As Svitzer CEO Kasper Nilaus underlines, there is no “one-size-fits-all solution” to meet the company’s decarbonisation targets: the way forward must lie in tailored design, writes Stevie Knight. That’s certainly true of Gothenburg’s new battery-methanol tug, as it has to meet both the port’s and the operator’s agendas. And, it seems, a changing remit.
Slated for delivery in the second half of 2025, the initial idea for this vessel was to utilise methanol fuel cells: it fitted well with the overall aims of the Port of Gothenburg, including its own promise to reduce CO2 emissions by 70% by 2030. Based on the Robert Allan Limited (RAL) TRAnsverse design and developed in collaboration with Turkish boatbuilder Uzmar, this tug will have an overall length of 34.9m and a 10m beam. The vessel has been engineered to achieve a bollard pull in excess of 85tonnes, with escort steering and braking forces rated at 150tonnes and 200tonnes respectively at 10 knots, although it will be capable of reaching 14 knots max.
However, the original electric/methanol fuel cell configuration has been dropped. The most recent information indicates methanol combustion is the choice marriage partner for the batteries – not a fuel cell at all. Instead, the vessel will use a 6MWh battery bank while incorporating dual-fuel methanol engines for backup and extended operational range. Svitzer projects that more than 80% of the tug’s operational time will utilise the battery-electric powertrain.
Svitzer tells Ship & Boat International: “During the evaluation phase for the project, we extensively reviewed fuel cells as a potential range extender option for the vessel. We concluded that, whilst fuel cells for maritime use are available and the technology is mature, the equipment necessary to convert the methanol to hydrogen for the fuel cell system wasn’t at a technological readiness level that supported the operation of the vessel.
“The tug will go into full operation as a working vessel, not a demonstrator. As such, our requirements for reliability and service support for all systems on board are high, to minimise the possibility of the vessel being out of operation. Our view was that more time is needed to bring an integrated methanol-fuel cell system to front line use.”
Still, the merging of methanol combustion and battery power will play to the port’s strengths and its development as a green methanol bunkering hub. Plus, this configuration may be the golden ticket to a couple of issues that both these choices face: electric running yields high power, but isn’t so useful for longer runs, as the energy density leaves something to be desired, while methanol combustion technology does not (for now) deliver particularly high torque – but it can deliver the extra range.
Svitzer’s Nilaus underlines: “Equipped with this new power technology we have yet another option for how to significantly reduce emissions across the many global ports and terminals we operate in.” As this comment suggests, the tug design still promises to add another string to Svitzer’s bow with a boat that can utilise green methanol in regions where there’s a ready supply…and there may yet be a methanol fuel cell-powered tug waiting in the wings.
