Electrical Delivery — Trying on the Numbers, The place We Are At this time – CleanTechnica – Uplaza

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A current article by Zachary Shahan, “Largest Battery-Electric Container Ship Now Operating — You Know Where,” represents an fascinating case research for electrical transport. It refers to earlier articles wherein Michael Barnard reported on the case of the COSCO Inexperienced River 01 electrical ship a 12 months in the past. The COSCO ship is a 700 TEU river transport vessel with a max of 80 MWh battery capability and 1,000 km of vary. TEU is a typical unit of measure equal to twenty toes. It’s an approximate normal for a transport container dimension, 20 ft x 6ft x 6ft.

Some Observations on Inexperienced River 01

Right here’s some extra data: “the electrical container ship is powered by a large-capacity battery combining for over 50,000 kWh. Nonetheless, COSCO says the variety of battery modules may be configured relying on the size of the voyage at sea. For instance, extra 20-foot battery bins providing 1,600 kWh of electrical energy may be loaded onto the container for further vary.

“This ship’s captain, Wang Jun, told CCTV that when the Green Water 01 is equipped with 24 battery boxes, the electric container ship can complete trips that consume 80,000 kWh of energy, equivalent to approximately 15 tons of fuel for a similar journey in a traditional container ship. COSCO Shipping also shared that the new Green Water 01 can save 3,900 kg (8,600 pounds) of fuel for every 100 nautical miles traveled, cutting carbon dioxide emissions by 12.4 tons. Following the successful launch, the Green Water 01 has commenced weekly service between Shanghai and Nanjing.”

There are a variety of factors right here.

• Every power storage container is 1.6 MWh.
• The utmost velocity is nineteen.4 km/h, solely 10.48 knots, lower than ocean going container ships, which generally journey at 15 to 24 knots.
• In accordance with the captain, 80 MWh is equal to fifteen tons of gasoline for the same journey, and the Inexperienced Water 01 might eat 3.9 MT (metric tons) of gasoline for each 100 nautical miles traveled.
• Weekly service between Shanghai and Nanjing is a distance of roughly 194 nautical miles, and at 10 knots, takes 0.8 days.
• Given 45MJ/kg diesel or GMO, and 1MJ = 0.2777 kWh, 3.9 MT × 1,000 kg/MT × 40 MJ/kg × 0.2777 kWh = 43,300 kWh, or 48 MWh.

The COSCO Inexperienced River 01 can be utilized for river and coastal transport.

There are some vital outcomes right here guiding estimates of additional electrical transport alternatives. Increasing from these we are able to discover longer vary electrical transport. Allow us to begin with some calculations of power for one of many longest continuous maritime container routes, China to LA, a comparatively worst case state of affairs.

Complete Power Required for a 7,000 TEU Vessel
China to LA

Allow us to begin with some power calculations for one of many longest continuous maritime container routes, China to LA, a comparatively long-range state of affairs. The overall quantity of power for transport from current diesel-powered ships exhibits some fascinating outcomes. Calculation of the values exhibits to what extent container ships can now be used, journey lengths, and carrying capability. At current, container ships of 6,000 to eight,000 TEU are typical. Allow us to contemplate the quantity of power required for a 7,000 TEU container ship touring from China to LA nonstop at 19 knots, a distance of some 6,500 nautical miles and 12,500 km. “For instance, while a container ship of around 8,000 TEU would consume about 225 tons of bunker fuel per day at 24 knots. At 21 knots, this consumption drops to about 150 tons per day, a 33% decline,” The Geography of Transport Methods writes. Supply: tailored from Notteboom, T. and P. Carriou (2009) “Fuel surcharge practices of container shipping lines: Is it about cost recovery or revenue making?”. Proceedings of the 2009 Worldwide Affiliation of Maritime Economists (IAME) Convention, June, Copenhagen, Denmark.

For cross reference examine on gasoline consumption, panamax ships can eat 63,000 gallons of gasoline per day. At 3.7 kg/gallon bunker gasoline, that’s 233,000 kg.

That’s roughly 512,000 lb or 256 tons. As a examine, the numbers line up nicely with 225 tons at 24 knots, roughly the identical TEU as the primary instance, about 8,000–14,000 TEU for panamax ships.

Ships might journey at 19 knots, a gasoline consumption compromise between gradual (15 knot) and quick (24 knot) operation. Gas use is computed at 19 knots to be 112.5 tons per day, in accordance with a cubic curve established by the proportionality given within the reference.

The required time is 352 hours or 14 and ⅔ days. At 112.5 tons bunker gasoline per day, that is available in at 1,650 tons of bunker gasoline for the journey at 19 knots.

