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Description
Waterborne transport emissions represent approx. 3% of the global GHG emissions and approx. 13,5% of the EU’s total GHG emissions. Those could increase between 50% and 250% by 2050 under a business-as-usual scenario, undermining the objectives of the Paris Agreement. In line with the Paris Agreement goals, the International Maritime Organization (IMO), in 2018, stipulated a greenhouse gas emission strategy aiming at reducing GHG emissions from the waterborne transport sector by at least 50% by 2050.
Electric vessels are a promising alternative to assist in this task and achieve the targets set by the IMO. Even though the market share of electric vessels is gradually increasing, many companies are skeptical in acquiring such vessels, since this type of vessel requires long charging times between trips and, therefore, need to make many stops along a voyage. Limitations in the existing infrastructure present an additional barrier that decelerates the adaption of such technologies.
This issue could be addressed through battery swapping. Battery swapping is a technology, where depleted batteries are removed and replaced (swapped) with fully charged ones. The depleted batteries are taken ashore for recharging, while the vessel continues to operate with the newly installed batteries. This technology allows the end-users to have the energy needed, when they need it, at a competitive price.
Battery swapping has the following benefits: (i) reduced downtimes, (ii) flexible charging infrastructure, (iii) modular energy storage, (iv) simplified maintenance and upgrades, and (v) grid balancing and energy management.
The project intends to perform a feasibility study focused on the route infrastructure for coastal and short-sea-shipping with vessels utilizing battery swapping technology in the Ionian Sea as well as the Saronic Gulf, close to Athens.
Summary of project results
Waterborne transport emissions represent approx. 3% of the global greenhouse gas (GHG) emissions and approx. 13,5% of the EU’s total GHG emissions. Those could increase between 50% and 250% by 2050 under a business-as-usual scenario, undermining the objectives of the Paris Agreement and the European Green Deal. In line with the targets set in those agreements, the International Maritime Organization (IMO), in 2018, stipulated a greenhouse gas emission strategy aiming at reducing GHG emissions from the waterborne transport sector by at least 50% by 2050.
Electric vessels are a promising alternative to assist in this task and achieve the targets set by the IMO. Even though the market share of electric vessels is gradually increasing, many companies are skeptical in acquiring such vessels, since this type of vessel requires long charging times between trips and, therefore, need to make many stops along a voyage. Limitations in the existing infrastructure present an additional barrier that decelerates the adaption of such technologies.
This issue could be addressed through the implementation of battery swapping. Battery swapping is a technology, where depleted batteries are removed and replaced (swapped) with fully charged ones. The depleted batteries are then taken ashore for recharging, while the vessel continues to operate with the newly installed batteries. This technology allows the end-users to have the energy needed, when they need it, at a competitive price.
Battery swapping has the following benefits: (i) reduced downtimes, (ii) flexible charging infrastructure, (iii) modular energy storage, (iv) simplified maintenance and upgrades, and (v) grid balancing and energy management.
The project carried out a thorough feasibility study focused on the route infrastructure for coastal and short-sea-shipping with vessels utilizing battery swapping technology in the Ionian Sea as well as the Saronic Gulf, close to Athens. Through the project a Life Cycle Assessment (LCA) as well as a Life Cycle Cost (LCC) study were also carried out for the proposed solutions (battery swap networks).
The studies produced by the SwapWave project provided useful insights related to the different stages of implementation of a battery swap solution (BSS) in the Ionian Sea and the Saronic Gulf.
Ionian Sea
In the context of the analysis, the network was divided into two distinguished sub-networks: the North Ionian Sea (network 1), and the South Ionian Sea (network 2). Through our analysis, a total of 24 ports and marinas were identified as optimal locations for the installation of BSSs. A total of 337 simulations were performed, with the number of vessels varying from 20 to 100. It should be noted that the simulations performed in network 1 used fewer vessels, as the network is significantly smaller compared to network 2. Regarding the technical aspects of the project, such a solution is feasible in the Ionian Sea. Key factors contributing to this feasibility include the short distances between ports and marinas, as well as the proximity of the islands to the mainland''s electric grid. These attributes provide flexibility in operating the charging infrastructure and enhance the overall viability of the BSS network in the region.
Saronic Gulf
In the context of the analysis, seven ports were identified as optimal locations for the installation of BSSs. A total of 300 simulations were conducted, with the number of vessels varying from 20 to 60. Regarding the technical aspects of the project, such a solution is feasible in the area of Saronic gulf. Key factors contributing to this feasibility include the short distances between ports and marinas, as well as the proximity of the islands to the mainland''s electric grid. These attributes provide flexibility in operating the charging infrastructure and enhance the overall viability of the BSS network in the region.
Life Cycle Assessment (LCA) and Life Cycle Cost (LCA) Studies
Regarding the outputs of the Life Cycle Assessment (LCA) study, battery swapping stations for electric vessels in the Ionian Sea as well as in the Saronic Gulf is a sustainable investment, considering the current assumptions such as operational costs, energy costs and strategic leasing. In addition, the possibility to use solar energy for battery charging would enhance the green element of the investment from both the side of the battery swapping station as well as the electricity grid (electricity supply). The importance of recycling batteries after their end of life is highlighted, considering the positive environmental impact in contrast to the production of new battery systems.
Regarding the key findings of the Life Cycle Cost (LCC) study, the project shows positive financial viability with a positive Net Present Value (NPV), suggesting that projected benefits exceed costs over a 20-year project lifetime horizon. Additionally, projected revenues are expected to grow due to income generated from battery swapping services and the potential sale of excess solar-generated electricity to the grid. However, it should be mentioned that significant upfront infrastructure investments are necessary, particularly in construction and installation of facilities, and in solar panel installations, and significant sensitivity has been identified to changes in discount rates, energy costs, and revenue projections. OPEX including energy consumption, labor, and maintenance are also considerable. These findings underscore the importance of effective financial management, strategic planning, and risk-mitigation to ensure the project''s long-term success.
The project results could be used by public authorities for the draft of relevant policies, incentives, or other schemes to promote the adoption of electric vessels in short sea shipping in Greece. They could also be used by port authorities looking to take advantage of sustainable technologies and future opportunities, as well as ship owners and companies that are looking into short sea electric vessels. These studies could facilitate the adoption of such solutions contributing to reduced greenhouse gas emissions and the targets of the EU Green Deal.