Abstract
• A new model to estimate energy demand of Norwegian high-speed passenger vessels. • The most likely candidates for zero-emission replacement were identified. • Battery power is more suitable for vessels with short trips. • Timetable and route changes are required for more vessels to be zero-emission. • Findings can be used for further feasibility studies including route optimisation. High-speed passenger vessels have high greenhouse gas emissions per passenger kilometre travelled and require optimizations to provide a role in a low carbon society. This article works towards this goal as a study of the potential for replacing high-speed passenger vessels with compressed hydrogen or battery electric zero emission solutions. To do this, a model was developed based on automatic identification system data to calculate energy use for the existing Norwegian fleet in 2018. Using modelled energy consumption and assuming a maximum battery weight or compressed hydrogen volume each vessel can carry, the most likely candidates for replacement were identified. Results showed that 51 out of 73 vessels are most suitable for hydrogen propulsion, with 12 also suitable for battery electric propulsion. However, timetable and route changes are required for more vessels to be suitable. Route optimisation studies are therefore required, along with further detailed feasibility studies of the identified candidates and infrastructure requirements.
Highlights
Greenhouse gas (GHG) emissions from maritime transport are projected to increase between 50% and 250% by 2050 under an unmitigated business-as-usual scenario (IMO 2014)
Canditate vessels for battery and hydrogen technology studied. Benefits of these fleet-wide analyses based on automatic identification system (AIS) data is that they can be used for comprehensive screenings of replacement potential as a first step for detailed feasibility studies on identified suitable vessels/routes
The novelty of our approach lies in the combination of multiple levels of detail; use of AIS data allows for disaggregated analysis at a route level and identification of charging and bunkering potential based on actual movement patterns, whilst the use of wider feasibility assumptions allows for a fleet-wide automatic analysis
Summary
Greenhouse gas (GHG) emissions from maritime transport are projected to increase between 50% and 250% by 2050 under an unmitigated business-as-usual scenario (IMO 2014). The International Maritime Organisation (IMO) intends to reduce GHG emissions from shipping by at least 50% by 2050 compared to 2008 levels, and recommends research and development of lowcarbon and zero carbon fuels for marine propulsion (IMO 2018). As of yet in Norway, a leading European zero-emission transport market, there are no binding emission targets for the maritime sector as a whole. It is planned by the Norwegian Government that all public transport should be fossil free by 2025, including ferries and high-speed passenger vessels (Norwegian Government 2019). As of 2019 there were 166 vessels (mostly car/passenger ferries) with batteries in operation worldwide, of which 34 were fully electric (DNV-GL 2019a).
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