The E-ferry project lasted a total of 60 months.
During the first 48 months, the E-ferry project focused firstly on developing the technological innovations that were necessary for the E-Ferry, secondly on constructing the E-ferry accordingly, bringing all parts together and finallly have the vessel as a whole surveyed by Class and Maritime Authorities, for approval.
In August 2019, the E-ferry was put into ordinary operation by ferry operator Aeroe-ferries, on the route from Søby-Fynshav in the Southern Danish part of the Baltic Sea, between the island of Aeroe and the mainland.
The E-ferry is a single-ended, drive-through ro-ro passenger ferry with the following particulars:
Principal dimensions:
Length, oa 59,4 m.
Length, bp 57 m.
Breadth, moulded 12,8 m.
Depth, moulded 3,70 m.
Gross tonnage 996
Displacement 933 t.
Design, draught 2,5 m.
Design, deadweight 187 t.
Lightweight 746 t.
Deck space 458 m2
Deck capacity 1,75 t/m2
Service speed 13,5 kn.
Max speed 14,2 kn.
Capacity and crew
Lane length vehicle deck 145 m.
Number of cars 31
Number of trucks/trailers 5
Number of passengers 147/196
Number of crew 3/4
Power and propulsion
Main engines 2x700 kW
Thruster engines 2x250 kW
Nominal battery capacity 4.3 MWh
Charging effect 4 MW
Classification and approvals
Flag Denmark: Approval basis DMA Notice D, RO Directive 2009/15EC, RO regulation (EC) 391/2009, SOLAS Chapter II-2, IMO MSC.1/Circ. 1455
Classification society DNV GL: Notations 1A1 Car ferry B, Battery(Power), E0, Ice©, PWDK R3
After a year in operation, the E-ferry concept has proven to meet all expectations. The E-ferry currently operates up to 7 return trips between Søby and Fynshav per day, making each leg of the crossing in 55-60 minutes. After a return trip, the E-ferry re-charges its batteries in Søby for 15-30 minutes, topping the batteries up again for another trip, and only fully re-charging during the night, so the E-ferry is ready for another day of sailing. For a return trip crossing, the E-ferry uses an average of 1600 kWh of energy from the batteries, this relative low amount of energy used is thanks both to the energy efficient design of the hull, the light weight equipment on board, as well as to the fact that the overall systems from charging on shore through to propellers on ship are extremely energy efficient, with a total loss from 'well-to-propel' of around only 10%.
