Page 68: of Maritime Reporter Magazine (November 2024)

In the Shipyard

From Design to Delivery

EST Calls for Tender for Battery-Powered Electric Ferry

Last month Estonian State Fleet announced a call for ten- The overall length of the ferry must be between 100 to 114 der for the design and construction of a new, battery-powered meters, considering the speci? c characteristics of the Kuiv- electric ferry to serve the main islands in Estonia. The new astu and Virtsu harbors. The ferry must also meet ice class 1B ferry will primarily be powered by green electricity, sourced as de? ned by the Finnish-Swedish ice class regulations.

from the shore and stored in the ship's onboard batteries. In The new ferry is planned to be the main vessel for the Virtsu- addition, biodiesel-powered auxiliary generators will be avail- Kuivastu route in Estonia but will also be suitable for the Rohukü- able for use during extreme ice conditions or other special cir- la-Heltermaa route if necessary. The deadline for submission of cumstances. According to Sander Sääsk, Director of Devel- tenders for the construction and design of the vessel is Decem- opment Services at the Estonian State Fleet, “The project's ber 10, 2024. The ferry is scheduled for completion by February funding criteria require the new ferry to be at least 66% more 2027. For further details regarding the tender, please visit the energy-ef? cient than the reference vessel." The ferry will ac- Estonian Procurement Register at https://riigihanked.riik.

commodate up to 500 passengers and around 130 vehicles. ee/rhr-web/#/procurement/7891704/general-info

Can a Cruise Vessel Really be Zero Emission? Hurtigruten says 'Yes'

A distinctive feature of the new ship design are the Ocean-

Wings sails which can be raised and lowered as needed. Pre- liminary estimates indicate that the sails could reduce energy consumption by around 10% over time. Additionally, solar panels will contribute another 2-3% in energy savings. “We still see signi? cant energy savings from having retract- able sails with solar panels, but this requires thorough studies, including model tests to be conducted in the coming months.

We have also changed the sail type to a more mature design

Rendering by Vard, courtesty Hurtigruten already in use on cargo ships,” said Chief Operating Of? cer

Hurtigruten released updated plans for its Sea Zero project, a Gerry Larsson-Fedde of Hurtigruten. zero-emission ship scheduled to debut in 2030 which is now in its The ship is planned with contra-rotating propellers as the

R&D phase. The ship, as designed today, will lean on large batter- main propulsion, and the batteries will have a capacity of ies, sails, and other solutions to sail emission-free during normal around 60 MW hours. Two retractable thrusters at the stern operation, while energy consumption could be reduced by 40-50%. will ensure optimal maneuvering during port operations and

Hurtigruten announced its Sea Zero project in October provide increased safety through redundancy. 2022, and unveiled its ? rst set of renderings in summer 2023. Another tech on trial is air lubrication of the hull, where air

A second version of renderings are now released, developed bubbles are pumped beneath the hull to reduce drag, a system in Ålesund by Vard. that reportedly can provide energy savings of 5-10%. Com-

In addition, the company is also going through a 100 mil- bined with modern hull design, advanced anti-fouling coat- lion Euro upgrade of its ? eet that includes several ships be- ings, and regular hull cleaning, water resistance can be sig- coming battery-hybrid-powered and inclusion of technology ni? cantly reduced. Preliminary results also show that better that will signi? cantly reduce both CO2 and Nitrogen oxides ventilation and insulation systems, as well as advanced energy (NOx) emissions by 25% and 80%, respectively. management, can lead to signi? cant energy savings. 68 Maritime Reporter & Engineering News • November 2024

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