SHORE-SIDE POWER SUPPLY A feasibility study and a technical solution for an on-shore electrical infrastructure to supply vessels with electric power while in port Master of Science Thesis PATRIK ERICSSON ISMIR FAZLAGIC´ Department of Energy and Environment Division of electric power engineering Masters program in Electric Power Engineering CHALMERS UNIVERSITY OF TECHNOLOGY Göteborg, Sweden, 2008 ABB Shore-side Power Supply A feasibility study and a technical solution for an on-shore electrical infrastructure to supply vessels with electric power while in port PATRIK ERICSSON ISMIR FAZLAGIC´ Department of Energy and Environment Division of electric power engineering CHALMERS UNIVERSITY OF TECHNOLOGY Göteborg, Sweden, 2008 SHORE-SIDE POWER SUPPLY A feasibility study and a technical solution for an on-shore electrical infrastructure to supply vessels with electric power while in port PATRIK ERICSSON ISMIR FAZLAGIC´ © PATRIK ERICSSON, 2008. ISMIR FAZLAGIC, 2008. Department of Energy and Environment Division of electric power engineering Chalmers University of Technology SE-412 96 Göteborg Sweden Telephone +46 (0)31-772 1000 Department of Energy and Environment Göteborg, Sweden, 2008 SHORE-SIDE POWER SUPPLY A feasibility study and a technical solution for an on-shore electrical infrastructure to supply vessels with electric power while in port PATRIK ERICSSON ISMIR FAZLAGIC´ Department of Energy and Environment Division of electric power engineering Chalmers University of Technology Summary While in port, ships use their diesel auxiliary engines to produce electricity for hotelling, unloading and loading activities. Main engines are usually switched off soon after berthing. The auxiliary engines today are running on cheap and low quality fuel, resulting in negative environmental impacts. The European Union has therefore entered into force a directive that limits the sulphur content in marine fuel from 4.5 % to 0.1 % in order to reduce the emission discharge from vessels. It has shown that this limit is a good start, but it is not good enough, therefore is shore-side power supply recommended. There are currently 15 ports worldwide that have applied shore-side power supply in their electrical infrastructure, and they have experienced a radical improvement of the environment at their port. This has resulted in that ports worldwide have started to investigate the possibilities with shore-side power supply. In order to make a technical design, the onboard electric system on the vessel had to be investigated. The study in the report has shown that the power demand varies depending on the type of vessel. This report shows that the minimal power demand that was made in the study was 1 MW and the maximum power demand was 11 MW for different types of vessels. The port must be aware of the vessels power demand, system voltage and system frequency when designing the shore-side power supply facility. The study made in report has shown that the majority of the vessels have a system frequency of 60 Hz and that the system voltage is low-voltage. This means that a frequency converter is needed in European harbours in order to supply 60 Hz vessels with electricity, and that the vessels need to be equipped with a transformer onboard in order to avoid great amount of parallel connection cables. Having two cables to connect instead of several cables in order to transfer the same amount of power will save great amount of time during the connection procedure, which is desirable. It has been shown during the thesis that a centrally placed frequency converter is mostly eligible in order to reduce the costs and also to save footprint on the berth where there is limited amount of space. There are currently no standards available today regarding shore-side power supply, but is expected to be released in mid of 2009. The recommended configuration in the report is implemented in a container terminal where five berths are to be supplied with shore-side power supply, 6.6 kV, 7.5 MVA and distribute both 50 Hz and 60 Hz. Each berth has to be equipped with an obligatory transformer to serve as galvanic separation between the harbours electric grid and the vessels electric system. Having centrally placed frequency converters that can be dimensioned by the actual power demand of the harbour is the best way to reduce the cost, although it is not enough since the frequency converters correspond to 50 % of the total equipment cost. Therefore is module based frequency converters desirable, where the same module can be used as building block for different power need, and in that way increase the production volumes and reduce the costs. In order to retrieve module based frequency converter, development of today’s technology is needed. Keywords: Alternative Maritime Power - AMP, High Voltage Shore-side Supply - HVSC, Onshore Power Supply – OPS, Cold Ironing Acknowledgements This work has been carried out at ABB Substations in Västerås during summer and autumn 2008. We are very thankful for the opportunities that were given to us during our time at ABB. First of all, we would like to thank our supervisor at ABB Substations, Ola Jonsson, for all his support and encouragement during the thesis work. We would also like to thank Lars Hultqvist for his contribution in the project with knowledge and ideas, and Georgios Demetriades for all his patience and help with the simulations. We are grateful for all your help and support. Finally, we would like to thank our examiner Daniel Karlsson at Chalmers University of Technology, Division of electric power engineering, for his guidance and constructive comments. Patrik Ericsson Ismir Fazlagic´ Göteborg, 2008 Contents Part A - Introduction A1 INTRODUCTION ....................................................................................................................... 1 A1.1 Background ......................................................................................................................... 1 A1.2 Purpose ............................................................................................................................... 2 A1.3 Delimitation ......................................................................................................................... 2 A1.4 Method ................................................................................................................................ 2 A1.5 Disposition .......................................................................................................................... 3 Part B - Market review B1 DRIVING FORCES .................................................................................................................... 9 B1.1 Directives and recommendations ....................................................................................... 9 B1.2 Environmental forces ........................................................................................................ 10 B1.3 The AMP Program ............................................................................................................ 13 B2 EXISTING INSTALLATIONS .................................................................................................. 15 B2.1 Port of Göteborg ............................................................................................................... 16 B2.2 Port of Stockholm ............................................................................................................. 17 B2.3 Port of Helsingborg ........................................................................................................... 18 B2.4 Port of Piteå ...................................................................................................................... 18 B2.5 Port of Kemi ...................................................................................................................... 18 B2.6 Port of Oulu ....................................................................................................................... 18 B2.7 Port of Antwerp ................................................................................................................. 19 B2.8 Port of Lübeck ................................................................................................................... 19 B2.9 Port of Zeebrugge ............................................................................................................. 19 B2.10 Port of Los Angeles ........................................................................................................ 19 B2.11 Port of Long Beach ......................................................................................................... 21 B2.12 Port of Juneau ................................................................................................................ 22 B2.13 Port of Seattle ................................................................................................................. 22 B2.14 Port of Pittsburg .............................................................................................................. 24 B2.15 Summary of existing installations ................................................................................... 24 B3 POSSIBLE MARKETS ............................................................................................................ 25 B3.1 Ports planning for shore-side power supplies ................................................................... 25 B3.1.1 Port of Göteborg ................................................................................................................... 25 B3.1.2 Port of Trelleborg ................................................................................................................. 25 B3.1.3 Port of Oslo .......................................................................................................................... 26 B3.1.4 Port of Bergen ...................................................................................................................... 26 B3.1.5 Port of Tallinn ....................................................................................................................... 26 B3.1.6 Port of Rotterdam ................................................................................................................. 27 B3.1.7 Port of Houston .................................................................................................................... 28 B3.1.8 Port of Los Angeles .............................................................................................................. 28 B3.1.9 Port of Long Beach .............................................................................................................. 30 B3.1.10 Port of San Francisco ...................................................................................................... 30 B3.1.11 Port of Seattle .................................................................................................................. 31 B3.1.12 Port of Shanghai .............................................................................................................. 31 B3.1.13 Summary of ports planning for shore-side power supply ................................................. 31 B3.2 New Ports and Terminals ................................................................................................. 32 B4 ACTORS IN THE MARKET .................................................................................................... 33 B4.1 ABB ................................................................................................................................... 33 B4.2 Siemens ............................................................................................................................ 33 B4.3 Cavotec ............................................................................................................................. 