World Electric Vehicle Journal Vol.

5 - ISSN 2032-6653 - © 2012 WEVA Page 0288

EVS26
Los Angeles, California, May 6-9, 2012

Electric Propulsion in Short Sea Shipping

Paul Windover1, Bryan Roy, Joseph Tario2
1
New West Technologies, 414 Trenton Ave, Suite 2D; Utica, NY 13502
2
New York State Energy Research and Development Authority, 17 Columbia Circle; Albany, NY 12203

Abstract
Short sea shipping, the movement of freight along coasts and inland waterways, is more efficient and
environmentally friendly for transporting large quantities of product. While marine transport may displace
numerous diesel trucks, conventional propulsion systems still rely on petroleum fuels and the old engines
found in most freight vessels produce harmful exhausts. An investigation was undertaken to determine the
technical, economic, and environmental potential for an electric propulsion system in short sea shipping
operations within New York State where numerous waterways provide a marine highway option that can
be used for freight transport. Duty cycle information obtained from tugs during real-world operations in the
New York City Harbor was used in the analysis. Three drivetrain configurations, a series hybrid-electric
tug with energy storage, a series hybrid-electric tug with plug-in capability, and a series hybrid-electric tug
with exchangeable energy storage capability were analyzed using the acquired load profiles. Modeling
results indicate that the fuel savings is highly dependent on the application. The plug-in configuration is
likely to be the most cost effective concept based on the large increase in additional fuel savings for the
minimal cost to add this capability. This study shows the value of modeling with real-world duty cycles to
estimate system benefits. An ongoing study evaluating the potential benefits of electric propulsion for New
York State Canal Corporation maintenance vessels may identify a favorable application for this technology
due to the low power requirements and regular recharging opportunities within their operations.

