CRUISE LINES – AIDA CRUISES AIDAperla


GERMANY


AIDAperla: battery pioneer L


ast September, AIDA Cruises and Corvus Energy signed a contract for the world’s largest battery package ever delivered to a passenger ship. It will be installed onboard AIDAperla during 2020.


But what actually are the benefits of battery technology – and how is the application of energy storage systems evolving in other shipping segments?


What have AIDA and Corvus agreed? AIDA has ordered a 10 MWh Energy Storage System (ESS) to be installed onboard 2017-built AIDAperla, carrying up to 3,300 passengers and 900 crew. The system is provided for both zero-emission sailing and low-emissions hybrid operation with peak shaving, and AIDA says it is planned to incorporate the experiences from this pilot project onboard other AIDA and Costa cruise ships as well.


What makes the contract so innovative? In principle, the use of energy storage systems (i.e. systems comprising a battery bank and the required control system) is something new to the cruise industry. Moreover, the lithium-ion batteries pack from Corvus, which is by the way produced in Norway, will be the largest battery storage system installed onboard a passenger ship to date, exceeding the existing ferry references.


Has Corvus previous references in passenger shipping? Yes, Corvus provides


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power to hybrid and electric ferries including the world’s first all-electric ferry, Ampere carrying 320 passengers and 120 cars, operating in Norway.


What are the opportunities of battery application onboard passenger ships? An ESS like that to be installed onboard AIDAperla allows passenger ships to operate at a zero-emission point for longer periods of time.


The main engines/generators are switched off, and the energy needed by the electric propulsion units is taken from the batteries. This is particularly interesting as a ship enters or leaves a port, or operates in certain fjords or other strictly emission- controlled areas.


In connection with shore power, zero- emissions operation in port becomes possible. The system also optimises energy consumption by load levelling. To put it simply, generators can be run at their optimal level of efficiency. Redundant energy is stored and supplied back during periods of peak demand.


Are there examples illustrating how this load levelling or load management works on a passenger ship? A concrete example is the Scandlines ferry Prinsesse Benedikte running on a 45-minutes crossing between Denmark and Germany, which was equipped with an ESS back in 2013. While comparable ferries run with one to three generators at 40 to 55% load at sea


and 8-9% load in port, Prinsesse Benedikte can run constantly with one generator at a load factor between 85-90% in port and at sea. While the ship runs slowly or is in port, the generator produces more energy than required, and this energy is stored in the ESS. At sea, while the ferry runs at full speed, the generator produces less energy than actually required by the electric propulsion units. The balance is taken from the battery bank.


So what will be the benefits of the new ESS for AIDAperla? The system will first and foremost help to optimise energy efficiency onboard, and thus reduce fuel consumption and emissions. In simple words, it helps not to ‘waste’ energy. As engine load factors can be optimised, there is also potential to reduce maintenance costs.


Are there also safety gains? Yes, an ESS indeed constitutes an important contribution to black-out prevention. It can for example run hotel loads in case of dead ship.


Beyond reduced fuel consumption and exhaust emissions, are there any other sustainability gains? If the ship operates purely on battery power in the zero-emissions mode, noise emissions are significantly reduced. This can be of advantage in port cities, for example during late-night arrivals and overnight stays, but also in fjords.


When will the batteries of AIDAperla actually be recharged? Recharging either


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