How P&O is making ‘super ferries’ super smart and efficient

When P&O’s two new 230-m long ferries start plying one of the busiest and most technically demanding routes in the world in 2023, their bridge and enginerooms will rely on ABB hybrid propulsion.

And as the largest passenger and freight ferries ever to sail the English Channel’s 34-km crossing, they will need it.

“For P&O, safety and efficiency are the key drivers,” ABB Marine & Ports global segment manager for ferries Palemia Field tells Passenger Ship Technology. “They are operating in some of Europe’s most congested waterways [and that] means a substantial workload on people.”

That is why, according to both parties, P&O went for an ABB-supplied bridge-to-propeller hybrid integration solution that cuts emissions, saves on fuel and speeds up sailings, with the battery system taking over much of the load in port as well as helping out at sea.

“All this proved decisive in selecting the hybrid solution for the new ferries,” says P&O Ferries.

ABB’s Power and Energy Management System (PEMS) sits at the heart of the bridge-to-prop configuration. Closely integrated with the electrical system, it is the brain that ensures the most efficient deployment of the vessel’s total power resources. And it does so by filtering and directing the flow of information across the shipboard systems according to need.

Four of ABB’s 7.5-MW electrically powered Azipods provide the main propulsion for each vessel. For extra boost, Power2 turbochargers will be added to the engines. The turbochargers have been cleaned up to a point where they reduce up to 60% of NOx emissions and contribute towards 5% in fuel savings.

Remarkably versatile, the Azipods rotate 360° to increase manoeuvrability and operating efficiency, slash fuel consumption by up to 20% compared to traditional shaftline propulsion systems, and for good measure run quietly with little vibration.

From the outset, P&O asked ABB to take under its wing the total cost of ownership for all the propulsion elements. “This shifts the integration responsibility to us as the manufacturers,” says Mr Field. “ABB’s remote monitoring solutions will support the crew and shore staff in forecasting maintenance needs, as well as more in-depth planning for scheduled maintenance. It will also identify operational changes that could save energy.” 

In something of a surprise, America’s XALT Energy will provide the high-performance battery system in a breakthrough for the group. A specialist in the manufacturer of lithium-ion cells and battery systems for medium-heavy duty markets, the group has previously focused on smaller vessels such as 20-m workboats and public transport – its batteries drive more than 10,000 buses.

XALT Energy’s electric system will be worked hard. “While the decision on how much the batteries will be used lies with the owner, it is envisaged that the ships will be able to operate efficiently using hybrid technology in port and at sea,” explains Mr Field. “The batteries have been designed for load levelling and to minimise generator running hours both in port and at sea. When shore charging becomes available, the vessels will be capable of zero-emissions port calls.”

In shore-charging, the vessels will be ahead of the game. They will be ready to go with ABB systems, including the onboard cubicles necessary to pull power while in port, but the rest is up to the port authorities who have yet to install the essential infrastructure.

Ferry operators are still learning a lot about how to use stored energy – and the chief engineers on the P&O vessels will be in the thick of the action. As ABB’s ferry expert tells PST, “The most challenging aspect to operate for any chief engineer on a hybrid system is the use of stored energy. For decades we have worked on the premise that we must have a reserve of power on the engines to maintain redundancy during difficult manoeuvres or in limited waters. Naturally, the batteries will provide this reserve.”