Keywords: marine, electric drive, data acquisition, modeling, energy consumption

1 Introduction freight transportation have grown at roughly twice

According to the U.S. Energy Information
Administration, New York State (NYS) is the
fifth largest energy user of all the states. The
State’s transportation sector in 2009 was
responsible for 77 percent of petroleum
consumption (all of which must be imported
because there are no petroleum refineries in the
State) and 40 percent of greenhouse gas (GHG)
production, the single largest sector in either
category [1]. While automobiles are the primary
contributor, energy use and GHG emissions from
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the rate of passenger transportation emissions over
the last 15 years.
In January of 2011, Governor Andrew M. Cuomo
reaffirmed Executive Order No. 24 (2009), which
set a goal to reduce NYS greenhouse gas emissions
in 2050 by 80 percent below the levels emitted in
1990. The Executive Order also created the New
York Climate Action Council with a directive to
prepare a Climate Action Plan that will assess how
all economic sectors can reduce GHG emissions
and adapt to climate change.
1
World Electric Vehicle Journal Vol. 5 - ISSN 2032-6653 - © 2012 WEVA
The New York State Energy Research and
Development Authority (NYSERDA) is a public
benefit corporation to help New York meet its
energy goals: reducing energy consumption,
promoting the use of renewable energy sources,
and protecting the environment. NYSERDA
strives to facilitate change through the
widespread development and use of innovative
technologies to improve the State’s energy,
economic, and environmental wellbeing.
NYSERDA’s transportation programs are
designed to provide funding opportunities for
innovative research projects, and product
development initiatives that reduce emissions,
improve air-quality, and reduce our dependency
on imported oil. The programs are designed to
promote NYS business development, protect the
environment, increase energy reliability, and
enhance a competitive transportation-energy
market.
New West Technologies has been awarded
multiple NYSERDA contracts to investigate the
feasibility of advanced transportation concepts,
demonstrate new technologies that have not been
validated in real-world conditions, and assist in
the commercial acceptance of underutilized
systems that have not been previously deployed
in NYS to any significant extent. To advance
waterborne freight transport, New West
Technologies completed an All-Electric and
Hybrid-Electric Short Sea Shipping Assessment
for NYS in 2010 and an Evaluation of Electric
Propulsion for Tug Operations in New York City
(NYC) Harbor in 2012. NYSERDA also recently
awarded a follow-on project to New West
Technologies to study the feasibility of
electrifying NYS Canal Corporation maintenance
vessels.
1.1 Short Sea Shipping
Economies rely on the transportation of freight to
maintain the flow of goods from manufacturers
to consumers. The trucking industry accounts for
about 70 percent of all transportation domestic
freight tonnage [2]. An alternative to trucking,
which could ease the burden on the highway
system, is commercial vessel or tug and barge
operations that transport freight on inland
waterways. These operations, termed short sea
shipping, have traditionally moved freight that
could not effectively be transported on the
highway because of height, width, or weight
restrictions. Because of slower operating speeds,
waterborne cargo is typically not time sensitive.
In addition to their ability to transport difficult
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loads, marine vessels also have an inherent
efficiency advantage. A barge can transport 514
ton-miles per gallon of fuel while trucks can only
transport 59 ton-miles per gallon of fuel [3].
Short sea shipping provides significant economic
savings for transporting dry or liquid products in
bulk quantities because a typical ship or barge will
have at least 60 times more capacity than a single
truck and can load or unload that amount of cargo
much more effectively. The expansion of marine
transport often requires little infrastructure
investment and could have a direct effect on
alleviating highway congestion with routes along
existing highways [4]. Additional freight will have
to be moved with economic growth and increases
in population growth, for which trucking will only
further burden a highway system that has reached
maximum capacity around many cities. For coastal
cities or those served by a major inland waterway,
short sea shipping is a logical alternative
transportation mode for freight that is either
distributed to rural regions from an international
port or brought into the densely populated urban
area for consumption.
Interest in short sea shipping increased
considerably in 2010 when U.S. Transportation
Secretary Ray LaHood identified a national
network of marine corridors, connectors, projects,
and initiatives for further development as part of
“America’s Marine Highway Program.” The
Eastern Seaboard and the Eastern United States in
general, figured prominently in the program due to
high population densities and an abundance of
coastal and inland waterways.
1.2 Waterways in New York State
NYS has a network of waterways which are
currently used, to a limited extent, for commercial
shipping operations. These waterways include the
NYC Harbor, Hudson River, New York State
Canal System, St. Lawrence Seaway, Lake
Champlain, and Great Lakes. The Port of New
York and New Jersey is the third largest U.S. port
by cargo volume, handling almost 150 million tons
in 2009 [5]. The NYS Canal System is 524 miles
long with 57 locks and 20 lift bridges. It is a
critical component of a successful waterborne
freight system in NYS, because it links the Port of
New York and the Hudson River to the Great
Lakes. Partially due to reduced commercial
demand, the canal is only open seasonally and
other methods of transport must be used during the
coldest months. The Great Lakes provide cost-
effective trade routes to the Midwest and Canada.
2
World Electric Vehicle Journal Vol. 5 - ISSN 2032-6653 - © 2012 WEVA
Figure 1-1 illustrates the marine highway
h routtes
that are created
c by thee waterways in
i NYS.
Figure 1-1: NYS Watterways (shownn in light blue))
2 Feasibility Assessmen
A nt
While short sea shipping has efficiency and a proppulsion pow wer for the vessel usinng diesel
economicc benefits thaat warrant itss use for freigght
transportt, marine vesssels are reliannt on petroleuum
fuels. Thhis non-renewwable resourcce is costly anda
must be imported whhich is a draain on the loccal
economyy. In addittion, the combustion
c of
petroleumm fuels emiits harmful emissions thhat
have neggative effectts on the ennvironment and a the ability to only
contributtes to bad airr quality thatt is injurious to
human hhealth. One potential
p soluution to addreess
these conncerns is an electric proppulsion systeem
that woould reduce or eliminnate petroleuum
consumpption. Using similar approoaches that are a souurce is the eleectrical energgy storage thhat would
being com mmercialized d in the autommobile industrry,
the shippping industry could reducee emissions and a
clean upp the air and a water around highhly
populatedd port areas. Electric proppulsion system ms
have thhe capability y to be more m efficient,
conservinng energy du uring idling and potentially
having m more power for the smaall intervals of
accelerattion and steering. At poort, the vesssel
could connnect to utilitty power to recharge the on-
o
board eenergy storage system. Switching to
electricall power gennerated in NYS N has booth
petroleumm and em mission reduuction beneffits
because tthe primary sources
s of thaat power whiich
include Nuclear
N (27%
%), Natural GasG (26%), and a
Hydro-ellectric (18%)). New West Technologiies
performeed an assesssment of the techniccal,
economicc, and environmental aaspects of an
electric ppropulsion syystem for usee in a short seas
shipping operation onn NYS waterw ways.
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2.1 Electricc Marine Prropulsion
Elecctrical propullsion for the marine indusstry is not
neww. It was useed years ago o when steam m engines
werre on ships to t generate electricity
e annd can be
founnd on moderrn nuclear powered vessels. Most
currrent electric propulsion
p appplications arre utilized
for added poweer (icebreakerrs) or quiet operation
(steealth submarrines), and haveh limitedd use for
incrreasing efficiiency. A few w hybrid tug concepts
havve been deplo oyed recentlyy for harbor tugs that
mayy idle and perform
p only small maneeuvers for
longg periods beetween jobs. While these vessels
havve proven beneficial
b a
and show efficiency
e
impprovement, th he limited ennergy storage does not
provvide fully-electric propulsion capabbility. A
seriies hybrid-ellectric propuulsion system m with a
largge, plug-in caapable energ gy storage syystem and
back-up generaators may be able to provide
signnificant petrooleum reducttions and inccrease the
economic benefiits of short seea shipping.
Thee series hybrrid-electric configuration
c provides
gennerators (gennsets), on-board electricaal energy