34 B4.4 Sam Electronics ................................................................................................................ 35 B4.5 Terasaki ............................................................................................................................ 35 B4.6 Patton & Cooke ................................................................................................................. 35 B4.7 Callenberg Engineering Inc .............................................................................................. 35 Part C - Technical Survey C1 POWER GENERATION ONBOARD ...................................................................................... 39 C1.1 Conventional propulsion vessels ...................................................................................... 39 C1.2 Diesel Electric propulsion vessels .................................................................................... 40 C2 ONBOARD POWER DEMAND ANALYSIS ........................................................................... 43 C2.2 Container vessels ............................................................................................................. 44 C2.2.1 Power demand ..................................................................................................................... 44 C2.2.2 System voltage ..................................................................................................................... 45 C2.2.3 System frequency ................................................................................................................ 46 C2.3 Ro/Ro- and Vehicle vessels ............................................................................................. 46 C2.3.1 Power demand ..................................................................................................................... 46 C2.3.2 System voltage ..................................................................................................................... 47 C2.3.3 System frequency ................................................................................................................ 48 C2.4 Oil- and product tankers ................................................................................................... 48 C2.4.1 Power demand ..................................................................................................................... 48 C2.4.2 System voltage ..................................................................................................................... 49 C2.4.3 System frequency ................................................................................................................ 50 C2.5 Cruise ships ...................................................................................................................... 50 C2.5.1 Power demand ..................................................................................................................... 50 C2.5.2 System voltage ..................................................................................................................... 51 C2.5.3 System frequency ................................................................................................................ 51 C2.6 Summary – Power demand onboard ................................................................................ 52 C2.7 Total power demand for a typical terminal ....................................................................... 53 C3 DOCKING PATTERNS IN PORT ........................................................................................... 57 C3.2 Docking patterns for vessels that use cranes ................................................................... 58 C3.3 Docking patterns for vessels which don’t use cranes ...................................................... 58 C4 NORMS AND STANDARDS ................................................................................................... 61 Part D - Technical Design D1 EVALUATION OF DIFFERENT DESIGN CONFIGURATIONS ............................................. 67 D1.1 Typical configuration according to the EU recommendation ............................................ 67 D1.2 Possible technical configurations ..................................................................................... 69 D1.2.2 Configuration 1 – Frequency converter located at berth ...................................................... 73 D1.2.3 Configuration 2 – Centrally placed frequency converter(s) ................................................... 73 D1.2.4 Configuration 3 - DC-distribution with alternators ................................................................. 74 D1.3 Comparison summary of the different configurations ....................................................... 75 D2 RECOMMENDED DESIGN CONFIGURATION ..................................................................... 77 D2.2 Main substation building ................................................................................................... 81 D2.2.2 Frequency converter ............................................................................................................ 82 D2.2.3 Double busbar switchgear .................................................................................................... 83 D2.3 Cable arrangement ........................................................................................................... 86 D2.4 Shore-side transformer station ......................................................................................... 87 D2.4.2 The transformer .................................................................................................................... 87 D2.4.3 Shore-side switchgear .......................................................................................................... 91 D2.5 Shore-side connection arrangement ................................................................................ 92 D2.5.2 Connection box .................................................................................................................... 92 D2.5.3 Shore-side connection cable ................................................................................................ 95 D2.6 Vessel connection requirements ...................................................................................... 97 D2.7 Shore-side power supply control and connection procedure ........................................... 97 D3 DESIGN IMPLEMENTATION IN A TYPICAL HARBOUR ................................................... 101 D3.1 Installation equipment ratings ......................................................................................... 102 D3.2 Cost estimation ............................................................................................................... 106 Part E - Simulations and Calculations E1 SIMULATIONS ...................................................................................................................... 111 E2 CALCULATIONS ................................................................................................................... 115 E2.1 Impedance representation of the network ...................................................................... 115 E2.1.2 Per-unit representation of the impedances ......................................................................... 117 E2.2 System grounding ........................................................................................................... 119 E2.3 Calculation of balanced three-phase fault current .......................................................... 123 E2.4 Calculation of voltage drop on bus ................................................................................. 127 Part F - Conclusions F1 CONCLUSIONS ..................................................................................................................... 133 References TABLE OF REFERENCES ......................................................................................................... 139 TABLE OF FIGURES ................................................................................................................. 145 Appendix APPENDIX I List of oil- and product tankers included in the technical survey APPENDIX II List of Ro/Ro vessels included in the technical survey APPENDIX III List of cruise ships included in the technical survey for voltages and frequencies APPENDIX IV List of cruise ships included in the technical survey for power demand Part A - Introduction Shore-side Power Supply Part A - Introduction 1 A1 Introduction Ocean-going marine vessels represent one of the largest, most difficult to regulate, source of air pollution in the world and are also an essential component of the international trade and goods movement process. It is estimated that in year 2025 the on-sea trading volume in the world will be tripled compared to year 2008 [9]. These vessels are similar to floating power plants in terms of power, and would surely be subjected to stricter regulations if their emissions had been generated onshore. While in port, ships use their diesel auxiliary engines to produce electricity for hotelling, unloading and loading activities. Main engines are usually switched off soon after berthing. The auxiliary engines today are running on cheap and low quality fuel. It is known that ship’s fuel contains 2 700 times more sulphur than the gasoline used in cars, and together with aviation, shipping is the biggest emitter of pollution in the European Union [54]. One measure to reduce emissions while at berth, is to provide electricity to the ships from the national grid instead of producing electricity by the ships own auxiliary diesel generators. To provide ships with electricity, a shore-side electricity supply arrangement is required. The electricity frequency in the European Union grid is 50 Hz. However, the frequency used onboard ships can be either 50 or 60 Hz. A ship designed for 60 Hz may be able to use 50 Hz for some equipment, such as lighting and heating, but this is a small fragment of the total power demand on the ship. Motor driven equipment, such as pumps and cranes, will not be able to run on their design speed, which will lead to damaging effects on the equipment. Therefore, a ship using 60 Hz electricity will require that the frequency in the European grid, needs to be converted to 60 Hz by a frequency converter, before connected. This report includes both a feasibility study and a possible technical design for a shore-to-ship electrification. The idea of this report is that it should serve as guidance for future projects, concerning shore-side power supply, before a well-developed world standard is released. A1.1 Background Shore-to-ship electrification; also known as Cold Ironing, is an old expression from the shipping industry, that first came into use when all ships had coal fired iron clad engines. When a ship would tie up at port there was no need to continue to feed the fire and the iron engines would literally cool down eventually going completely cold, hence the term cold ironing. Cold ironing, in the meaning of shore- to-ship electrification, has been used by the military at naval bases for many years when ships are docked for long periods. As the world’s vessel fleet is increasing, vessel calls to ports are becoming Shore-side Power Supply Part A - Introduction 2 more frequent. In addition, hotelling power requirements have increased, and thus the concern of on- board generator emissions during docking periods has become an important air pollution issue. The main background for this work is the upcoming European directive 2005/33/EG, limiting the air pollution contributed by ships while docked in harbours. From 2010 ships must use low sulphur fuels (0.1 %) or shut down their generators and use shore-side electricity [23]. A reduction of emission in the port by a power