• Bunker gasoline has a gravimetric power density of 40 MJ/kg. 1,000 kg = 1.102311 ton
• 1,650 tons × 1000 kg/1.102311 ton = 1,497,000 kg or 1,497 metric tons
• 40 MJ/kg × 1,497,000 kg = 59,874,000 MJ
• At an effectivity of fifty p.c, we now have 30 M MJ delivered
• 1 MJ = 0.27777 kWh
• To ship 30M MJ, {an electrical} system should ship: 30M MJ × 0.2777 kWh/MJ = 8.331M kWh, or 8,331,000 kWh

Thus, together with electrical effectivity of 0.81, the required electrical power is 10,285,000 kWh.

Pack Quantity versus Load Quantity

At this time’s battery pack densities method 200 Wh/kg. The BYD Blade battery pack density is 150 Wh/kg. That offers the load of batteries required. LFP cells attain 550 Wh/liter. With a packing density of 63%, the calculated pack density is 350 Wh/l. That’s 0.35 kW/l.

• 10,280,000 kWh × l/0.35 kW = 29,400,000 litre
• 1 litre = 0.001 cubic meter
• The quantity of power storage quantity required is thus 29,400 cubic meters.
• A container ship of roughly 7,000 TEU, a Submit-Panamax Plus, has dimensions of: 300m × 43m × 14.5m — a ship quantity of 187,000 cubic meters.
• The ratio of ship power storage quantity to whole quantity is 29,400/187,000 = 0.1572, or 15.72%.

Pack Weight versus Max Load Weight

Given 150 Wh/kg and a required 10,280,000 kWh:

• 10,280,000,000 Wh /150 Wh/kg = 68,500,000 kg
• 1,000 kg is a metric ton,
• 68,500,000 kg × 1 MT/1,000 kg = 68,500 MT.

Thus, 68,500 metric tons of battery storage are required.

The gross mass for a TEU container is 24,000 kg or 24 metric tons. 68,500 metric tons would require 2,850 TEU containers. The ship is able to dealing with 7,000 containers, so by TEU, the proportion of TEU for power storage can be 2,850/7000 = 41%. The share by TEU is 41%.

Weight and quantity are limiting components for LFP batteries for distances of this extent. Weight seems to be a extra important issue than quantity, no less than for LFP chemistry. This assumes the ship can load containers on the max cargo weight per TEU.

Trying Additional

At 150 Wh/kg, with a TEU load restrict of 24,000 kg, every TEU can be able to storing 3,600,000 Wh (3,600 kWh or 3.6 MWh). That doesn’t embrace any extra weight wanted for cooling or the load of the transport container. Calculations above are just for the pack density. The overhead for cooling is a negligible proportion of whole pack weight.

The Tesla Mannequin 3 with a 60 kWh LFP pack requires 14.6 L of ethylene glycol water combine. The radiator weighs on the order of ten kilos or 4.5 kg. Water is 1 kg/l and ethylene glycol practically the identical. 14.6L of coolant weighs about 14.6 kg. The pack dry weight is on the order of 400 kg or extra.

Subtracting the tare weight of a TEU container, the cargo weight is diminished from 24 metric tons to 21.6 metric tons.

Given the above calculations, an higher estimate of the quantity of power for every TEU container can be about 15% decrease, or about 3.06 MWh.

Only for enjoyable, let’s determine and evaluate power necessities for the COSCO vessel.

COSCO Vessel Comparisons

At 700 TEU, the Cosco vessel is one tenth the cargo capability of our 7,000 TEU container vessel instance. Additionally, we calculated power required on the idea of a really lengthy route — Gangzou to Los Angeles, a distance of 12,500 km. Allow us to evaluate the 2. In spherical numbers, the cargo capability dimension and vary are every an order of magnitude bigger, about 100×. The 80 MWh max power of the COSCO ship might scale up by the issue of 10 × 12.5 or 125. 80 MWh × 12.5 = 10,000 MWh, very near the direct calculation for the 7,000 TEU container ship. Energy varies with velocity, and the COSCO and container ships journey at totally different speeds, whereas the shape resistance and different components might also differ, so linear scaling load or TEU isn’t a given.

Battery Pack Swap

The 12,500 km instance used represents a doable worst case state of affairs requirement. Simply as with EVs, use instances of electrical transport may be totally different from FF–powered transport (FF = fossil fuels). FF-powered transport has no must refuel on longer distances, however there are routes with shorter distances between ports.

One of many use patterns that may change in lengthy distance transport is battery pack swapping. That’s, TEU power containers could possibly be swapped by loading and unloading. That is handy, as port transferring tools is designed for containers. Moderately than journey nonstop routes at longer distances, ships might swap power containers alongside the way in which.

Contemplate that the Inexperienced River 01 is a 1,000 km, or 600 mile container ship. It demonstrates a kind of existence proof for no less than that a lot vary. That ship makes use of 36 out of 700 containers for power storage, a complete of 80 MWh.