storrage, or a commbination off both. In thiss concept,
the gensets wouuld become “range“ extendders” that
wouuld operate at a their most efficient speeed when
addditional energ gy is requiredd. The system design
inclludes several diesel gensetts (for redunddancy and
o producee as much power p as
needed) connectted to banks of energy stoorage and
elecctrically driveen propulsorss through an electrical
conntrol cabinet, or switchboaard, which coontrols the
souurce and flow w of power.. The primarry power
be charged
c from
m shore poweer and allow tthe vessel
to operate
o almosst exclusivelyy on electric power
p for
a pperiod of tim me. This arrangement is shown in
Figuure 2-1.
Figgure 2-1: Seriees Hybrid-Elecctric Propulsionn System
with On-Board Eneergy Storage
m 3
World Electric Vehicle Journal Vol. 5 - ISSN 2032-6653 - © 2012 WEVA
2.2 Pootential Application:: New Yorrk
C
City Harborr
The Portt of New Yoork and New w Jersey is the
t
largest syystem of portts and terminnals on the Eaast
Coast off North Ameerica. In the port there are a
terminalss that are able to handle most forms of
cargo, ffrom bulk, break-bulk, containerizeed,
liquid, roll-on/roll-of
r ff, automobiiles, and larrge
project ppieces. The poort is the primmary destinatiion
of cross-ocean freightt voyages, wiith the majorrity
of freighht coming intoo the Port of New York and a
New Jersey and laterr being distrributed to oth her
locationss via short sea
s shipping, rail, or trucck.
Within thhe port there are six term minals as show wn
in Figuree 2-2; Port Newark
N Contaainer Terminnal,
APM Teerminals, Maaher Terminaals, New Yoork
Containeer Terminal, Global Maarine Termin nal,
and Redd Hook Conttainer Terminnal. Tug boaats
and otheer cargo vessels tend to make m numero ous
short tripps between terminals and ffrequently doock
at their home
h port or one of the cargo
c terminaals.
This proovides signifficant potentiial for electric
propulsioon vessels because
b therre are regular
opportunnities to chaarge the onn-board enerrgy
storage system and short routess that may be
completeed primarily using
u electric power.
Figuure 2-2: Port off NY and NJ Teerminals [6]
2.3 Pootential Ap
pplication: NYS Cana
al
The Eriie Canal, the t longest of the foour
waterwayys of the New w York Statee Canal System,
allows marine vessels to traansport freigght
between Albany andd the Great Lakes, or any a assuumed duty cy ycle for a tug transporting a rail car
point in bbetween. Thee volume andd type of freigght
is often limited due to its seasoonal operatioon,
barge sizze restrictionn, speed limitt, and requirred
closure aat night. Howwever, the cannal plays a viital
role in ttransporting large items, such as huuge
turbines and bridge trrusses that would
w otherwiise
not be able
a to be shipped
s in thheir assemblled
form. WWith the smalller sized baarges, restrictted
drafts, ccalm waterss, and slow w speeds, the t
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proppulsion pow wer requirem ments are redduced. In
adddition, locks and
a lift bridgees are regularrly spaced
alonng the route where the vessels typicaally spend
30 minutes
m or more
m getting through.
t These factors
pressent an interesting app plication forr electric
proppulsion in which
w seriess hybrid-elecctric tugs
couuld recharge or swap eneergy storage modules
whiile being lifteed or lowered d in the lock. Many of
the locks weree constructedd with hydrro-electric
genneration capaability that are a still opeerating or
couuld be re-com mmissioned too provide pow wer to the
chaarging stationn. The limitattion of this concept
c is
the extensive innfrastructure costs to estaablish fast
chaarging capabiility at everyy lock, whicch would
servve a small number
n of vessels
v operating only
duriing the warm m seasons.
An additional ellectric propullsion option associated
a
withh the New York State Cannal System iss the fleet
of vessels
v requirred to carry out the operration and
maiintenance of the canal. The T tugboats, tenders,
andd buoy boatss perform thhe necessary tasks of
placcing, maintaining and rem moving buoyss, moving
dreddges, taking soundings, and a various other jobs.
Theese vessels are used daily, d returniing to a
Floaating Plant or o lock at night.
n Duringg the day
therre are periodss when the teenders and buuoy boats
tie onto the hydraulic
h dreedges, derricck boats,
graddalls, or quarrter boats betw ween tasks. All
A of this
equuipment has generators
g forr on-board power that
mayy have excesss electricity y that can bee used to
chaarge the eneergy storage on a seriess hybrid-
elecctric vessel. Overnight,
O loow-cost slow w chargers
should be sufficcient to fully recharge the on-board
energy storage. Given these opportunitiees to plug
intoo electrical power
p and thet lower propulsion
p
requuirements it isi possible thhat these canaal vessels
mayy operate entiirely on electricity.
3 NYC Haarbor Tugg Evaluattion
Thee feasibility assessment
a indicated thatt a series
hybbrid-electric tug
t utilizing a large energgy storage
systtem could potentially prov vide significaant energy
andd emissions saavings when used for an in-harbor
bargge route. Thiis result wass determined using an
floaat across th he NYC Harbor.
H The original
connceptual design integrated d the energyy storage
moddule into a raailcar or contaainer on the barge
b that
wass being transported, with a power cabble run to
the tug to supplyy it with electtricity. The ennvisioned
advvantage of th his concept was that thhe energy
storrage module could quickkly be swappped with
anoother one foor the next transport w while the
deppleted module could be moved m to a charging
locaation where itt could wait for
f off-peak electricity
e
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before reecharging andd be ready byy the followiing 3.1..1 Moran Towing Corrporation
day. Moran Towing Corporation n began as a small
It was clear that a seccond project phase
p would be wing companny operating
tow g in the Neew York
necessaryy to further prove the viability
v of thhis Harrbor 150 yeears ago. Thhroughout thhe years,
concept uusing real-woorld tug dataa. Support fro om Moran’s expannsion and diiversificationn enables
a specialized marinee engineer was w required to themm to provid de a wide raange of servvices that
address tthe technical barriers of thhe concept and
a inclludes ship doocking, contrract towing, Liquefied
L
develop an outline of o the system m componennts, Nattural Gas (LNG) actiivities, andd marine
includingg the series hybrid-electrric tug, enerrgy trannsportation. Their
T tug servvice includess the East
storage modules, annd electrical managemeent Coaast, Great Laakes, inland waters
w alongg the U.S.
system. A more detailed d evaaluation usiing Easstern Seaboarrd, and the Gulf
G of Mexxico, with
commerccially availab ble equipmeent and actuual occasional trips outside of U.S.
U waters. Currently,
C
operationnal duty cyccles would result
r in mo ore Moran’s fleet consists
c of 955 tugs and 330 barges
accurate estimates of the effficiency gainns, stattioned throuughout their ports of operation.
o
environmmental benefitt, and markett potential. The
T Cusstomers serveed at these port
p locationns include
project team
t sought to establishh a partnershhip shippping compannies, energy and power generating
g
with exxisting tug operators to t develop a commpanies, baarge companies, minerrals and
commerccially accceptable pre-prototyype commmodity corrporations, government
g agencies,
conceptuual design annd identify pootential barrieers andd the U.S. Navy.
N Morann is a propponent of
to a suuccessful deeployment of o the electric advvanced technoology and is increasingly adopting
propulsioon system. Z-ddrive and artticulated tugg and barge units to
incrrease perform
mance [7].
3.1 In
nvestigated
d Marine Operations
O Thee Moran Tow wing vessel used
u in this analysis
a is
The two selected appplications aree both tugboaats an AAtlantic IV class articulateed tug and baarge. This
primarilyy utilized for inter-harbor operations and
a vessel is propeelled by two o EMD turboocharged,
consequeently rarely travel
t beyondd NYC Harbor. diessel v-12 enggines, model number 12‐645F7B.
Daily dduties withiin the harrbor generally Theese engines are rated att 2,550HP (1900kW) (
consistedd of barge transports between
b carrgo peaak each for a total of 5,100HP, and power p the
terminalss, constructio
on sites, and refuse
r transpoort. mecchanical driv ve system through a reduction
A Global Positioning System (GPS) was used on geaarbox. Powerr is routed through
t Lufk
fkin 4.5:1
one of thhe tugs to traace its routess and stops. An
A ratioon reverse reduction
r gears to two 115 inch
example GPS trace ovver several daays is shown in Rollls Royce fivve blade stain nless steel propellers.
p
Figure 3--1. The frequuency, duratioon, and locatiion Thee auxiliary looads are powwered by a Joohn Deere
of stops w
were used to determine thhe tugs potenttial RGG6081 engine coupled to a genset. The tug has
for pluggging in to elecctrical power to recharge the
t reduundant genseets for safety and security with only
energy sttorage modulle. onee operating att a time. An example of this class
of Moran
M tug is shown in Figgure 3-2. [7]