supply on the shore-side could be more cost-effective and favourable for the environment. A1.2 Purpose The purpose of the thesis is to: Examine the most common nominal voltages and frequencies for vessels that call European harbours, and their power demands. Determine the potential for harbours to supply vessels with electric power from the grid. Examine the specific needs of the shore to ship electrification for different types of harbours and different types of ships. From the data collected, evaluate different technical solutions to meet the needs from a technical point of view. Make a proposal for a modularized shore to ship electrification system which meets the needs from different size and type of harbours and ships and which fulfil the upcoming standard. A1.3 Delimitation The report will not consider how a reconstruction shall be made onboard the vessel in order to adapt to the shore-side power supply; this report concerns only the infrastructure on shore. Furthermore, the report doesn’t describe the communication and communication protocols between the shore and vessels, since there are no standards yet available regarding shore-side power supply communication. The report will not describe the electric system in detail onboard the vessel such as, how voltage and frequency synchronization is executed onboard, so that the voltage and frequency between the vessel and shore is adapted. Further, it is expected in the Simulations & Calculations chapter that the reader has some basic knowledge regarding electric power engineering in order to understand the models and the methods used for the handmade calculations. A1.4 Method Information has been gathered from the harbours homepages, books and internet, and scientific articles have been found in databases, such as IEEE. To make use of the knowledge inside ABB and learn more about the ships and the electrical system onboard the vessels, discussions and continuous meetings have been held with the personnel involved in the project. To get specified information about different components, the manufacturers were contacted trough e-mail and telephone. To understand how it looks like in a harbour, several harbours were contacted, both in Europe and in the USA. The opportunity was given to visit some harbours to see what typical problem areas there are in ports. Port of Göteborg and Port of Stockholm, Port of Helsingborg, Port of Oslo and Port of Tallinn were visited to get a clearer picture of a harbour. Shore-side Power Supply Part A - Introduction 3 A1.5 Disposition Part A - Introduction Represents this part. Part B - Market review Contains the market survey. It describes the driving forces to shore-side power supply vessels, existing installations in the world, possible markets and actors in the market. Part C - Technical survey Describes the technical survey. It gives an introduction of power generation onboard vessels, onboard power demands, docking patterns for different types of vessels in port and describes the norms and standards available today. Part D – Technical design Contains the configuration of the technical design. Part E – Calculations and simulations Presents the simulations and calculation of the technical design. Conclusion Presents the conclusion of the master thesis. Part B - Market review Shore-side Power Supply Part B - Market review 9 B1 Driving forces The shipping industry is an important link in the international system of goods movement and is increasing rapidly in size and power. Today, marine transport of goods is responsible for roughly 90 % of the world trade [25]. There is approximately a fleet of 30 000 commercial vessels over 1000 gross tonnage in the world, which are calling approximately 5 900 harbours worldwide. Among 5 900 worldwide harbours there is approximately 2 100 harbours located in Europe [50]. According to prognosis, it is estimated that in year 2025 the on-sea trading volume in the world will be tripled compared to year 2008. This is due to the rapid economic development in Asia [9]. Besides the transportation of goods, also a large increase in pleasure-travelling has just begun. Bigger and luxury cruise ships are constructed year after year and can carry thousands of passengers. The power demand for just one cruise ship can be compared with a small city. These floating power plants have almost been free from strict air-pollution regulations, compared to other transport sectors. The discussion in the past years concerning the greenhouse effect has created an extensive reaction from the public. This has caused an increased political pressure on ship-owners and port authorities’ worldwide to improve the air quality in the cities and especially in ports, since they are often located in urban areas. This chapter will concern the major driving forces for shore-side electrification of sea-going vessels. B1.1 Directives and recommendations One of the key forces behind shore-to-ship electrification is the EU directive 2005/33/EC that will come into force the 1st of January 2010, and affects every single ship while at berth in a European port more then two hours. The directive requires that emissions from shipping should be limited by reducing the sulphur content in the marine fuels to 0.l % by weight while docked [23]. Combustion of marine fuels with high sulphur content contribute to air pollution in the form of SOX and particulate matter, harming human health and damaging the surrounding environment. The global sulphur limit today in marine fuel, both at sea and in berth, is set to 4.5 % by weight excluding SOX Emission Controlled Areas (SECA) - the North Sea, Baltic Sea and the English Channel, where the limit is set to 1.5 % sulphur by weight. This is according to the international directive MARPOL Annex VI, which is developed by The International Maritime Organisation (IMO). MARPOL Annex VI was formalized in 2004 and entered in force 19th of May 2005 [30]. The limits according to the European directive 2005/33/EC and the International directive MARPOL Annex VI are summarized in Figure B1. The European Union has also come with a recommendation 2006/339/EC, to all member states, which propose an atmospheric reduction of emissions from seagoing ships, by urging the port authorities to require or facilitate ships to use land-based electricity while in port. In the recommendation there is a proposal saying that all member states should make a consideration regarding installation of shore-side Shore-side Power Supply Part B - Market review 10 electricity for ships at berth in ports, particularly in ports where air quality limit values are exceeded or where there is a public complaint about high levels of noise [35]. Figure B1 Legislative overview and timeline – IMO and European Union B1.2 Environmental forces Around the world, ports are considered as areas of high activity and profit generation that serve as a primary point for international goods import and export. They are also notorious for being major sources of air pollution, and will continue to be seen as such in the near future if something doesn’t change. Ship engines are remarkably well designed as they remain in service for many years and are able to burn the cheapest and lowest quality fuel. While this is good from an operational or shipping owner’s standpoint, an uncontrolled engine burning low quality fuel for decades is practically a nightmare for air quality and public health in any region where there are ships. While docked at berth, most ships turn of their propulsion engines but typically use the auxiliary diesel engines to provide power to the electrical equipment onboard the ship. The major emissions coming from the auxiliary engines are nitrogen oxides (NOX), sulphur oxides (SOX) and diesel particulate matter (PM) [20]. These emissions are currently uncontrolled for most vessels. A major description of the emissions from ships can be found in Table B1. Shore-side Power Supply Part B - Market review 11 Table B1 Major emissions from ships and their environmental and health impacts Emission Description NOX NOX include various nitrogen compounds like nitrogen dioxide (NO2) and nitric oxide (NO). These compounds play an important role in the atmospheric reactions that create harmful particulate matter, ground-level ozone (smog) and acid rain. Health impacts from NOX are that they cause respiratory problems such as asthma, emphysema and bronchitis, aggravates existing heart disease, and contributes to extended damage to lung tissues, and causes premature death. [63] SOX SOX cause irritant effects by stimulating nerves in the lining of the nose and throat and the lung’s airways. This causes a reflex cough, irritation, and a feeling of chest tightness, which may lead to narrowing of the airways. This later effect is particularly likely to occur in people suffering from asthma and chronic lung disease, whose airways are often inflamed and easily irritated. [65] VOC Volatile Organic Compounds (VOC) is a greenhouse gas and contributes eye and respiratory tract irritation, headaches, dizziness, visual disorders, and memory impairment. [64] PM Particulate matter (PM) emissions contribute premature death, irritating asthma, increased respiratory symptoms’ such as coughing and painful breathing, and they contribute to decreased lung function. [62] Concluding, the major emissions have a negative impact on the human health and the surrounding environment, especially on the ozone contributing to the greenhouse gas. A study was made by Port of Los Angeles and Port of Long Beach, looking at NOX emissions that are contributed by ships at the port during the period of June 1, 2002 to May 31, 2003. In the study they looked at the emission contribution coming from main propulsion engines, auxiliary engines and boilers from 1 148 vessels making 2 913 calls. The primary type of vessels entering POLB was container vessels, tankers and dry bulk cargo vessels [21]. The results are shown in Table B2. Table B2 NOX emissions in Port of Los Angeles and Port of Long Beach combined [tons/day] [21] Mode Main Propulsion Engine Auxiliary Engine Boiler Total Cruise 16.2 1.4 - 17.6 Manoeuvring 2.0 0.7 0.1 2.8 Hotelling 0.7 11.0 1.0 12.7 Total 18.9 13.1 1.1 33.0 As can be seen 33 tons per day of NOX emissions is contributed by vessels. Of these 33 tons, one-third of in port vessel emissions occur while the vessels are at berth. A comparison figure can be found for ordinary cars. It is said that 1 ton of NOX is contributed by 1 000 000 cars per day [42]. Replacing the onboard generation with on-shore electric power could significantly reduce emissions. The European Commission assigned ENTEC, which is an environmental and engineering consultancy firm, to investigate the amount of emissions contributed when producing one kWh of electricity by Shore-side Power Supply Part B - Market review 12 using the ships own auxiliary engine with 0.1 % sulphur fuel (EU 2010 limit) and also the amount of emissions contributed by land-base electricity connected to the ship. The emission factor for electrical generation in Europe is based from the Energy and Transport Trends to 2030. An average factor for electricity generation in 2010 was determined and is shown in Table B3. Also emission factors for auxiliary engine generation was calculated based on 0.1 % sulphur fuel and these figures are also shown in Table B3 [20]. Table B3 Average emission factors for electricity production in Europe and onboard generation with 0,1 % sulphur fuel [20] NOX [g/kWh] SO2 [g/kWh] VOC [g/kWh] PM [g/kWh] Average emission factors for electricity production in Europe 0.35 0.46 0.02 0.03 Emission Factors from auxiliary engines using 0.1 % sulphur fuel (EU 2010 limit) 11.8 0.46 0.40 0.30 The reduction of emissions achieved by replacing onboard generated electricity with shore-side electricity is shown in Table B4. The table presents figures for tonnage/year/berth of emission reductions. They were calculated by assuming an utilisation at berths of 70 % of time. Table B4 Emissions reduced per berth [t/year/berth] compared to engines using fuel with 0,1 % sulphur [20] Small [t/year] Medium [t/year] Large [t/year] NOX Baseline emissions Emissions reduced Reduction efficiency 15.3 14.81 97 % 42.4 41.09 97 % 109.1 105.86 97 % SO2 Baseline emissions Emissions reduced Reduction efficiency 0.62 0.0 0 % 1.72 0.0 0 % 4.44 0.0 0 % VOC Baseline emissions Emissions reduced Reduction efficiency 0.52 0.49 94 % 1.44 1.36 94 % 3.71 3.49 94 % PM Baseline emissions Emissions reduced Reduction efficiency 0.39 0.35 89 % 1.08 0.96 89 % 2.78 2.48 89 % As can be seen from the table it is a radical improvement of the total emission cut down by using shore-side power supply instead of using fuel with 0.1 % sulphur content according to the European directive 2005/33/EC. There is a big profit margin for the environment when changing to shore-side electricity. Shore-side Power Supply Part B - Market review 13 B1.3 The AMP Program In 2001, the Los Angeles Mayor James Hahn initiated a No Net Emission Increase (NNEI) policy for the Port of Los Angeles [47]. The purpose of the policy was to hold back and maintain air emissions from the Port’s activities. A task force was established to develop a plan to meet the NNEI goals, therefore the Alternative Maritime Power (AMP) program was introduced. The AMP is a program in accordance with which shipping companies partners up with the Port of Los Angeles and the Los Angeles Department of Water and Power to develop an engineered solution, where a ship is provided electrical power via land. The program has been very successful since Port of Los Angeles set up a profitable strategy for the shipping owners. In order to gain the installation onboard the vessels, the port provided an incentive of 800 000 $ toward the cost to install the AMP necessary equipment on a port customer’s first ship [40]. This means that the shipping companies will get paid for the installed shore-side electricity equipment onboard and use shore-side power and also traffic Port of Los Angeles for X number of years. The success of the project has resulted in 52 new build container vessels equipped with shore side connection systems during 2005 – 2008, and also other ports in the US are taking the program into account, especially in the California region [43]. The AMP program will generate both reconstruction of ships and new build ships equipped with shore-side electricity systems onboard in the upcoming years. A major part of these vessels are also calling the European harbours. Shore-side Power Supply Part B - Market review 15 B2 Existing installations Shore-side power supply has been used since the 80s for supplying commercial vessels with electricity. Ferries were the first vessels to be shore-side connected. The reason for this was that they always docked in the same position making it easy for connection. Today, other types of commercial ships, such as, cruise-, container-, and Ro/Ro- vessels are connected to the electrical grid in ports around the world, see Figure B2. Figure B2 Existing shore-side power supplies in the world The great need of power for existing vessels and the greater need for power for newer ships have substituted low-voltage connections with high-voltage connections. The reason for this is to get rid of a vast amount of parallel cables that take long time to connect during each dock. With a high-voltage connection you are able to transfer the same amount of power with fewer cables, which makes it easier during the connection process. A high-voltage cable makes it possible to transfer 25 times more power than with a normal 400 V cable of the same dimension. In 2000, Port of Göteborg was the first port in the world to introduce a high-voltage connection, and since then many ports have replicated the connection, and today high-voltage connections are considered to be the most effective way to connect ships. USA Port of Los Angeles Port of Long Beach Port of Juneau Port of Seattle Port of Pittsburg Europe Port of Göteborg Port of Stockholm Port of Helsingborg Port of Piteå Port of Kemi Port of Oulu Port of Kotka Port of Antwerp Port of Lübeck Port Zeebrugge Shore-side Power Supply Part B - Market review 16 This chapter will present shore-side connections available today in the world. In the end of the chapter a summary of all existing shore-side connections can be found in Table B5. B2.1 Port of Göteborg The first step for shore side power supply in Port of Göteborg (Sweden) was taken in 1989. The port converted a terminal to service Stena Lines passenger ferries to Kiel with a low-voltage, 400 V, shore- side power supply system, see Figure B3 and Figure B4. This service is run by the two combined passenger and Ro/Ro ferries Stena Scandinavica and Stena Germanica. Figure B3 The first shore-connection in Port of Göteborg, installed in 1989 at the Kiel terminal. The building in the picture includes the transformer and cable arrangement equipment. Figure B4 The 400 V cables are connected to Stena Scandinavica. In January 2000 the next step for shore-side power supply was taken in Port of Göteborg. The world’s first high-voltage shore-side connection was inaugurated. This project was in cooperation with Port of Göteborg, Stora Enso and ABB. It was the first time a shore-side connection was devoted for Ro/Ro- vessels. The power is distributed via a transformer substation 10 kV/6.6 kV 1250 kVA on the quay, see Figure B5. In between the vessel and the transformer substation, a 9ft container is equipped with control equipment and the power outlet for connection of the cable to the ship, see Figure B5 and Figure B6 [19]. Figure B5 The first high voltage installation in Port of Göteborg. The building in the top left contains a transformer and switchgears. The blue container building is the connection point. Figure B6 The figure illustrates the interior of the blue 9ft container building. The main cable is connected to the outlet and, the manoeuvre cable is connected to the control panel where the person performing this action has an overview of the whole system. Figure B7 A single main cable for the power supply and manoeuvre is all that is needed to connect the ship. Shore-side Power Supply Part B - Market review 17 A single main cable for the power supply and manoeuvre is all that is needed to connect the ship, see Figure B7. The cable is provided by the ship and is mounted on a cable-wheel onboard. This means that the connection can be done by hand power; without cranes or other solutions. The cable is lowered down to the 9 ft container. Inside the container, where the equipment is protected from weather and wind, the actual connection is made. The manoeuvre cable is connected to the control panel where the person performing this action has an overview of the whole system. Another person on the bridge presses a button when the vessel is ready to be synchronized [19]. In 2003 an additional terminal was converted to use shore-side electricity. This terminal is similar to the previous facility, but with the exception of the transformer, taking out 10 kV directly from the Ports grid. This terminal was also devoted for servicing Ro/Ro vessels. Another difference between the terminals is that the cable now is provided by the Port [19]. Currently the two quays at the Ro/Ro terminal that offer high voltage shore-side electricity in Port of Göteborg connect six vessels operating for Stora Enso; three Transatlantic vessels and three Wagenborg vessels [44]. In 2006, an additional terminal was converted to service one of Stena Lines passenger ferries to Denmark, Stena Danica, using a high voltage connection, where the 10 kV power supply is transformed to 400 V onboard. This solution is used when the ship is at berth for more than three hours, in Port of Göteborg [19]. B2.2 Port of Stockholm In 1985, Port of Stockholm (Sweden) inaugurated their first shore-side power supply facility for connection of bigger vessels. The connection is located in Stadsgården and connects ships that are operating to Aland Island - Viking Cinderella and Birger Jarl. These ships are connected with a low voltage connection, 400 V/50 Hz. To be able to deliver sufficient amount of power to the vessels (2.5 MW), 9 cables need to be connected before the electricity generators onboard the vessel are shutdown. To make the connection as smooth at possible a custom made cable arrangement was made at land, see Figure B8 and Figure B9. The connection process takes approximately 5 minutes [57]. Figure B8 The cable arrangement building next to the berth for the first installation in 1985. Figure B9 Nine cables are pushed out to Viking Cinderella and are ready to be connected. Shore-side Power Supply Part B - Market review 18 During spring 2006 another shore-to ship low voltage connection, 690 V/50 Hz, was inaugurated to Tallink passenger ferries - Victoria I and Romantika - at Freeport terminal in Port of Stockholm. The power is distributed via a transformer substation on the quay. In between the vessel and the transformer substation a special flexible stand was made, see Figure B10. To be able to deliver sufficient amount of power to the vessels, 12 cables need to be connected before the electricity generators onboard the vessel are shutdown. Before departure the electricity generators are once again started and the shore-to-ship connection is disconnected. Also this connection process takes approximately 5 minutes. One of the power plugs can be seen in Figure B11 [57]. Figure B10 The cable arrangement building next to the berth for the installation made in 2006. Figure B11 The connection plug (690 V). B2.3 Port of Helsingborg Port of Helsingborg (Sweden) is providing shore-side electricity to the ferries that stay at berth during night. The Scandlines ferries are connected via 400 V/50 Hz 2 x 250 A cables, which is sufficient for limited supply. Sundbussarna are connected with shore-side electricity 400 V/50 Hz 2 x 125 A. HH- Ferries are connected with 440 V/50 Hz [34]. B2.4 Port of Piteå In Port of Piteå (Sweden), M/S Balticborg and M/S Bothniaborg are supplied with high voltage, 6 kV, shore-side electricity via a feeding and a control cable [34]. B2.5 Port of Kemi In 2006, Stora Enso in cooperation with Port of Kemi (Finland) converted a terminal to service Stora Enso’s Ro/Ro vessels. The overall 6.6 kV electrical connections and designs are similar to Port of Göteborg, since it is the same vessel that is connected in Port of Göteborg [27]. B2.6 Port of Oulu In 2006, Stora Enso in cooperation with Port of Oulu (Finland) converted a terminal to service Stora Enso’s Ro/Ro vessels. The overall 6.6 kV electrical connections and designs are similar to Port of Göteborg, since it is the same vessel that is connected in Port of Göteborg and Port of Kemi [27]. Shore-side Power Supply Part B - Market review 19 B2.7 Port of Antwerp In 2008, Port of Antwerp (Belgium) in cooperation with ICL Holding of Hamburg installed the world’s first 50/60 Hz shore-side electric supply system for the Independent Maritime Terminal (IMT) on Port of Antwerp. The facility will typically enable up to three container vessels to connect to it for approximately three days within one week while berthing. The on-shore supply facility is a high- voltage, 6.6 kV, facility and uses Pulse Width Modulated (PWM) technology for conversion of the frequency from 50 Hz to 60 Hz. The on-shore power supply is able to provide a power of 800 kVA trough one cable connected the ships cable drum [38]. The facility has not been taken in operation yet. B2.8 Port of Lübeck In 2008, Port of Lübeck (Germany) successfully installed a shore-side electric supply system. The system grid at the port is 10 kV. A transformer rated 2.5 MVA is installed in a concrete substation on the harbour site for separating the harbour grid and the ship grid electrically and to lower the voltage to 6 kV, see Figure B12. Another component of the shore-side connection is a smaller cabinet with a 6 kV/50 Hz