IEEE Electrification Magazine - December 2019 - 30

TABLE 1. The timetable for Line 286.
Line 286

Lindholmspiren-Stenpiren

Monday-Friday

-

-

-

-

-

-

-

-

-

-

-

-

-

Lindholmspiren

06.25

33

40

48

55

03

10

18

25

18.33

18.4

18.48

18.55

Stenpiren

06.31

39

46

54

01

09

16

24

31

18.39

18.46

18.54

19.01

Line 286

Stenpiren-Lindholmspiren

Monday-Friday

-

-

-

-

-

-

-

-

-

-

-

-

-

Stenpiren

06.33

06.42

49

57

04

12

19

27

34

42

18.49

18.57

19.04

Lindholmspiren

06.38

06.47

54

02

09

17

24

32

39

47

18.54

19.02

19.09

ramp is down) is 1 min at Lindholmspiren and 3 min at
Stenpiren. These two ferries are prepared for battery operation but currently have no batteries onboard; instead, they
are operated by two diesel engines. Figure 1 shows one of
the ferries.
This analysis clearly illustrates the narrow margins of
time in which the ferry operates. Moreover, any delay during
the loading/unloading operation must be compensated for
by traveling at higher speeds during the 5-6 min passage,
something that can immediately be seen during spikes of
fuel consumption. Under the circumstances described previously, only 3 and 1 min are available for charging the vessel
at Stenpiren at Lindholmen, respectively.
New Li battery technology can accommodate such a
short, high-density charging time, which means that if a
fast connector could ensure a safe connection during the
mooring operation, electrification would be possible. However, the connection and start of the energy flow must be
completed in a few seconds; a well-designed magnetic
inductor, in combination with a high level of automation,
may fulfill such a rigid constraint.

Identification of Requirements and Challenges
Styrsöbolaget is considering using battery-powered ferries
primarily to meet the environmental demands and as a
way to reduce particle emissions from diesel engines. During the transition period, however, its objective shifted
toward hybrid solutions and away from ferries operated
solely by batteries. There are many challenges in trying to
reach this goal.

how it would fit into the urban development of the town.
Clearly, it is difficult to make any major investment decision without a well-defined development plan. A possible
initial scenario consists of having one quay where every
ferry goes to charge, e.g., Örnen at the Lindholmen side of
the river. For this to be realistic, more power must be provided at Örnen. To have charging possibilities available at
several locations, the corresponding quays must also be
redesigned, something that may cause a problem because
the quays are not owned by Styrsöbolaget. In Gothenburg,
the Traffic office (Trafikkontoret) owns the quays, and, in
the archipelago, some quays are privately owned. An
alternative could also be to use floating quays carrying
the charging equipment. Charging at the quay also raises
several safety issues.

Technology
Although there are many technical solutions on the market with regard to battery operations, none are optimal.
Styrsöbolaget must be confident that it can rely on the
technology before making major decisions about transferring to solely battery-operated ferries. Västtrafik,
owner of the Älveli and Älvfrida ferries, is now building a
third shuttle-a hybrid that features a 3-6-h operating
time on batteries. Styrsöbolaget further believes that if
some shipping companies would commit to batteryoperated ferries, others would follow. Operators, however,
find it difficult to maintain the resources required to
keep up to date regarding technical developments and
also lack a forum to share existing knowledge and experiences within the industry.

Charging Batteries
Given the short period that ferries are at the landing
place, Styrsöbolaget sees difficulties in using this time to
recharge batteries. For instance, the company perceives
the problem of charging batteries as a challenge from
a logistical point of view, but also in terms of the
investment required to change its entire infrastructure.
Stakeholders require a long-term strategy from the
municipality regarding the evolution of ferry traffic and

30

I E E E E l e c t r i f i cati o n M agaz ine / DECEMBER 2019

Operational Challenges
As mentioned previously, batteries do not have the same
capacity as diesel engines and will thus provide the propellers with less power. However, the maneuverability of
the ferry will be the same. The lower capacity could
make it more difficult to recover from delays, something
that, in turn, would make it as difficult to manage the
time table as it is today. Thus, the time table would likely



IEEE Electrification Magazine - December 2019

Table of Contents for the Digital Edition of IEEE Electrification Magazine - December 2019

Contents
IEEE Electrification Magazine - December 2019 - Cover1
IEEE Electrification Magazine - December 2019 - Cover2
IEEE Electrification Magazine - December 2019 - Contents
IEEE Electrification Magazine - December 2019 - 2
IEEE Electrification Magazine - December 2019 - 3
IEEE Electrification Magazine - December 2019 - 4
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IEEE Electrification Magazine - December 2019 - Cover3
IEEE Electrification Magazine - December 2019 - Cover4
https://www.nxtbook.com/nxtbooks/pes/electrification_december2022
https://www.nxtbook.com/nxtbooks/pes/electrification_september2022
https://www.nxtbook.com/nxtbooks/pes/electrification_june2022
https://www.nxtbook.com/nxtbooks/pes/electrification_march2022
https://www.nxtbook.com/nxtbooks/pes/electrification_december2021
https://www.nxtbook.com/nxtbooks/pes/electrification_september2021
https://www.nxtbook.com/nxtbooks/pes/electrification_june2021
https://www.nxtbook.com/nxtbooks/pes/electrification_march2021
https://www.nxtbook.com/nxtbooks/pes/electrification_december2020
https://www.nxtbook.com/nxtbooks/pes/electrification_september2020
https://www.nxtbook.com/nxtbooks/pes/electrification_june2020
https://www.nxtbook.com/nxtbooks/pes/electrification_march2020
https://www.nxtbook.com/nxtbooks/pes/electrification_december2019
https://www.nxtbook.com/nxtbooks/pes/electrification_september2019
https://www.nxtbook.com/nxtbooks/pes/electrification_june2019
https://www.nxtbook.com/nxtbooks/pes/electrification_march2019
https://www.nxtbook.com/nxtbooks/pes/electrification_december2018
https://www.nxtbook.com/nxtbooks/pes/electrification_september2018
https://www.nxtbook.com/nxtbooks/pes/electrification_june2018
https://www.nxtbook.com/nxtbooks/pes/electrification_december2017
https://www.nxtbook.com/nxtbooks/pes/electrification_september2017
https://www.nxtbook.com/nxtbooks/pes/electrification_march2018
https://www.nxtbook.com/nxtbooks/pes/electrification_june2017
https://www.nxtbook.com/nxtbooks/pes/electrification_march2017
https://www.nxtbook.com/nxtbooks/pes/electrification_june2016
https://www.nxtbook.com/nxtbooks/pes/electrification_december2016
https://www.nxtbook.com/nxtbooks/pes/electrification_september2016
https://www.nxtbook.com/nxtbooks/pes/electrification_december2015
https://www.nxtbook.com/nxtbooks/pes/electrification_march2016
https://www.nxtbook.com/nxtbooks/pes/electrification_march2015
https://www.nxtbook.com/nxtbooks/pes/electrification_june2015
https://www.nxtbook.com/nxtbooks/pes/electrification_september2015
https://www.nxtbook.com/nxtbooks/pes/electrification_march2014
https://www.nxtbook.com/nxtbooks/pes/electrification_june2014
https://www.nxtbook.com/nxtbooks/pes/electrification_september2014
https://www.nxtbook.com/nxtbooks/pes/electrification_december2014
https://www.nxtbook.com/nxtbooks/pes/electrification_december2013
https://www.nxtbook.com/nxtbooks/pes/electrification_september2013
https://www.nxtbookmedia.com