Figure 3-1: Typical Routes

R for NYC
C Harbor Tugss Figure 3-22: Moran Classs Atlantic IV Tug
T

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3.1.2 Reinauer
R Trransportation n 3.2 Data Collection
C
Reinauerr Transportation Comppanies (RT TC) Moran providedd basic pre-rrecorded dataa for this
began loccal operationns in the New York and Neew anaalysis to evaluate the dynnamics of thee vessel’s
Jersey haarbor area inn 1923 using fishing vesseels opeeration. Threee months dataa was providded at one
which weere convertedd to large tankk vessels. Sin nce minnute samplin ng periods. Parameters included;
their begginning, RTC C has grown to now operaate portt side main engine
e speed
d, starboard side
s main
more thaan 75 vesselss, including numerous
n 2,0
000 enggine speed, port
p side main engine fuelf rate,
hp to 3,0000 hp tugs and articulaated tugs up to starrboard side main enginee fuel rate, and fuel
7,200 hpp. RTC begaan significannt utilization of connsumption rattes for both gensets.
g A 2000 minute
articulateed tug and baarge operationns in the 199 90s secttion of the data is show wn in Figurre 3-4 to
resultingg from the sh hift to doublee-hulled vesseels demmonstrate thee highly vaariant naturee of the
required by the Oiil Pollution Act of 19990. vessel’s operatioon.
Through the years they have also acquired othher
Port‐Side Enginee (RPM)
operationns including Boston Towing and a
1,000 Starboard Engin
ne (RPM)
Transporrtation, SENE ESCO Marinee, and REICO ON