outlet enabling power to be obtained from the berth via a cable supplied by the ship, see Figure B13 and Figure B14. After connection, an automation system installed on-shore can automatically initiate the start up of the shore side power supply system. The auxiliary engines of the on-board power supply can then be shut down [38]. Figure B12 The transformer substation (10 / 6.6 kV 2.5 MVA) located on the harbour site next to the quay. Figure B13 Cabinet with a 6.6 kV/50 Hz outlet enabling power to be obtained from the berth. Figure B14 One cable, supplied by the ship, is connected to the cabinet. B2.9 Port of Zeebrugge The overall 6.6 kV electrical connection and designs are similar to Port of Göteborg. The connection is regularly used by Stora Enso vessels. B2.10 Port of Los Angeles In June 2004, the Port of Los Angeles in cooperation with China Shipping Container Line announced the opening of the West Basin container Terminal at berth 100. West Basin Terminal is the first container terminal in the world to be equipped with shore-side power supply. Two months later in August, the Port welcomed the world’s first container vessel to be built with shore-side electricity equipment, NYK Atlas [47]. The West Basin terminal is supplied with 6.6 kV/60 Hz, but since NYK Atlas is operating with 440 V/60 Hz, the voltage needs to be transformed down to 440 V. A barge with the transformer and a cable reel is moored at the stern of the container vessel, see Figure B15. Nine Shore-side Power Supply Part B - Market review 20 heavy cables have to be hoisted into position, using cranes, before connecting the container vessel, see Figure B16. Manual power switchover is employed [56]. The connection procedure takes approximately 1 hour. The barge with the transformer will not be utilized at other terminals in the future due to logistics and cost [56]. Figure B17 illustrates the utility transformer that transforms the grid voltage 34.5 kV to 6.6 kV. Figure B18 illustrates the main and metering facility. Figure B15 A barge with the transformer and a cable reel is moored at the stern of the container vessel. Nine heavy cables are hoisted into position using a crane. Figure B16 The 9 cables are connected to the vessel connection box. Figure B17 The utility transformer (34.5/6.6 kV 7.5 MVA) located on the harbour site. Figure B18 Main and Metering Equipment (6.6 kV) Berth 212-216, Yusen Terminal, is also equipped with shore-side power supply since 2007. One electrical vault with two connectors is provided to supply 6.6 kV of electricity, see Figure B19. The system uses existing conduits to bring power to the wharf-side and provides direct cable connections between shore-side electric outlets and on-board receptacles see Figure B20. Automatic synchronization and power transfer systems is in use at this facility [56]. Shore-side Power Supply Part B - Market review 21 Figure B19 The electrical vault with two connectors located in the side of the quay. Figure B20 The cables are provided by the ship and are lowered to the connection vault. B2.11 Port of Long Beach In 2005, cooperation between Port of Long Beach and British Petroleum (BP) voluntarily started to work with a shore-side power supply project on Berth T121. The purpose of the project was that the two BP tankers, which traffic Port of Long Beach, should use shore-power whenever they called at the Port. In 2008 the installation was finished and completed, but the testing stage took more time than expected, due to strict regulations for tanker vessels, so the official use of the shore-side power supply will be in year 2009. A transformer is used to step down the voltage from local power grid to 6.6 kV. The power transferred to the tankers is 10 MVA, and 3 cables are used for the power transfer [16]. The project can be seen in Figure B21. Port of Long Beach, has an additional shore-side connection on the container terminal G323 at Pier G. The terminal was finished and ready for use in mid 2008. One electrical vault with two connectors is provided to supply 6.6 kV of electricity. The facility is going to be used to provide land-based electricity to four container vessels that call at port. The facility will provide a power of 7.5 MVA to the vessels [16]. Figure B21 Shore-side power supply project on Berth T121. Shore-side Power Supply Part B - Market review 22 B2.12 Port of Juneau In June 2001, Port of Juneau (Alaska) in cooperation with Princess Cruise Lines installed the world’s first high voltage shore-side power system for cruise ships docked at the Port. The shore-side electric system consists of cables and a substation to transfer electricity from the port grid. A dual-voltage transformer is used to step down the voltage from local power grid to 6.6 kV or 11 kV to provide different classes of ships, see Figure B22. A custom made dock-side gantry cable system was made for easier connection of the vessels. Four cables are used for the electric connection, each consisting of three cores for each phase, see Figure B22 and Figure B24. On-board power management software is used to automatically synchronize, combine and transfer. Overall time required for cable connection, power synchronization and transfer is approximately 40 minutes, and the disconnection time is approximately 30 minutes. In 2002, five cruise vessels were converted to use shore-side electricity in Juneau. These vessels each require 7 MW. In 2004, a sixth princess cruise vessel was built with shore- side electricity equipment, with an expected electricity power demand of 8-9 MW. Currently, there are seven of nine cruise ships equipped with shore-power connection capabilities that dock in Port of Juneau [59]. Figure B22 A dual-voltage transformer is used to step down the voltage from the local power grid to 6.6 kV or 11 kV. Figure B23 Four cables are used for the electric power connection and they’re hoisted into position by the cable arrangement system. Figure B24 The connection box on the ship connecting 4 power connectors, 1 neutral connection and the cables for controlling. B2.13 Port of Seattle In 2005, Princess Cruise Lines in cooperation with Port of Seattle installed a high-voltage shore-side power supply to one berth at Terminal 30, in Port of Seattle. Two of Princess Cruise Line’s larger cruiser ships equipped with shore-power equipment was connected to the shore-side power supply. The overall electrical specifications and designs are similar to Port of Juneau. Shore-side cables were stored within a cable trench at the edge of the berth. When a cruise ship is at berth, cables are hoisted to the ship-side by a gantry and connected to the on-board electric system, see Figure B25 and Figure B26 [59]. Shore-side Power Supply Part B - Market review 23 . Figure B25 Cables are hoisted into position using a gantry. Figure B26 Transformer, main and secondary metering equipment. Transformer capacity is 16 MW. Primary voltage 27 kV. Dual service delivery (secondary) voltage 6.6 or 11 kV. In 2006, an additional berth at Terminal 30 was equipped and provided with shore-side power supply. This made Port of Seattle the only Port in North America capable of providing shore power for two vessels simultaneously at the same berth at year 2006. ABB prepared three vessels from Holland America Lines Vista class; Oosterdam, Westerdam and Noordam, for on-shore power supply (11 MW/ 11 kV). ABB provided the necessary 11 kV switchgear, automation hardware and software for the necessary changes in the power management system (PMS). The project also included the delivery and installation of all the high-voltage and low-voltage cables to connect the new shore panel to the existing main switchboard and PMS onboard the vessels [33]. The installation at the shore-side looks almost the same as the previous installation in Port of Seattle, see Figure B27. Cochran Electrical Inc. delivered and installed the shore side substation, step down transformer, grounding switch and flexible cable for the high-voltage connectors. ABB delivered the main components onshore such as transformer and circuit breaker, see Figure B28 [33]. Figure B27 Cables are hoisted into position using a gantry. Each cable contains three cores (L1,L2,L3) and can carry 500 A per phase by 11 kV. Figure B28 The pictures above show the incoming 27 kV power line and the substation, delivered and installed by Cochran Electrical Inc. (Main components such as the transformer and circuit breaker were provided by ABB.) Shore-side Power Supply Part B - Market review 24 B2.14 Port of Pittsburg In 1991, the Pohang Iron & Steel Company in Pittsburg established a shore-side electricity system to connect four dry bulk vessels at Port of Pittsburg. The vessels require a power supply of approximately 0.5 MW. The shore power is transmitted by two 440 V cables. After a ship docks the Port, two crewmembers pull the power cables on board and plug them into the onboard power system. This procedure takes approximately 20 minutes to complete [21]. B2.15 Summary of existing installations Table B5 Existing Shore-side power supplies in the world applied for commercial vessels Port Country Connection voltage Frequency Port of Göteborg Sweden 400 V / 6.6 kV / 10 kV 50 Hz Port of Stockholm Sweden 400 V / 690 V 50 Hz Port of Helsingborg Sweden 400 V / 440 V 50 Hz Port of Piteå Sweden 6 kV 50 Hz Port of Antwerp Belgium 6.6 kV 50 Hz / 60 Hz Port of Zeebrugge Belgium 6.6 kV 50 Hz Port of Lübeck Germany 6 kV 50 Hz Port of Kotka Finland 6.6 50 Hz Port of Oulu Finland 6.6 kV 50 Hz Port of Kemi Finland 6.6 kV 50 Hz Port of Los Angeles USA 440 V / 6.6 kV 60 Hz Port of Long Beach USA 6.6 kV 60 Hz Port of Seattle USA 6.6 kV / 11 kV 60 Hz Port of Pittsburg USA 440 V 60 Hz Port of Juneau USA 6.6 / 11 kV 60 Hz Shore-side Power Supply Part B - Market review 25 B3 Possible Markets Shore-side connection is a hot topic around the world today. Many Ports are aware of their surrounding environment and the influence a vessel makes on it. The driving forces discussed in the previous chapter have made an accelerating impact for future shore-side connections, and many ports are ready to improve their reputation and the surrounding environment. This chapter will present shore-side connection plans and new harbours that are considering shore-side electricity in their infrastructure. B3.1 Ports planning for shore-side power supplies This section will present harbours that have plans and which are investigating the possibilities to install shore-side power supply in their port. B3.1.1 Port of Göteborg Port of Göteborg is planning to supply shore-side electricity to two of their Ro/Ro-terminals, Älvsborg and Arendal. The port plans to supply electricity to both ships with 50 and 60 Hz. In total there are 5 berths in the Älvsborg terminal, two of them are already equipped with high-voltage power supply for 50 Hz vessels, as presented in the previous chapter. Two berths are being considered at the Arendal terminal. Stena Line is planning to shore-side connect the majority of the vessels in the Scandinavian enterprise. In total they are prepared to invest between 7.5 to 10 million Euros. Stena Lines business in Port of Göteborg is going to be the first one to receive shore-side power supply. All vessels that aren’t yet connected at Port of Göteborg will be retrofitted to be able to receive shore power [32]. B3.1.2 Port of Trelleborg Port of Trelleborg is having plans to shore-side connect Scandlines ferries that traffic Germany. This concerns five ferries that are operating with low-voltage and 50 Hz. The port is as well planning to supply electricity to six of TT-lines ferries that also traffic Germany. Two of these ferries are operating with low-voltage and 60 Hz, and the remaining four ferries are 50 Hz vessels that operate with high-voltage. A summary of the power demand, voltage and frequency of the concerned vessels is presented in Table B6 [33]. Shore-side Power Supply Part B - Market review 26 Table B6 Ferries concerned shore-side power supply in Port