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LAUNCH AT THE TOP OF THE WORLD
A hybrid vessel launched on the Arctic Ocean could be the prototype for a wide range of commercial vessels. At least - that’s the aim
Volvo Penta has launched a ground-breaking – or should that be ice-breaking? – tourist boat in one of the world’s most remote and environmentally hostile places.
Volvo Penta and boat builder Marell Boats have called their Kvitbjørn (Polar Bear) ‘a masterpiece in engineering and complexity’ and officially launched it from the Svalbard archipelago in the Arctic Ocean with tour operator Hurtigruten Svalbard last week.
It is the tour operator’s first hybrid day tour vessel at Svalbard, which is 800 miles south of the North Pole, and will take up to 12 tourists around the Arctic to look for walruses, polar bears, seals and glaciers.
Because of the Volvo Penta integrated engine design, it can be piloted in near silence on battery power only, to avoid disturbing wildlife as well as cut down on fuel consumption.
But while this particular vessel is a tourist boat, it’s just the first of what could be a range of vessels for a wide range of commercial applications, says Volvo Penta Marine Business Unit President Johan Inden.
‘What sets us apart’
Volvo Penta is very proud of its helm-to-propeller twin D4-320 DPI Aquamatic hybrid-electric solution, which enables a seamless propulsion transition, the operator able to shift from diesel engine power to high-capacity batteries and electric motor using a sophisticated Human Machine Interface.
This helm to propeller electric integration, says Inden, is what sets Volvo Penta apart: the joystick control, dynamic positioning system, driver interface, electronic vessel control system, engine and driveline. It also has assisted docking.
“This full systems approach is a key advantage in electromobility transformation – the benefits of which are evident in the Kvitbjørn,” says Inden.
One challenge to overcome for boat builder Marell was to fit the Volvo Penta equipment in its aluminium hull.
“We collaborated from the beginning to identify the ideal boat design for the ultimate operation and sightseeing experience,” said Gerard Törneman, Key Account Manager for commercial vessels at Marell.
“Marell’s and Volvo Penta’s technicians have worked well together regarding the design and installation of important supporting systems for the arctic climate, like heating, ventilation, and charging system. This kind of collaboration is essential with hybrid and electric solutions to ensure the technology is an ideal fit for the intended use case.”
While the diesel engines are running they charge the lithium batteries, which are always monitored for remaining running power. In the event of fire, which with lithium-ion batteries is rare but does happen, the battery room can be flooded.
“The problem with batteries normally is they need to be cooled to between 13-21oC,” says Inden. “In this boat they will actually need to be warmed, and this will be done by the heating system.”
Commercial potential
At the moment Volvo Penta earns 70% of its revenue in the leisure space, the rest in commercial. This, Inden says, should change to about 50-50, partly because of emissions legislation, which they can predict will affect commercial shipping first. “We see electromobility as an enabler for many marine commercial operations that have short, dedicated journeys,” Inden says.
“They are already using hybrid boats in the commercial sector, for crew transfer, offshore wind and in patrol boats. Service vessels make the biggest climate footprint and they are being pushed to find solutions. They need to transform their business.
“The technology is now much more mature, and boat builders are all interested in when they can move to the next technology.”
As well as piloting the vessel itself, the business model is being tested – in this case, a ‘power-by-the-hour’ payment programme, in which Hurtigruten Svalbard will pay Volvo Penta for its system by the kilowatt hour of operation.
For early adopters it could be an attractive way to get into e-mobility at sea, because while long-term costs, such as fuel, should be lower, the initial investment is often far greater.
“The driveline is more expensive because of the batteries and so on, so we wondered if there was a service model potential,” says Inden.
“We are thinking about a subscription model to pay for the driveline investment – where we can constantly monitor the driveline and any changes, which we can address on our digital twin in Gothenburg. This would be even more important in the commercial sector – we think this part of the business model would be an even better fit there than in the leisure sector.”
Kvitbjørn will now continue its first season in the Arctic, which will run until October.
8 x
8 Gerard Törneman,
Key Account Manager for commercial vessels at Marell Boats
8 Johan Inden,