Engine Speed (RPM)
Construcction to create c a comprehensiive 750
transporttation compaany. RTC alsso acquired the t 500
Erie Bassin Barge Porrt, which inccludes shelterred
water areeas and uplannd warehousee areas, totaliing 250
87 acres all together. Their headqquarters are on 0
Staten Issland where both corporaate offices and a 0 50 1
100 150 200
vessel maintenance arre located [8,9]. Time(m
minutes)
The Krristy Ann Reinauer,
R a square boow Figure 3-4: Moran
M Tugboatt Operational Profile
P
pushboatt, was used to t establish a duty cycle for f
developinng a compaarable series hybrid-electric To obtain operrational dataa on the Krristy Ann
tug. Thiis tug is noot suitable for fo open water Reinauer, a dataa logging sysstem was insttalled on-
transportts and stays reelatively nearr its home base, boaard to record d engine paarameters annd vessel
resultingg in short tran
nsits and signnificant waitiing actiivity. Data was
w retrievedd from the tugs two
periods spent at RT TC’s dock. The T tug in its enggines’ diaggnostic coonnectors. Captured
current cconfiguration n is shown in Figure 3-3. paraameters laterr used in th he analysis included;
This testt vessel is powered
p by two MTU 8V 8 perccent enginee load, fueel rate, andd engine
4000 M60 diesel en ngines produucing 880 kW k rotaational speedd. Additional information collected
(approxim mately 1,200 HP) eachh [10]. Theese by the data log gging system m included engine
e oil
engines are generallly synchronized. Howevver, presssure, enginee coolant tem mperature, exhaust gas
during mmaneuvering, control can be b split to alloow tem
mperature, and d engine oil temperaturee. A GPS
for more precise contrrol. Power is routed throu ugh unitt also recordded latitude, longitude, and
a speed
a mechannical drive system
s into tw
win fixed Ko ort dataa. The actual recorded enggine test dataa is shown
nozzles and flankinng and is directed with in rred on Figuure 3-5 projeected over thhe power
standard rudders. Thee tug is also equipped with curvve for the enggines in the Kristy
K Ann Reeinauer.
two 75 kkW auxiliary y gensets (foor redundancyy),
which opperate one att a time, to suupply on-boaard
electricall power.

Figure 3-3: Kristy

K Ann Reiinauer Figure 3-5: MTU 8V 4000 M6
60 Diesel Engiine Map

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Duty cyycle inform mation obtainned from the t Witth the additioon of plug in capabilities, the HET-
selected NYC tugs during
d real-world operatio
ons PI concept
c could
d receive a siggnificant porttion of its
was used to estaablish baselline operatiing proppulsion energgy from the grid.
g This wouuld offset
parameteers for thesee applicationns. The overrall the diesel gensett run time required and thhe overall
power prrofiles are shoown in Figuree 3-6. fuell consumedd. In addiition to thhe HET
com
mponents, thiis concept reequires on-bboard and
off--board transfformers alongg with somee form of
cable managemeent dockside. One potentiial layout,
whiich is similarr to what is currently uttilized for
cruiise ship coldd-ironing appplications, is shown in
Figuure 3-8.

Figure 33-6: Power Usaage Profiles forr Selected Tug

gs
The signnificant portiion of time at the loweest
power leevel indicatess a lot of staationary perioods
utilizing only the auxxiliary gensett. GPS data on
the Kristty Ann Reinnauer showedd that much of
this occuurred while thhe vessel is att its home poort.
These tuugs spend onnly a small frraction of their Fiigure 3-8: Seriees Hybrid-Elecctric Tug Conccept with
time at hhigh power, which generally occurs in Plug-In Capabilitiees (HET-PI)
short perriods during barge
b transport. Thee hybrid-elecctric tug concept could be b further
moddified with ex xchangeable energy storage (HET-
3.3 Syystem Design EES S) that can be b switched with a fullyy charged
Three ellectric propullsion system configuratio ons moddule once itt is depletedd. The desiggn of the
were evvaluated to determine the value of batttery switching infrastructu ure could varry widely;
advancedd hybrid-elecctric systems compared too a howwever, some formf of largee, onshore craane or lift
conventioonal direct diesel
d drive tuug. The hybriid- wouuld be requuired to mov ve the largee battery
electric tug
t (HET) laayout utilizes diesel enginnes moddules as shoown in Figuure 3-9. Thiis system
to generrate electric power for the propulsiion wouuld also alloww the vessel tot have a shoore power
motors aand is mechaanically decouupled from the t connnection to maaintain chargge and supporrt hoteling
propulsioon system. Th he conceptuaal layout of thhis loadds while statiionary at the port.
p A moduule placed
system ccan be seen in Figure 3-7. The genseets on-bboard the vesssel is shown here.
(shown iin green) suppply power, when
w needed, to
the electrrical control cabinet whicch routes powwer
either diirectly to thhe propulsionn motors (allso
shown inn green) or to o recharge thhe battery paack
(positionned just behin
nd the control cabinet).

