium shipbuilder Incat is in negotiations with a customer to convert an existing order into what would be the first reference of its large hybrid short-sea catamaran ferry

Incat confirmed that initial discussions with South American ferry operator Buquebus to introduce a battery-hybrid propulsion concept onto a large lightweight ferry under construction had advanced (see box below).

The battery-hybrid design is focused on the maximisation of battery-electric power augmented by diesel gensets, and is proposed as a contender to conventional, mid-sized ropax vessels.

Conceived by the Incat Group company Revolution Design, the innovative new type is 148m in length, raising the bar in the context of wave-piercer capacity and scale economy, offering substantial savings in energy usage and power needs, and displaying ‘green’ credentials. A slightly larger version, at 151m, is also foreseen.

The Incat 148E design offers a transitional route to zeroemission performance in the ferry sector, enabling regular service at up to 21 knots in hybrid mode and adaptation to full battery operation at a later stage. On a waterline length of 146.4m and draught of 4.1m, the twin hull spans 30.5m.

As drafted, the 148E is laid out for a vehicular load equating to 2,194 linear metres in lanes of 3.1m and 2.3m, plus up to 1,200 passengers. The main garage deck offers 1,068 lanemetres for freight, while the weatherdeck ahead of the superstructure provides 914 lane-metres primarily for cars and vans. The balance of 212 lane-metres is available on the forward, internal ramps.

A clear height of 4.6m is obtainable throughout the main deck level, while a headroom restriction of 2.1m applies elsewhere. The ro-ro payload capability corresponds to approximately 60 tractor/trailer combinations plus 245 cars.

The location towards the stern of the passenger block, where seating for nearly 1,200 is arranged in lounges on two

First reference under discussion

South American ferry operator Buquebús has been consulting with Incat Tasmania about the possibility of altering an existing order to replace the specified LNG powerplant with a battery-electric solution.

If the order proceeds, the vessel would become the world’s first large, lightweight, zero emissions ferry. The discussions surround a 130 metre long lightweight newbuilding. The Ro-Pax will have a capacity for 2,100 passengers and 226 vehicles. The ferry, which is to be delivered in 2025, is intended to serve the 200km

River Plate route connecting Buenos Aires and Montevideo in Uruguay.

Incat Group Chairman and Founder Robert Clifford commented “the customer wants this to happen, Incat wants this to happen, and whilst there are matters to be finalised, I am extremely confident that Incat can deliver this ground-breaking ship. In my experience unless we see something come in from left field, this is a ‘done deal’.

“Obviously, there needs to be sufficient energy supply in the ports that the ship would visit but we understand that this is progressing positively. The batteries and electric motors are being worked through with our suppliers, to ensure they can deliver the technology required in the timeframe we need them.” decks, promises a more comfortable voyage in head seas than would be the case were the accommodation placed forward.

The company announced that it is expanding its workforce and investing in its production facility in preparation to respond to what it expects will be a significant expansion in demand. Incat expects the delivery of a battery-hybrid lightweight vessel to open up a new high-growth market for similar vessels.

Incat’s weight-saving approach to hull lines, structures and onboard systems fosters minimum energy consumption. The rationale behind the design and construction concept is that the same power will propel a light displacement aluminium ship through waves more effectively than its heavy displacement, steel counterpart. While a battery installation implies high density, the amount of batteries can be reduced by lowering the vessel’s average speed requirement.

The most efficient electric-powered ship, asserts Incat, will be light and will sail at medium to low speeds.

The designers indicate that the lightweight ferry will use up to 40% less power than a comparable capacity passenger/ vehicle ferry, with corresponding savings in emissions. Furthermore, the aluminium wave-piercing ro-pax can more readily be converted to a zero-emission setup due to its lower power requirement.

Electric power is supplied by a battery outfit amounting to 10MWh of energy storage, with diesel augmentation for hybrid operation from CAT XQC containerised diesel gensets, or power modules, feeding two Azipod electric azimuth propulsors.

The podded units in the preliminary specification are of the DO1100 type, which yield an output in the 2,775-3,470kW range for ship speeds of around 20 knots. The Azipod D technology blends the best features of the original C-series with those of the high-output XO type.

It is foreseen that the gensets would cover 50% of power needs as a whole, and would effect battery recharging when alongside where no link with the shoreside grid is in place. At a future stage, the battery capacity could be increased to 30MWh, conferring greater range and speed in electric mode.

Incat recently entered a collaboration with ABB to further develop the 148m ferry concept and similar vessels. Seeking a viable pathway to zero-emission performance in the midsized segment of the ferry market, the two companies will evaluate hybrid operation and adaptability for a subsequent switch to full battery-electric mode. As and when shore charging facilities materialise, Incat-built electric ferries such as the 148E type and the slightly longer 151E would make greater use of batteries as proposed.

Besides the Azipod propulsion technology, giving assurance of precise control and manoeuvrability with maximised efficiency across the vessel’s operating profile, the ABB involvement in the 148E design would extend to the proprietary Onboard DC Grid power distribution, Ability power and energy management systems (PMS/EMS), 800xA distribution control systems and remote diagnostic system.

The orderbook at Incat’s Hobart yard in Tasmania comprises three wave-piercing ferries, including the 130m LNG dual-fuel newbuild contracted by Buquebus for the River Plate crossing, a 76m vessel booked by a South Korean operator, plus a 120m cat to unspecified account.

Leclanché to bring higher-performance Li-ion batteries

Leclanché, the integrated European battery supplier and manufacturer, has announced that it succeeded in reducing the cost and environmental impact of producing a new high-performance Lithium-ion cell.

By altering the chemistry of the NMCA cathodes (nickel-manganese-cobaltaluminium oxide), Leclanché claims to have reduced the cobalt content in the cathodes to 5%. The cells are reported to have a 20% higher energy density compared with conventional cells without altering the size, weight or charging/discharging rate.

“With the water-based production of the high-capacity NMCA cathodes, we have reached a decisive milestone in lithium-ion technology,” emphasizes Dr. Hilmi Buqa, Vice President R&D at Leclanché. “Until now, producing them using environmentally friendly processes was considered impossible. But, now we have mastered the process.”

Leclanché is the first company in the world to implement the environmentally friendly process in the production of Li-ion cells. The newly developed G/NMCA cell has a nickel content of around 90%, which increases the energy density and enables the significant reduction of the cobalt content by 15%.

At the same time, it offers a longer service life, high cycle stability and good chargeability. Thanks to the high-volume energy density and high cycle stability, the new cells are particularly well suited for heavy-duty applications such as ships, as well as land transportation modes, such as buses and trucks.

Environmental benefits

While the improvements in the production process for the cell will reduce the environmental embedded in the cell by eliminating the use of highly toxic organic solvents (NMP) from the production process and replacing it with a water binder-based process, the advance will also improve the new cells’ end-of-life appeal. The new G/ NMCA cathodes are said to be easier to dispose of and are also recyclable.

Interestingly, most high-capacity NMCA cathodes are manufactured using organic solvents such as NMP (N-methylpyrrolidone). These are highly toxic and harmful to the environment. In

April 2018, NMP was added to the list of Substances of Very High Concern, which can have serious irreversible effects on human health and the environment. The use of NMP has therefore been restricted by the European Commission.

Leclanché’s water-based process is also less energy intensive, offering a 10-30% reduction in energy consumption compared with ‘conventional’ NMCA cells.

Leclanché plans to bring its new environmentally friendly G/NMCA cells to market in 2024.