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electrochemical conversion process in the fuel cells is pure water. Constructed locally at the yard of SSB


Oortkaten to GL classification society standards, and operated by the Hamburger Hochbahn subsidiary ATG Alster- Touristik, FCS Alsterwasser is 25.5m in length, 5.2m wide and 2.62m in height. She incorporates a deckhead lowering device, enabling navigation under the low bridges that separate the Alster from the Elbe River, and restores the tradition of the Alster excursion ‘steamer’, albeit now with steam that is purely water vapour. The integrated battery package takes


surplus energy from the fuel cells, as when the ferry is alongside and requiring less power. When the vessel needs maximum power, especially during casting-off and coming alongside manoeuvres, the batteries feed energy back to the engine. An intelligent energy management system controls the division of work between fuel cells and battery, such that the hybrid system ensures maximum efficiency of operation and lifespan. The hydrogen is stored aboard in 350bar pressure tanks, and the maximum 50g of hydrogen carried provides sufficient energy to enable the vessel to operate at three-day refuelling intervals. A development consortium known as


Fuel Cell Boat is working on a project that is expected to see the introduction of a hydrogen-fuelled commuter ferry to the Amsterdam metropolitan area in early 2009. The initiative was launched by five companies, with the aim of demonstrating the merits of a purpose- built, fuel cell-powered vessel, in terms of efficiency and freedom from CO2


, NOx,


SOx and other pollutant emissions and is in keeping with very tight environmental criteria set by the city authorities for new inland craft. Although a hydrogen boat of the type required represents an investment cost in the order of 50% more than a comparable diesel-powered craft, it promises cheaper running costs along with minimised environmental impact. Shell expressed early interest in using the craft


to ferry employees


across the River IJ between Amsterdam Central Station and the oil major’s New Technology Centre during the morning and evening rush hours. To meet the daily


transportation task, the vessel’s planned passenger capacity is 100. Outside of commuter carrying obligations, the boat will be available for touristic services on the city’s canals. It is understood that the vessel’s


energy requirements will be met by a fuel cell plant of some 60kW, and that power translation under the all-electric propulsion arrangements will be made by a podded propeller. As an integral part of the project, a hydrogen fuelling facility will be


established on the


riverside to serve the boat. The city has embraced hydrogen-fuelled vehicles as a potential means of cutting air pollution, and the hydrogen boat forms part of the Air Quality Action Plan. Investment in the fuel supply infrastructure will be


vital to the


future uptake of zero-emission vessel technology within Amsterdam’s extensive fleet of tourist vessels and canal service craft. Fuel Cell Boat encompasses the interests of five companies, namely


“Our own


measurements show that we were able to temporarily save far more than half the fuel by deploying SkySails in favourable wind conditions”


Alewijnse Holding, Integral, Linde Gas, Marine Service Noord, and Rederij Lovers. The latter is heavily involved in boat tour and charter activities on the Amsterdam waterway network and will be the owner and operator of the zero-emission vessel. Alewijnse is a specialist in electrical engineering and navigational equipment, and Marine Service Noord produces and fits


Ship & Boat International November/December 2008


engine room installations and cargo handling systems.


Sail-assist initiatives The oil price crash of 1986 had undermined earlier industry interest in the concept of sail-assisted propulsion for commercial ships, despite successful results at the time from the Walker wingsail installation on the 6400dwt bulk carrier Ashington. However, today’s cost situation has fostered a revival in the development of wind power technology. Much of the recent running has


been made by the Hamburg company SkySails, in conjunction with German shipowners, through trial installations of large, single towing kites on two cargo vessels. In addition, John Walker, the British designer of the computer- controlled wingsail that had been fitted to Ashington, is now involved in a research project investigating a new sail-assisted system for both trading and special-purpose vessels. Following a pilot installation aboard


one of its fleet engaged in the European shortsea trades, the Wessels shipping company has specified towing kite auxiliary propulsion systems for its next three new ships. Each of the trio of 88m multipurpose newbuilds will be equipped with a 160m2


SkySails kite. of


The German maker claims that a kite this size can potentially generate


up to eight tonnes of tractive force in favourable wind conditions. To put this into perspective, the recipient newbuild vessel class requires approximately 11t of thrust so as to attain a cruising speed of 11kts. Each of the series will have main engine power of just 1500kW. The 3700dwt ships contracted by


Wessels have been financed through the Oltmann Group of Leer, which provided a major portion of SkySails’ seed money through private investors. Wessels’ current, trial SkySails installation involves a 1993-built representative of its fleet, the 3560dwt Michael A. The system has been undergoing pilot testing in European waters since the end of 2007. SkySails believes that the auxiliary


propulsion system promises fuel savings in the 10-35% range in future applications, depending on wind state


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