Figure 3-9: Series Hybrid-Electric Tug with

w
Exchangeaable Energy Stoorage (HET-EE ES)

3.44 Modelin
ng
Thee modeling of the hybrrid-electric propulsion
p
systtems was completed
c i separate modules
in
(terrmed sub-moodels); primaary gensets, auxiliary
Figurre 3-7: Series Hybrid-Electric
H c Tug (HET)
gennsets, energy
y storage modules, aand grid
Concept Cutaway

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World Electric Vehicle Journal Vol. 5 - ISSN 2032-6653 - © 2012 WEVA
connectivity. These were combined into a
comprehensive system operating model. The
modeling technique is utilized to determine the
energy usage profiles of each of the system
components, as well as the overall system
interaction. These profiles were then utilized to
create total power, fuel consumption, emissions,
and cost savings estimates associated with each
technology. Similar sub-models were used for
the HET, HET-PI, and HET-EES configurations;
however, some aspects were eliminated to
simulate the variations between these concepts.
Data retrieved from the tugs was the primary
driver for the modeling analysis which provided
real-life applicable results.
The first sub-model is for the auxiliary genset.
As shown in Figure 3-10, this module simply
references the state of charge (SOC) and
maintains a minimum of 50% charge by turning
the auxiliary genset on and off to ensure that
power for all on-board equipment is available
when needed. This module is programmed to
keep the auxiliary genset off when the vessel is
plugged into and receiving power from grid (for
HET-PI and HET-EES configurations).
G[a] Auxillary generator state (on/off)
P[PI] Power received when plugged into the grid
SOC Battery State of Charge
Figure 3-10: Auxiliary Genset Sub-model Diagram
Modules used for each of the primary gensets
were similar which allowed for the scalability of
the model to accept designs with different
number of gensets. The modules are numbered
sequentially (genset 1, genset 2, etc.…) and
analyzed in numerical order, after the auxiliary
genset, in the comprehensive model. The
module’s logic path, as shown in Figure 3-11,
begins by referencing the net power demanded
by the tug and comparing it to the maximum
power capabilities of the on-board energy
storage. The net power refers to the total power,
demanded by the tug, minus power provided by
the auxiliary genset or lower numbered primary
gensets. If the power required is higher than what
can be provided by the energy storage, the genset
EVS26 International Battery, Hybrid and Fuel Cell Electric Vehicle Symposium
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is automatically turned on. If it is not, the system
looks at the SOC to determine if it is below a
predetermined threshold. This threshold is based
on battery specific characteristics and varied for
each of the gensets, allowing them to be brought
online incrementally if required. This SOC
threshold is also utilized to specify charge-
sustaining and charge-depleting modes. Charge-
sustaining is accomplished by starting the
generators earlier and not allowing the SOC to
drop as low. It is used on the HET tug to protect
battery life and provide sufficient power when
needed. Charge-depleting is used on the HET-PI
and HET-EES to optimize the use of grid power. It
allows the SOC to drop much further before the
gensets are brought online. If the SOC is below
this threshold, the system checks to ensure that the
power the genset provides will not overcharge the
battery (which can cause damage) due to other
gensets that may be operating. Once on, the
gensets operate for a minimum of 5 minutes before
shutting down.
P[net] Net power demand
BP[‐] Maximum battery power (discharging)
BP[+] Maximum battery power (charging)
G[n] Primary Generator State (n=1,2, ect…)
SOC Battery State of Charge
SOC[min] Predetermined Low state of charge threshold
RT Run time
Figure 3-11: Primary Genset Sub-model Diagram
The grid connectivity sub-model accounts for the
displacement of petroleum by grid power and its
impact on the overall value of these concepts. This
module is not included for the HET concept model
but provides grid connectivity simulation for both
the HET-PI and HET-EES. To determine if the
vessel is able to plug in to grid power or swap
battery packs, it is necessary to verify that the
vessel is stationary and docked at a location where
this capability is possible. This is ideally
determined using geo-fencing techniques.
However, when GPS data was not available, it was
assumed that if the vessel was not active for more
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than 2 hours, then it was at a dock and could be based on specific battery data. However, with LiPo
plugged in. When the vessel is docked and the battery technology, the rate of discharge does not
SOC is under 100%, the vessel will charge the detrimentally affect the energy storage capacity of
on-board energy storage until mobile. Battery- the system. The current SOC of the battery is
swapping capability with the HET-EES was only continually updated by subtracting or adding the
modeled if GPS data could verify that the vessel incremental change in SOC from the previous time
was at its home port. When that occurred, the period.
vessel swapped battery packs and the SOC was
reset at 100%. Shore charging is enabled on the
HET-EES to allow auxiliary loads to be provided
by grid power even after a battery swap as shown
in the diagram in Figure 3-12.