of Trelleborg [33] Ferry Voltage Frequency Power demand during hostelling Scandlines M/S Götaland 380 V 50 Hz 1400 kW M/S Mecklenburg 690 V 50 Hz 2600 kW M/S Sassnitz 660 V 50 Hz 1500 kW M/S Skåne 660 V 50 Hz 3300 kW M/S Trelleborg 380 V 50 Hz 1500 kW TT-Lines M/S Huckleberry Finn 440 V 60 Hz 1500 kW M/S Nils Dacke 6.6 kV 50 Hz 2000 kW M/S Nils Holgersson 6.6 kV 50 Hz 3600 kW M/S Peter Pan 6.6 kV 50 Hz 3600 kW M/S Robin Hood 6.6 kV 50 Hz 2000 kW M/S Tom Sawyer 440 V 60 Hz 1500 kW B3.1.3 Port of Oslo Port of Oslo has plans to supply shore-side electricity to the arriving vessels that dock at their port. Today, they plan to facilitate Color Line ferry terminal with shore electricity. The ship owners of Color Line are positive for the shore-side connection and will take the economical responsibility to reconstruct the ferries to be able to connect to shore. This includes two vessels that traffic Kiel – Germany, together with the Stena Line ferry that traffic Denmark. The Port of Oslo has the vision to connect the cruisers arriving to their port in the future [28]. B3.1.4 Port of Bergen Port of Bergen has the vision to become Europe’s cleanest port. The district of Bergen and the trade industry are pushing the question how to achieve this vision. One project shall give the opportunity to shore-side connect vessels at berth. The plans are to supply electricity to Koengen and Dokken terminals. Koengen terminal has berths for both ferries and cruiser ships. In the Dokken terminal there are berths for load ships as well as ferries and cruisers. Today, these terminals are called by 11 657 vessels per year, of which 250 of these are cruiser ships. The idea is to make it possible to connect vessels with 50 Hz and 60 Hz [12]. B3.1.5 Port of Tallinn Port of Tallinn is investigating the possibilities to supply shore-side electricity connection for vessels. The ships that belong to Tallink and traffic Port of Stockholm have already the possibilities to receive land-based low-voltage electricity. There are also plans to connect cruiser and container ships, where there will be a need of a frequency converter that can convert 50 Hz to 60 Hz. To be able to cope with the great need of power, which for example cruiser ships need, there is a need for an upgrade of the Shore-side Power Supply Part B - Market review 27 existing grid. The ferry and the cruiser terminal are today fed by a substation which is able to supply 6 kV. There are plans to upgrade the substation to 10 kV. In the cargo port - Muuga, there is a 10 kV distribution network available, so an upgrade is not considered [31]. B3.1.6 Port of Rotterdam Port of Rotterdam conducted a feasibility study for Euromax container terminal in 2006 [18]. The feasibility involved the shore-side electricity infrastructure into the container terminal design. For the feasibility study a survey of 53 container ships was made. It summarized the ships electric system characteristics, power requirements, fuel consumption and capability for shore-power connection while at port. While it was technically possible to equip the terminal with land-based electricity, lack of international standards for shore-power supply and high investments costs, Port of Rotterdam choose not to recommend the terminal to be equipped with shore-power supply. The reason for the high investment costs were that Port of Rotterdam intended to connect vessels with 50 and 60 Hz, and at the same time supply two different voltages, 6.6 kV and 6.3 kV to the vessels. The intended configuration is shown in Figure B29. The calculated costs for the Euromax container terminal shore-side electricity is illustrated in Table B7. Despite the fact that they didn’t equip the terminal, Port of Rotterdam is encouraging the shipping owners to equip the vessels with shore-power equipment for future use of land-based electricity [18]. Figure B29 The intended configuration for shore-side power supply in Port of Rotterdam. Power station (40 MVA / 25 kV / 50 Hz) Transformer 25 kV / 6.3 kV Transformer 25 kV / 6.6 kV Frequency converter (50 – 60 Hz) Power substation O ut le t b ox O ut le t b ox O ut le t b ox O ut le t b ox O ut le t b ox O ut le t b ox O ut le t b ox Group 1 Transformer 25 kV / 6.3 kV Transformer 25 kV / 6.6 kV Power substation O ut le t b ox O ut le t b ox O ut le t b ox O ut le t b ox O ut le t b ox O ut le t b ox O ut le t b ox Group 5 EU grid 380 kV / 50 Hz Regional grid 150 kV / 50 Hz Euromax 25 kV / 50 Hz 5 groups with each 7 outlet boxes, spaced 45 meters apart. Each outlet box contains: - two 3.5 MVA 6.6 kV 60 Hz outlets for deep sea vessels. - one 3.5 MVA 6.3 kV 50 Hz outlet for feeders. Shore-side Power Supply Part B - Market review 28 Table B7 Expected electrical installation costs in Port of Rotterdam [18] Design € Power connection to grid 7 000 000 Main power station 2 000 000 Frequency convertor 2 500 000 Transformers 3 000 000 Power substations 1 500 000 Conduits 5 000 000 Cabling 2 000 000 Project management 2 500 000 Outlets 3 000 000 Total 28 500 000 Furthermore, it is expected that when the Maasvlakte II Terminal is under construction, the international standards for shore-side electricity will be finalized and adopted by the international communities. By then, shore-side power supply should be included in the terminal design [18]. B3.1.7 Port of Houston Port of Houston evaluated the possibilities with a shore-side power supply on their port. Port of Houston is planning to equip Bayport Terminal with shore-power capabilities if shore-power becomes commercially available. It is estimated that the cost for the shore-power infrastructure at Bayport Terminal will be significantly higher since these facilities would have to be retrofitted for cable conduits and they may lack appropriate power supply in the substation feeding the port with power [59]. B3.1.8 Port of Los Angeles As presented in the previous chapter, Port of Los Angeles is already supplying container terminals with low and high-voltage land-based electricity. Their primary goal is to provide electricity to all the container terminals, and further expand the shore-side electricity infrastructure. Port of Los Angeles future plans to provide shore-side electricity to berths is presented in Table B7. It is expected that all future shore-side power supply constructions will be high-voltage connected, 6.6 kV 60 Hz. Furthermore, Port of Los Angeles does not have any plans to connect 50 Hz vessels. Shore-side Power Supply Part B - Market review 29 Table B8 Port of Los Angeles Shore-power Infrastructure Plan for 2008-2011 [59] Site Number of berths Expected year of operation Berth 90-93 (Cruise terminal) 2 2008 Berths 101-102 (China shipping) 1 2009 Berths 121-131 (West Basin container terminal) 2 2011 Berths 136-147 (Trans Pacific container Service corp. TraPak 2 2009 Berths 175-181 (Pasha Group) 1 2011 Berths 206-209 (Long Term Tenant) 1 2011 Berths 224-235 (Evergreen) 1 2008 Pier 300 (American President Lines, APL) 1 2011 Pier 400 (AMP Terminals, Liquid Bulk) 2 2011 Total number of berths 13 Figure B30 Port of Los Angeles Shore-power infrastructure installations and plans. Shore-side Power Supply Part B - Market review 30 B3.1.9 Port of Long Beach In 2004, Port of Long Beach made a shore-side power cost-effectiveness study to evaluate the feasibility of shore-side electricity. For the feasibility study a survey of 151 frequent port callers was made. It summarized the ships electric system characteristics, power requirements, fuel consumption and capability for shore-power connection while at port. 26 of these ships were identified as being potential candidates for shore-side power [21]. In 2005, Port of Long Beach distributed a preliminary standard design for shore-side power supply at their port. It is expected that the wharf outlet will be 6.6 kV, 3-phase, and 60 Hz with a grounding conductor, and a design load of 7.5 MVA for each ship [16]. The port’s goal is to provide electrical infrastructure for shore-side power to 100 % of container terminals and at other major facilities. Port of Long Beach future plans to provide shore-side electricity to berths is presented in Table B8. The estimated cost for retrofitting the berths in Table B8 is said to be a total of $129 millions. Additionally Port of Long Beach estimated the total cost of $201 millions, retrofitting an additional 31 berths at the port [58]. Table B9 Port of Long Beach Shore-Power Infrastructure Plan for 2007-2016 [59] Site Number of berths Expected year of operation Pier C (Matson) 2 2011 Pier D, E, F (Middle Harbour) 1 2011 Pier G (ITS) 2 2011 Pier S 3 2011 Pier A (SSA) 1 2011-2016 Pier H (Carnival) 1 2011-2016 Pier J (SSA) 1 2011-2016 Navy Mole (Sea-Launch) 2 2011-2016 Pier T (TTI) 1 2011-2016 Total number of berths 16 B3.1.10 Port of San Francisco The Port of San Francisco is investigating the possibility to include shore-side power supply to their new cruiser terminal at Piers 30-32. In 2005, Port of San Francisco contracted Environ Corporation to accomplish a shore-side power feasibility study. The study estimated a conceptual design and cost estimates for the shore-side facility [59]. Shore-side Power Supply Part B - Market review 31 B3.1.11 Port of Seattle Port of Seattle has plans for two new construction projects in the port. The plan is to convert the current cruise terminal, Terminal 30, combined with Terminal 25, into a container terminal. The reason for the combination is that when these two terminals are combined, they will provide 75 acres of container use. The second plan is to expand Terminal 91, and use it as a base for cruise ship operations. Terminal 91 will have two berths providing shore-side power to cruisers [48]. B3.1.12 Port of Shanghai Port of Shanghai conducted a shore-side power feasibility study for Chang-hua-bin terminal and Wai-guo-chiao container terminal. The focus of the feasibility study was on the technical aspects of electrical connections. However, the existing terminal infrastructure did not have power distribution, transmission, frequency conversion and cable connection facilities. The feasibility study concluded that, in order to utilize shore-power, power transformers and frequency converters will be required, since most of the vessels are operating with low-voltage and 60 Hz in Port of Shanghai. The key issue was the improvement of the terminal infrastructure to enable ships to use shore-side electricity. The study concluded that shore-power for ships at the Port of Shanghai were technically feasible. Nevertheless, there is no actual construction of shore-power infrastructure at this time [59]. B3.1.13 Summary of ports planning for shore-side power supply Figure B31 summarizes all ports in the world that are currently planning or investigating for shore- side power supply. Figure B31 Ports in the world investigating shore-side power supply USA/Canada Port of New York/New Jersey Port of Oakland Port of Tacoma Port of Vancouver Port of San Diego Georgia Port Authority South Carolina Port Authority Port of Long Beach Port of Houston Port of San Francisco Port of Richmond Port of Seattle Europe Port of Göteborg Port of Trelleborg Port of Rotterdam Port of Bergen Port of Oslo Port of Helsinki Port of Tallinn Port of Rome Asia Port of Tokyo Port of Nagoya Port of Yokohama Port of Osaka Port of Shanghai Shore-side Power Supply Part B - Market review 32 B3.2 New Ports and Terminals There are currently many ports around the world that have plans for extending their port or retrofitting new terminals, see Table B9. There is a possibility to erect shore-side power supply in the infrastructure in the beginning stage of the construction. This plan could save a vast amount of money and time for future shore-side power constructions. Table B10 New Ports and Terminals planned around the world Site Country Expected year of operation Port of Nynäshamn Sweden 2010 Port of Tallinn Estonia 2009 3 new ports in the Murmansk Area: - Port of Pechenga - Port of Vidyaevo - Port of Teriberka