Charging infrastructure, identical to for electrical vehicles, is an element. The power container dimension calculation will depend on the battery chemistry. On the sensible facet, ship prices and charging amenities are components. Swap permits decrease infrastructure peak energy wants with decrease energy charging over longer intervals, and speeds journey occasions in comparison with quick charging an onboard pack. With days of journey time between locations, swappable power storage models can cost slowly. For instance, an 80 MWh pack charged over two days, requires solely 3.33 MW. The COSCO Inexperienced River 01 consequence can scale to different situations. For instance, with solely 36 TEU containers used for power, and with a complete of 700 TEU capability, it’s doable to think about double the variety of power containers, with 36 fewer cargo transport containers for about twice the vary.

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Shorter Distance Routes, Decrease Power Storage

Let’s study the chances for Atlantic and Pacific maritime routes to see if the route lengths may be shortened. Ocean-going journeys may be damaged into extra segments, requiring a smaller pack than a full route would require. Swapping containers wouldn’t require extreme time in comparison with full journey occasions. Main Pacific routes journey previous Japan and South Korea. Many ships cease in Prince Rupert, Canada. Ships can cease in Alaska as nicely. The gap from Kushiro, Hokkaido in Japan to Dutch Harbor, Alaska is 3,730 km or 2,320 miles. That is the shortest cross-Pacific phase. Kushiro has current container ship capability. Dutch Harbor Unalaska Marine Middle additionally handles container ships.

There are shorter routes throughout the Atlantic. Cork, Eire to St Johns, Newfoundland in Canada is 3,166 km or 1,967 miles. That is the shortest North Atlantic route.

For the 7,000 TEU container ship instance thought of, required power and weight percentages would scale downwards with shorter distances. The instance case used 12,500 km journey distance. The diminished longest journey distance is within the vary of 4,000 km, lower than 33% of that distance.

An Atlantic-route 7,000 TEU container ship might traverse 3,166 km, utilizing 2,600 MWh (3,166/12,500 × 10,280 MWh). At 3 MW per TEU, it will require 867 TEU out of seven,000, or 12.4% of cargo. The longest leg of the Pacific route would entail roughly 3,070 MWh (3,730/12,500 × 10,280 MWh), or 1,020 TEU, 14.5% of the overall TEU.

Value

NMC battery pack prices have already fallen under $139/kWh, and LFP packs have decrease prices, within the vary of $60–80/kWh, with sodium-based battery packs going even decrease and predicted by some as little as $10/kWh by 2028.

With these values, it’s doable to determine that pack DC power storage prices for such a 7,000 TEU vessel are within the vary of $70/kWh, yielding prices for a 3 MWh unit of  $210,000 ($70,000/MWh × 3 MWh). For the 7,000 TEU ship, on the Atlantic route requiring 3,166 km vary, the power container prices can be $182M at in the present day’s prices (867 TEU × $0.210M/power TEU), falling to $26M at future sodium battery prices.

New-build 7,000 TEU ships value within the neighborhood of $100M.

Given this, it seems that electrical long-distance ocean container transport vs. FF propulsion parity is affected by battery value. Technical limitations of vary and cargo capability, by comparability, may be remedied if adjustments in operational strategies utilizing battery swap at shorter intervals are utilized. A calculation of in the present day’s electrical energy prices versus gasoline prices doesn’t reveal vital variations. At $0.10/kWh, or $100/MWh, the 12,500 km journey would value $1.028M (10,280 MWh × $100/MWh). Common industrial electrical energy charges within the US are round 9.47¢/kWh. If decrease charges could also be obtained at nearer wholesale ranges, or by sourcing from low-cost renewables, outcomes will differ accordingly. Grid-fed renewables, reminiscent of photo voltaic and wind, are actually comfortably under $ 0.50/kWh, and battery storage will deliver that value up considerably. Lazard’s 2024 research exhibits LCOE within the vary of $0.01 to $0.10 per kWh for photo voltaic plus storage or wind plus storage.

The gasoline for 14.66 days at 112.5 tons per day is 1,650 tons. Bunker oil has been about $700/MT (MT=metric ton), however the value varies significantly by location and the typical value now’s about $600/MT. At 1,650 tons, the approximate value of gasoline is $1.15M. Touring the Pacific routes might imply as many as 20 transits a 12 months, including as much as annual gasoline prices of $23M, a major proportion in comparison with preliminary capital value.

Air pollution from bunker gasoline is excessive — particularly, sulfur emissions. Most notably, MGO, low sulfur gasoline, isn’t that rather more costly, about $700–800/MT. MGO has been required for port operation in lots of areas, however at sea, operations revert to bunker gasoline. Along with sulfur emissions, fossil gasoline creates NOx emissions.

For the Future

At this time, there’s a push to supply decrease carbon and different emission within the subsequent spherical of ship builds. It’s doubtless that future necessities for lower-emission gasoline would have an effect on value comparisons between electrical and FF ship propulsion, tipping the scales towards electrical propulsion.

Ship designers are exploring a lot of choices, and already twin gasoline ships and different low carbon efforts are elevating the value of new-build ships in comparison with legacy FF ships. Whereas in the present day’s battery know-how is now used for inland waterways and coastal transport, future battery enhancements might present a path to longer vary electrical ship propulsion.