Esperanza “Hope” Andrade
Decarbonization has become the new mantra for many vessel owners, and the Texas Department of Transportation (TxDot) has taken a step toward that noble goal with the delivery of the hybrid-electric vehicle ferry Esperanza “Hope” Andrade.
The 293-by-66-foot ferry was built by Gulf Island Fabrication and placed into service on the 2.7-mile Galveston-to-Port Bolivar ferry route this spring. The Shearer Group of Houston designed the vessel and said it is the first in the United States to operate under Coast Guard Subchapter H with battery storage on board.
Esperanza “Hope” Andrade, a hybrid diesel-electric, double-ended vehicle ferry is the first newbuild for TxDOT since 2011. It joins six other conventionally powered ferries on the 15- to 20-minute transit across Bolivar Roads. The new ferry has the same vehicle and passenger capacity as other Texas state ferries that operate on the route, with up to 70 cars or eight 18-wheel trailers. But its vehicle deck is 29 feet longer than the others. Overall, the ship also is 400 tons heavier — mostly due to the extra steel involved in creating a ferry with the extra length and roominess of Esperanza “Hope” Andrade. In addition, the keel is more substantial, constructed of 2-inch steel for added rigidity and stability.
The significant advance with Andrade is its hybrid-electric propulsion. The new ferry has four 799-hp Caterpillar C18 Tier 3 engines that generate power for two 1,600-hp (1,200-kW) Siemens Energy BlueDrive PlusC motors installed on Voith Schneider propeller (VSP) units. Generators driven by the C18 Caterpillar engines charge Siemens Energy BlueVault lithium-ion batteries. According to a TxDOT spokesperson, only two Cat engines will run during transits, with the batteries supplying the remainder of the power demands to the vessel, operating the diesel engines as minimally as possible. At the terminals between runs, the engines recharge the batteries.
The Siemens Energy suite of motors and batteries satisfy one requirement of the TxDOT design: that the propulsion system be single sourced, not a multi-vendor integration. Another requirement is met with the incorporation of VSP propulsion system, which ensures standardization in the fleet. There are four other TxDOT ferries operating on this passage. They are: Robert C. Lanier, Dewitt C. Greer, Ray Stoker Jr. and Robert H. Dedman, and each employs VSP propulsion. Crewing requirements for Andrade call for six positions — a 1,600-ton master, a chief engineer, two able seamen, one ordinary seaman, and one oiler — as do the all the other TxDOT ferries operating in Bolivar Roads.
The Siemens Energy diesel-electric power generation system is controlled by a power management system programmed to use the onboard battery storage to reduce fuel consumption as well as maximize efficiency and reliability. After several months of service, Andrade’s preliminary records indicate fuel burn of about 60 gallons per hour, and that consumption is expected to decrease once the vessel is broken in. The average fuel consumption of the current conventional ferry fleet is 74 gallons per hour per vessel — a difference that adds up over time.
Jana Nythruva, vice president of industrial electrification, automation and digitalization solutions for Siemens Energy, characterized the hybrid diesel-electric vehicle ferry this way: “The future of marine transportation is here, and we are proud to be doing this work in Galveston and throughout the world.”
According to a TxDOT spokesperson, the design needed to minimize the risks associated with usage of lithium-ion batteries — namely the threat of overheating and thermal runaway. The Siemens BlueVault Energy lithium-ion batteries accomplish this. In tests conducted for Det Norske Veritas (DNV), thermal runaway was induced in the batteries but did not propagate to any other cells. Sensors in the battery cells monitor and transmit information on voltage and temperature to the battery management system, which will disconnect any battery cabinet that exceeds the parameters for either measurement due to even a single cell. Once the cell is disconnected, the risk of fire is removed. Alarms would signal Andrade’s engineering crew of any issues. A Novec 1230 fire suppression system is installed in Andrade’s engine room, the emergency generator room and both battery compartments, in addition to a water mist fog system installed in each battery space.
Safety is paramount in a marine build, but comfort is also essential. To this end, TxDOT required ergonomic improvements for crew and passengers. An observation deck with seating is located just above the main deck. A restroom that meets federal Americans with Disabilities Act standards is available on the main deck, as are three individual men’s restrooms and four women’s restrooms.
The salon has air conditioning and heating for almost 500 passengers. Wall plugs are plentiful and include USB charging ports for portable electronics. All lighting employs LEDs with diffusers in crew spaces and passenger spaces. The stairways are wider and less steep than on the older ferries. The crew break room, pilothouses and engineer operating station are bigger and more comfortable than other ferries in the fleet, thanks in part to better air conditioning. Finally, because of the smaller main engines, power management system and design of ventilation fans, Andrade is quieter than the rest of the TxDot ferry fleet.
Given all of the advanced design and propulsion elements on the new ferry, the choice of name is significant as well. Esperanza “Hope” Andrade is a pioneer of Texas transportation infrastructure and the first Latina to serve as chair of Texas Transportation Commission and Texas Secretary of State. •