Russia First port expected to be in operation year 2010 Port of Ust-Luga Russia 2009 6 new ports in Shenzhen: - Liantang Port - Longhua Port - Fujian Guangzhou-Shenzhen-Hong Kong Port - Dachan Gulf Harbor Port - Nan'ao Port - Wenjindu Port China First port expected to be in operation year 2010 Houston Bayport Container Terminal USA - The new Colombo Port USA 2011 Shore-side Power Supply Part B - Market review 33 B4 Actors in the market There are currently only a few actors in the market that have carried out shore-side power supply installations which are in service in ports around the world. There are even less actors in the market today that are able to supply systems for frequency conversion. This chapter will present the main actors in the market that have shore-side power supply systems, allowing vessels to be connected to the national grid. B4.1 ABB ABB is one of the major suppliers for vessels and harbours world wide. ABB is also on of the biggest suppliers in the world for main switchboards in vessels. When Port of Göteborg wanted to construct the world’s first high-voltage connection dedicated for Ro/Ro vessels, ABB was contracted to perform the installation and the design of the high-voltage shore-side supply. When Princess Cruise Lines wanted help to install the power management and monitoring system onboard the vessels, ABB installed the necessary equipment onboard. B4.2 Siemens SIHARBOR is the name of Siemens shore-side power supply system. The installation in Lübeck, as presented in a previous chapter, has been constructed by Siemens. This Port is the only reference for the SIHARBOR system today. Siemens has developed a shore connection system, called Siplink, which is used for connecting vessels that operate with 60 Hz to the European grid. According to Siemens, Siplink enables linking between a ship’s onboard power system to the existing onshore power grid even if the system frequencies are different. Nevertheless, Siplink has not yet been installed in any port. The only installation with the Siplink system is found in a shipyard in Flensburg. The shipyard utilizes the Siplink when installing a vessel's on-board electrical system. In this installation Siplink provides a 60 Hz power supply with adjustable voltage, which is also used as a test load when checking the electric system. Shore-side Power Supply Part B - Market review 34 B4.3 Cavotec Cavotec has 18 years of experience with shore-side connections. They have world leading systems for cable reels and their plugs and sockets have practically become a standard for shore-side connections. Cavotec has already equipped 14 vessels with cable reels or with plugs and sockets to be able to connect to shore, see Figure B32, Figure B33 and Figure B34. The company has been involved in many shore-side power supply projects and supplied most equipment for the connection onboard the vessel. Figure B32 Cavotec cable reel arrangement for one cable up to 4MVA. Figure B33 Cavotec cable reel arrangement for two cables up to 8MVA. Figure B34 Cavotec plugs and sockets Shore-side Power Supply Part B - Market review 35 B4.4 Sam Electronics Since 2003 Sam Electronics has delivered twenty shore-side power supply equipment to both ships and ports. Sam Electronics was contracted by Port of Los Angeles to supply the necessary equipment for the first AMP terminal equipped in Port of Los Angeles. Sam Electronics has also been contracted by Port of Antwerp to construct the world’s first terminal that can supply electricity to 50 and 60 Hz vessels. Nevertheless, Sam Electronics is the biggest actor on the market that has references for their low-voltage, 400 V, and high-voltage, 6.6 and 11 kV, solutions. They have also supplied container and barge systems outfitted with the necessary equipment for shore-side power supply, see Figure B35 and Figure B36. Figure B35 A container with the corresponding shore-side equipment located on the vessel. Figure B36 The container configuration fitted inside the vessel. B4.5 Terasaki Terasaki has been developing onboard marine systems since the 90s. Port of Los Angeles contacted Terasaki to design a high-voltage, 6.6 kV, AMP supply. The company offers a high-voltage shore-side power supply, 6.6 kV, similar to the installations in Port of Göteborg. Terasaki is also able to offer 50 Hz shore-side power supply equipment, but there is no indication that the company can supply equipment for 50 Hz and 60 Hz connections. B4.6 Patton & Cooke When Princess Cruise Lines needed a high-voltage shore-side power supply for their four Sun Class vessels in Port of Juneau, Patton & Cooke were contracted to perform the installation and design for the shore-side power system at Port of Juneau. B4.7 Callenberg Engineering Inc Callenberg Fläkt Marine, previously ABB Fläkt Marine, has developed, supplied and supported the Marine industry for seven decades. When Princess Cruise Lines wanted to connect their vessels to a high-voltage shore-side supply, Callenberg Engineering was contacted. Callenberg Engineering began to work on the means of delivering the power to the ships, and the main task was to identify and produce samples of candidate power cables that would safely transmit the required voltage and power to the ship. An additional gantry carrying the high-voltage cables together with custom made plugs was supplied by the company. Part C - Technical survey Shore-side Power Supply Part C - Technical survey 39 C1 Power generation onboard Today’s ships are like floating power plants. The electricity generated onboard is used to provide power for a wide range of applications. Lighting, heating, cooling, ventilation, pumps, navigation systems and cargo-related activities are example of such applications. Likewise, ships propulsion can be electrically reliant, depending on what type of propulsion manner the ship is using. Traditional vessels use diesel driven motors that are connect to the vessel’s propeller by a shaft. Today, diesel electric vessels have become more popular where electric motors are being used to drive the ship. Therefore, these vessels are in need of higher electricity generation onboard. This chapter will explain how electricity generation functions for the different propulsion matters when the vessel is on-sea and when it is at berth. Additionally the following chapter will present the power demand for the different types of vessels. C1.1 Conventional propulsion vessels Power generation onboard conventional propulsion vessels can be seen in Figure C1. A main generator that is coupled with the propulsion engine in combination with auxiliary engines generates the power needed while at sea. When the vessel arrives at the port, the power generation of the auxiliary engines is increased. The reason for the increased production is that the main engine runs at variable speeds while manoeuvring. At the berth the main engines are shutdown and the auxiliary generators take control of all the power generation onboard. How the load factors for auxiliary engines vary by operating mode and ship type can be seen in Table C1. With help of the totally installed auxiliary power, the load factors illustrated in the table can be used to estimate the vessel power need during hotelling. A load factor of 1.0 means that the totally installed auxiliary generator capacity is used onboard the vessel. These load factors are commonly used to calculate the power need at berth when the hostelling power data is not available. The factors are determined by Starcrest, through interviews conducted with ship captains, chief engineers, and pilots during its vessel boarding programs. Previous reports have shown that the power generation was provided by propulsion engines in all modes but hotelling, but the Starcrest report shows that this is a false statement for most conventional propulsion vessels [29]. Shore-side Power Supply Part C - Technical survey 40 Figure C1 Power generation onboard conventional propulsion vessels. Table C1 Average load factors for auxiliary generators. A load factor of 1.0 means that the totally installed auxiliary generator capacity is used onboard the vessel. [29] Vessel Type Cruise Manoeuvre Hotel Container vessels 0.13 0.50 0.17 Ro/Ro vessels 0.15 0.45 0.30 Oil and product tankers 0.13 0.45 0.67 Cruise-/Passenger vessels 0.80 0.80 0.64 C1.2 Diesel Electric propulsion vessels Newer and bigger ships like Cruise ships commonly use diesel electric propulsion systems. One reason for this is the easiness of manoeuvring, especially during docking. Propulsion is typically provided by several diesel engines coupled to the main generators, which drive the electric motor that runs the propeller on the vessel. The same generators that are used for propulsion are also used to generate auxiliary power onboard the vessel for lights, refrigeration, etc. A simplified overview of the electrical installations in a vessel with electric propulsion is illustrated in Figure C2. The power needed while at sea can be up to 80 MW on a modern cruiser vessel. Most of the generators are therefore in use to manage the power need [8]. To be able to handle the big amount of power, high-voltage, 6-11 kV, is used onboard. When the vessel docks at the berth there is no need to produce the same quantity of power to drive the propulsion motors, so therefore a majority of the main generators are shut down and only a few generators are used to manage the power needed during hotelling. MAIN GENERATOR AUXILIARY GENERATOR AUXILIARY GENERATOR MAIN SWITCHBOARD Shore-side Power Supply Part C - Technical survey 41 Figure C2 Power generation onboard diesel electric propulsion vessels. MAIN GENERATOR MAIN GENERATOR M A IN S W IT C H B O A R D MAIN GENERATOR MAIN GENERATOR FREQUENCY CONVERTER Shore-side Power Supply Part C - Technical survey 43 C2 Onboard power demand analysis This chapter’s intention is to give an understanding of different onboard power demands, system voltages and system frequencies for vessels, when they are at berth. The vessel types treated are the ones illustrated in Figure C3 – Container vessels, Ro/Ro-and Vehicle vessels, Oil and product tankers and finally cruisers. There are few previous similar studies and these touch only some of the mentioned vessel. This chapter will map all the parameters for the different vessels. The thought of this chapter is that it shall be used as guidance for dimensioning of shore-side power supplies, to get an understanding for what power is needed. It is important to emphasize that the vessels concerned in the survey below, are such vessels that traffic European ports. Consequentially, the data, for example the system frequency onboard vessels, will appear differently in comparison if the study was made for vessels that traffic other continents. This concerns primarily the smaller vessels that don’t traffic other continents. In the end of this chapter a summary of the different power demand, system voltage and system frequencies for the vessels will be presented. The chapter will end with an illustration of the total power demand for two typical ports, as an indication of the total power need in port, to shore-side connect ships. Figure C3 Different type of vessels. Cruiser ship Oil and Product Tanker Ro/Ro- / Vehicle ship Container ship Shore-side Power Supply Part C - Technical survey 44 C2.2 Container vessels As the name says container vessels are used for transportation of containers. Most container vessels are constructed with single deck hull with an arrangement of hold, above and below deck fitted specifically, for containers. Container ships are designed so that no space is wasted. A container vessels load capacity is measured in Twenty-foot equivalent unit (TEU). Twenty-foot equivalent unit is the number of standard 20-foot (6.1 × 2.4 × 2.6 metres) containers a vessel can carry. Most containers used today measure 40 feet (12 metres) in length. Above a certain size, container ships do not carry their own loading gear, so loading and unloading can only