SOC Battery State of Charge
GP Grid power (specified at 250 kVA)
I[req] Requested current (amps)
Exchangable energy storage swapped with 
EES I[rec] Received current (amps)
fully charged unit
I[prov] Provided current (amps)
Figure 3-12: Grid Connectivity Sub-model Diagram P[net] Net power demand
V[bat] Battery Voltage (DC)
Two types of energy storage technology were TI Time increments per hour
analyzed for this study to evaluate the difference Ah[bat@I] Maximum batter amp‐hours at discharge rate
SOC Battery State of Charge
between lower-priced, low power dense absorbed
ΔSOC delta SOC (change in SOC)
glass mat (AGM) technology, and higher-priced, SOC[prev] SOC from the previous incremental time period
high power dense lithium Polymer (LiPo)
technology. Each of these battery technologies Figure 3-13: Energy Storage Sub-model Diagram
exhibit widely different charge/discharge
characteristics and require varied control logic 3.5 Results
for optimal operation of the hybrid electric The completed analysis revealed significant
propulsion system. potential fuel savings for both tugs with different
The energy storage sub-model diagram is shown propulsion system configurations. These savings
in Figure 3-13. The overall power requested from varied significantly with the vessel duty cycle and
the battery pack is first converted to amp-hours energy storage technology.
per pack and then split up into separate
algorithms for charging or discharging. The 3.5.1 Moran Savings
charging state is identified by the flow of current
Due to the size and overall duty cycle profile
into the battery, which automatically accounts for
associated with the Moran vessel, the benefits of
the grid power when plugged in. Charging can
hybrid-electric propulsion are somewhat limited.
only occur if the SOC is below 100%. The
As shown in its operational profile (Figure 3-6),
discharging state is identified by the flow of
this vessel utilizes higher power levels and spends
current out of the battery, which ensures that the
significant time (approximately 14% of the total
SOC does not drop below 20% to prevent
time) at maximum power. While the energy
damage to the energy storage system. If the SOC
storage is limited in its overall energy capacity,
is above 20%, the requested current is provided
this application is most demanding on the power
and the energy storage discharges. With AGM
capabilities of the specified batteries. This meant
batteries, the rate of discharge determines the
that LiPo battery technology was a better fit
energy capacity of the energy storage system
because of its high power density. Because GPS
(higher power = lower capacity), so the
data was unavailable for this vessel, an accurate
equivalent SOC lost per increment is calculated

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evaluation of the HET-EES concept was not
possible.
The overall percentages of fuel savings expected
by the Moran tug for both AGM and LiPo battery
technology are shown in Figure 3-14. While
percentage-wise these savings appear minimal,
the sheer volume of fuel consumed by the
baseline tug results in significant fuel savings
over the course of a year.
16%
Percent Savings
operation is not at peak power and it spends
considerable time at idle and low power cruising.
When high power operations are conducted, they
are generally quite short. This varied operation
allows the vessel to utilize mostly electric power
(stored in on-board batteries) and use the gensets
only when operating at high power. Excess power
from the gensets quickly recharges the energy
storage.
The model predicts that hybrid propulsion system

14% configurations, including HET, HET-PI, and HET-

12% EES, can provide significant fuel savings potential
10% for this vessel. The overall estimated fuel saving
8% potential is shown in Figure 3-16.
HET-PI Percent Savings 60%

Percent Savings
6%
HET Percent Savings 50%
4% 40%
500 1000 1500 2000 2500 30%
kWh of AGM Energy Storage 20%
10%
16% 0%
Percent Savings

14% 500 1000 1500 2000 2500

12% kWh of AGM Energy Storage
10%
60%
Percent Savings
8%
HET-PI Percent Savings 50%
6%
HET Percent Savings 40%
4% 30%
250 750 1250 1750 2250 20%
kWh of LiPo Energy Storage 10%
0%
Figure 3-14: Moran Tug Fuel Savings Potential
250 750 1250 1750 2250
Emission savings for the Moran vessel are kWh of LiPoEnergy Storage
incrementally greater than its fuel savings HET HET-PI HET-EES
because the engines used to power the gensets Figure 3-16: Reinauer Tug Fuel Savings Potential
are operated at their most efficient load. The The potential emission savings realized from the
predicted emissions savings of a Moran HET-PI adoption of an electrified propulsion system follow
vessel equipped with two battery packs is shown similar trends as the fuel savings. However,
in Figure 3-15. because the gensets are operated at their cleanest
power level, emission savings can be even more
significant, as shown for two battery packs in
Figure 3-17.

Figure 3-15: Potential Moran Tug Emissions

Reduction

3.5.2 Reinauer Savings

The duty cycle data collected from the Kristy
Figure 3-17: Reinauer Tug Emissions Reduction
Anne Reinauer shows significant potential for the Potential
successful adoption of hybrid-electric propulsion
technology. The majority of this vessel’s