be done at ports with the necessary cranes. However, smaller ships with capacities up to 2 900 TEU are often equipped with their own cranes. The world's largest container ship, M/V Emma Mærsk has a capacity of 15 200 containers (TEU) [66]. In 2006, Port of Rotterdam conducted a survey of 53 container ships for their electric system characteristics and power requirements while in port [18]. The containerships were divided into two groups - feeder and deep sea container vessels. Feeders are container vessels that traffic ports within the same continent and which don’t traffic big open seas, and are classified in this survey as container vessel with a length less than 140 meters. Deep sea container vessels are most often used to traffic between different continents, for example trading between Europe, Asia and America, and are here classified as vessels larger than 140 meters. The survey showed ship voltage ranged from 380 V to 6.6 kV, where the majority of the larger vessels used 440 V. 6.6 kV was only found on vessels built after 2001. The frequency was either 50 Hz or 60 Hz. The result of the survey can be illustrated below. C2.2.1 Power demand In Figure C4 and Figure C5 average-/maximum power consumption for feeders in port during hotelling is presented. The x-axis represents the length in meters of the feeder, and the y-axis represents the power consumption in kW. 19 of the total 53 vessels conducted in the survey represented feeder vessels. As seen from the figures all vessels in the range between 100 and 140 meters do not need higher peak power consumption than 1 MW and the average consumption is 200 kW. 0 100 200 300 400 500 600 700 800 900 1000 100 100 100 110 120 120 130 130 130 140 Length [m] (individual cases) 0 100 200 300 400 500 600 700 800 900 1000 100 100 100 110 120 120 130 130 130 140 Length [m] (individual cases) Figure C4 Average power consumption in port (feeders). Figure C5 Maximum power consumption in port (feeders). In Figure C6 and Figure C7 average-/maximum power consumption for deep sea container vessels in port during hotelling is presented. In this category the power demand is higher. The average power consumption is 2 MW, but with a peak power consumption of 8 MW. kW kW Shore-side Power Supply Part C - Technical survey 45 0 250 500 750 1000 1250 1500 1750 2000 2250 150 180 240 260 280 280 280 290 290 290 300 350 Length [m] (individual cases) Figure C6 Average power consumption in port (deep sea container vessels). 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 150 180 240 260 280 280 280 290 290 290 300 350 Length [m] (individual cases) Figure C7 Maximum power consumption in port (deep sea container vessels). C2.2.2 System voltage As seen from Figure C8 and Figure C9, the majority of the container vessels use a low-voltage as operation voltage. All of the feeders use low-voltage, and approximately 88 % of the deep sea container vessels use low-voltage. Only a small amount, 12 % use high-voltage, 6.6 kV as system voltage. 400 V 16% 380 V 42% 440 V 42% 440 V 79% 380 V 6% 450 V 3% 6,6 kV 12% Figure C8 Main system voltage (feeders). Figure C9 Main system voltage (deep sea container vessels). kW kW Shore-side Power Supply Part C - Technical survey 46 C2.2.3 System frequency Figure C10 illustrates that approximately 63 % of the feeders have an operation frequency of 50 Hz. While in Figure C11 it is presented that approximately 94 % of deep sea vessel have an operational frequency of 60 Hz. 50 Hz 63% 60 Hz 37% 50 Hz 6% 60 Hz 94% Figure C10 Main system frequency (feeders). Figure C11 Main system frequency (deep sea container vessels). C2.3 Ro/Ro- and Vehicle vessels Ro/Ro stands for Roll-on/Roll-off, and Ro/Ro ships are vessels that are designed to carry wheeled cargo such as automobiles, trucks, semi-trailer trucks, trailers or railroad cars. This is in contrast to container vessels which use a crane to load and unload cargo. Ro/Ro vessels have built-in ramps which allow the cargo to be efficiently rolled on and rolled off the vessel when in port. The ramps and doors may be stern-only, or bow and stern for quick loading. There are no previous studies made concerning power demand, system frequency and operation voltage for Ro/Ro vessels. By means of Lloyds Register of Ships an own study has been made concerning 30 vessels that traffic European ports [45]. The ships have been randomly chosen in the order of magnitude between 100 and 250 meter – which represents the smallest and the biggest Ro/Ro and vehicle vessels today. The complete list of vessels concerned in the survey can be found in Appendix I. C2.3.1 Power demand In Figure C12 the maximum power generated onboard is represented. These values represent the total installed auxiliary generator capacity onboard. Figure C13 illustrates the power needed during hotelling and is calculated according to Table C1 in the previous chapter. The Ro/Ro vessels have an average power demand less than 2 MW during hotelling. Shore-side Power Supply Part C - Technical survey 47 0 1 000 2 000 3 000 4 000 5 000 6 000 7 000 100 137 154 156 158 163 180 190 193 199 200 200 200 205 228 Length [m] (individual cases) Figure C12 Totally installed generation capacity onboard. 0 250 500 750 1 000 1 250 1 500 1 750 2 000 2 250 100 137 154 156 158 163 180 190 193 199 200 200 200 205 228 Length [m] (individual cases) Figure C13 Average power consumption in port. C2.3.2 System voltage The system voltage for the Ro/Ro vessels concerned in the study is summarized and presented in Figure C14. As seen from the figure, all Ro/Ro vessels operate at low-voltage from 400 to 460 V. 440 V 20%400V 30% 450 V 43%460 V 7% Figure C14 Main system voltage kW kW Shore-side Power Supply Part C - Technical survey 48 C2.3.3 System frequency Figure C15 illustrates the system frequency for the Ro/Ro vessels. 60 Hz 70% 50 Hz 30% Figure C15 Main system frequency C2.4 Oil- and product tankers An oil tanker, also known as a petroleum tanker, is a ship designed for the bulk transport of oil. There are two basic types of oil tankers: the crude tanker and the product tanker. Crude tankers move large quantities of unrefined crude oil from its point of extraction to refineries. Product tankers, generally much smaller, are designed to move petrochemicals from refineries to points near consuming markets. There are no previous studies made concerning power demand, system frequency and operation voltage for oil- and product tankers available. As for Ro/Ro vessels an own survey has been made with the same selection criteria concerning oil- and product tankers with the length between 100 and 250 meters. The complete list of vessels concerned in the survey can be found in Appendix II. It is important to emphasize that no Liquefied Natural Gas (LNG) vessels are concerned in this survey. LNG vessels are out of scope in the study. These vessels have a power demand in the same range as cruse ships discussed in the next section and are usually diesel-electric vessels. C2.4.1 Power demand In Figure C16 the maximum power generated onboard is represented. These values represent the total installed auxiliary generator capacity onboard. Figure C17 illustrates the power needed during hotelling and is calculated according to Table C1 in the previous chapter. The oil- and product tankers have an average power demand less than 3 MW during hotelling. Shore-side Power Supply Part C - Technical survey 49 0 500 1000 1500 2000 2500 3000 3500 4000 4500 98 100 100 115 119 120 139 145 150 183 183 186 213 228 229 Length [m] (individual cases) Figure C16 Totally installed generation capacity onboard. 0 500 1000 1500 2000 2500 3000 3500 4000 4500 98 100 100 115 119 120 139 145 150 183 183 186 213 228 229 Length [m] (individual cases) Figure C17 Average power consumption in port. C2.4.2 System voltage As seen in Figure C18, all the vessels concerned in the study are operating with low-voltage. 440 V 40% 380 V 13% 450 V 47% Figure C18 Main system voltage. kW kW Shore-side Power Supply Part C - Technical survey 50 C2.4.3 System frequency Figure C19 illustrates the system frequency for the oil- and product tankers. As seen from the figure approximately 80 % of the vessels have a system frequency of 60 Hz. 50 Hz 20% 60 Hz 80% Figure C19 Main system frequency. C2.5 Cruise ships A cruise ship or cruise liner is a passenger ship used for pleasure voyages, where the voyage itself and the ship's amenities are part of the experience. Cruising has become a major part of the tourism industry, with millions of passengers each year. Cruise ships operate mostly on routes that return passengers to their originating port. Passenger ships typically dock in the morning and set sail in the evening. The average time in dock is about ten hours. Since the short docking time occurs only during the day, utility rates are usually at peak or near-peak rates. Cruiser ships have the highest power consumption while hotelling of any vessel type. As mentioned in the previous chapter cruiser ships mostly use diesel-electric power systems. Some details regarding power demand are collected from a previous study made by Environ [22]. This study is complemented with additional vessels and totally 40 vessels are included. 47 cruiser vessels are included in the survey regarding system frequency and system voltage. More details concerning the ships included can be found in Appendix III and Appendix IV. C2.5.1 Power demand As mentioned in the previous chapter diesel-electric vessels have a higher need of power. Figure C20 indicates that this statement is correct. The average power generated in port is calculated according to Table C1, and the average peak power is approximately 11 MW. A mean average power is approximately 7 MW for most cruisers. Shore-side Power Supply Part C - Technical survey 51 0 2000 4000 6000 8000 10000 12000 88 117 123 134 156 156 162 169 178 182 216 238 245 259 261 269 285 290 294 294 Length [m] (individual cases) Figure C20 Average power consumption in port C2.5.2 System voltage As seen from Figure C21 most cruisers with a length below 200 meters operate with low-voltage. Figure C22 shows that most of the cruisers with the length larger than 200 m operate with high- voltage, due to the high power demand and the fact that they use diesel-electric propulsion. A summary of all cruiser system voltages is shown in Figure C23. 450 V 9% 440 V 59% 380 V 14% 400 V 18% 10 kV 4% 6,6 kV 48% 11 kV 36% 440 V 12% 10 kV 2% 400 V 9% 380 V 6% 440 V 34% 450 V 4% 11 kV 19% 6,6 kV 26% Figure C21 Main system voltage (< 200 m) Figure C22 Main system voltage (> 200 m) Figure C23 Main system voltage (total) C2.5.3 System frequency For cruiser vessels larger than 200 meters, all the vessels are operating with 60 Hz, see Figure C25. As seen in Figure C24 a majority of the cruiser vessels operate with 60 Hz. A summary of all cruisers system frequencies is shown in Figure C26. 50 Hz 36% 60 Hz 64% 60 Hz 100% 60 Hz 83% 50 Hz 17% Figure C24 Main system frequency (<200m) Figure C25 Main system frequency (>200 m) Figure C26 Main system frequency (total) kW Shore-side Power Supply Part C - Technical survey 52 C2.6 Summary – Power demand onboard In the following tables a summary of power demand, system voltage and system frequency is shown. Table C2 Summary of Power Demand Average Power Demand Peak Power Demand Peak Power Demand for 95 % of the vessels Container vessels (< 140 m) 170 kW 1 000 kW 800 kW Container vessels (> 140 m) 1 200 kW 8 000 kW 5 000 kW Container vessels (total) 800 kW 8 000 kW 4 000 kW Ro/Ro- and Vehicle vessels 1 500 kW 2 000 kW 1 800 kW Oil- and Product tankers 1 400 kW 2 700 kW 2 500 kW Cruise ships (< 200 m) 4 100 kW 7 300 kW 6 700 kW Cruise ships (> 200 m) 7 500 kW 11 000 kW 9 500 kW Cruise ships (total) 5 800 kW 11 000 kW 7 300 kW Table C3 Summary of System Voltage 380 V 400 V 440 V 450 V 460 V 6.6 kV 10 kV 11 kV Container vessels (< 140 m) 42 % 16 % 42 % - - - - - Container vessels (> 140 m) 6 % 79 % - 3 % - 12 % - - Container vessels (total) 19 % 6 % 64 % 2 % 9 % Ro/Ro-