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3.6 C
Conclusionss
During tthis evaluatioon, factors iinfluencing the t
effectiveness of marinne vessel hybbridization weere
found. First
F and foremost,
f m
minimal enerrgy
storage levels are optimal
o for purely hybrrid
vessels, uunless shore power
p chargiing is availabble.
It was also found that maintaininng the baseliine
power levels with the diesel generators
g w
was
necessaryy for these tugs
t to meet their expectted F
Figure 4-1: NY
YS Canal Corpo
oration Dredgee Tender
performaance. While smaller
s vesseels may be abble
to offsett a portion ofo the installed power with Using collected data, the dutty cycle of thhe vessels
electricall energy storrage, the leveel and duratiion willl be analyzed to determiine the typiccal power
of the tug’s
t power demand is too great for f requuirements that
t must be matchedd by a
continuous supplemen ntal battery power. The finnal commparable series hybrid-eleectric system m. Electric
factor revvealed is thatt real world, real
r time dataa is proppulsion technnology is emmerging for thhe marine
crucial when evaaluating hyybrid electric induustry and an evaluatio on of com mmercially
propulsioon systems. Simple poweer profiles and a avaailable system
ms that meet thhe required demand
d of
power leevel operation nal data is hellpful in a brooad the Canal fleet will
w be down-selected to determine
d
sense for identifyingg componentss but does not n whiich is best suited
s for thhis applicatioon. While
provide tthe level of operational
o deetail required to elecctric propulssion systems can have increased
accuratelly predict eqquivalent peerformance and a energy efficienccy, even wheen solely pow wered by
benefits of an adv vanced hybrrid propulsiion the diesel genseets, the most significant eeconomic
concept. andd environmenntal savings occur
o when thet vessel
cann recharge itss energy storrage system with grid
powwer or excesss electricity from
f gensets on other
4 NY
YS Canal Fleet Evaaluation cannal equipmentt vessels. Theerefore, all reecharging
A subseqquent detailedd evaluation will
w collect and
a oppportunities wiill also be thhoroughly invvestigated
analyze operational data from m NYS Cannal andd evaluated ussing GPS dataa and operatioonal logs.
Corporattion vessels to determinee the potenttial If the results froom this evalluation are promising,
energy, eenvironmentaal, and economic gains fro om thenn an actual repower off a Canal Vessel V to
installingg electric proopulsion systtems. Over the
t elecctric propulsiion with on--board energyy storage
next deccade, the NY YS Canal Coorporation will
w willl be pursuedd to demonsttrate and quuantify its
likely neeed to replacce many of the engines in reall-world performance and benefits.
b
their maiintenance vessels that aree reaching their
end of llife, while thhe vessels thhemselves will
w
likely bee around for another halff century. Thhis
study will provide thee NYS Canall Corporationn a
decision basis for rep powering theeir vessels with
electric propulsions systems thaat include on- o
board eenergy storaage and grrid rechargiing
capabilityy.
Vessels w with smaller engines andd shorter singgle
day tripps are likelyy the best candidates for f
electricall propulsion to minimize the amount of
on-boardd energy stoorage. For thhe NYS Cannal
Corporattion fleet th his includess their dreddge
tenders (Figure 4-1)). Some of their tugboaats
might alsso have operations that arre favorable for
f
regular eelectrical rechharging despite their high
her
power reequirements.

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References Authors
[1] NYSERDA (2011), Patterns and trends 2009; Paul Windover, a recent graduate from SUNY IT with
New York State Energy Profiles: 1995-2009, a degree in Mechanical Engineering Technology, is a
www.nyserda.ny.gov/Publications/~/media/Files project engineer at New West Technologies, LLC. His
/Publications/Energy- areas of proficiency include system and technology
Analysis/1995_2009_patterns_trends_rpt.ashx, modeling, concept development and technology
accessed on 2012-01-23 evaluation, advanced transportation technology data
collection and analysis, and economic analysis.
[2] American Trucking Association (2008),
Trucking and the Economy, Bryan Roy, an engineer and project manager, has over
www.truckline.com/Newsroom/Trucks%20Are/ 7 years of research and engineering in the renewable
Trucking%20and%20the%20Economy.pdf, energy field with a focus on advanced transportation
accessed on 2012-01-24 technologies. His expertise covers alternative fuels,
transportation electrification, and petroleum use
[3] U.S. Department of Transportation Maritime
reduction for fleets. Mr. Roy has a B.S. in mechanical
Administration (1994), Environmental
engineering from Union College and an M.S. in
Advantages of Inland Barge Transportation,
mechanical engineering and North Carolina State
www.ingrambarge.com/images/ingrambarge/pdf
University.
/environmental_advantages.pdf, accessed on
2011-09-05 Joseph D. Tario is a Senior Project Manager with
NYSERDA’s Transportation Research Department;
[4] Stephen Flott (2004), Building a U.S.
managing projects focused on advanced transportation
Waterborne Intermodal System, Presented at the
infrastructure and intelligent transportation systems. A
Journal of Commerce Short Sea Shipping
graduate of Rensselaer Polytechnic Institute, he holds an
Conference, Hilton Head Island, SC
M.E. in environmental engineering, a B.S. in civil
[5] American Association of Port Authorities engineering, and is a licensed professional engineer in
(2009), U.S. Port Rankings By Cargo Tonnage, NYS. Mr. Tario also serves on the Board of Directors
http://aapa.files.cms- for the Intelligent Transportation Society of NY.
plus.com/Statistics/2009US_PORTRANKINGS
_BY_CARGO_TONNAGE.pdf, accessed on
2012-01-24
[6] Port Authority of New York and New Jersey,
www.panynj.gov/port/ocean-shipping-
schedules.cfm, accessed on 2012-01-24
[7] TugboatInformation.com,
www.tugboatinformation.com/tug.cfm?id=564,
accessed on 2012-01-30
[8] Tugboat Information.com, Reinauer
Transportation Companies,
www.tugboatinformation.com/company.cfm?id=
33, accessed on 2011-12-27
[9] Reinauer Transportation Companies,
www.reinauer.com, accessed on 2011-12-27
[10] Tugboat Information.com, Kristy Ann Reinauer,
www.tugboatinformation.com/tug.cfm?id=17,
accessed on 2011-12-27

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