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Serpentine Lake...........
Somebody has obviously never heard of canals before!
“The Rhine is one of the world’s most frequented inland waterways.
The volumes transported amount to about 200 million tonnes at the German-Dutch border. With respect to traffic on the Dutch section of the river, the volume of goods transported on the Rhine can be estimated at 310 million tonnes.
The fleet travelling on the Rhine waterway can be estimated at about 6,900 vessels, representing a transport capacity of 10 million tonnes, of which 1,200 are pushed barges, 4,400 motor cargo vessels and 1,300 tankers.”
Source: CCNR
https://www.ccr-zkr.org/12030100-en.html
And don’t get me started on the Danube, the River Rhône and the French Canal system, the St Lawrence Seaway, the Dutch inland waterways, the Yiangtze River, ….
Inland waterways. 7000 miles of canals and navigable rivers in the UK. Many more (and still used for freight) in Europe and elsewhere.
Eccles are you looking forward to your first trip abroad? Can I suggest a trip down the Rhine. That alone should teach you a lot more than you seem to know about freight movements on inland waterways.
Pretty sure there are such things as inland seas, and rivers the flow inland from the sea. That might be what they are talking about.....
Amazing amount of garbage on this discussion these days - only lorries do "inland" freight ships can't do it because they don't have wheels.
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The replacement market for engines for inland vessels is a huge growth market, according to Van Meegen. "Of the 7,200 Dutch inland vessels, at least 7,000 will have to replace their diesel engines if we want to meet the requirements of the Climate Agreement by 2050. Just stand on it. That is a huge job. "
Van Meegen argues that replacing a diesel engine with an electric motor that is powered by a flow battery requires a different kind of entrepreneur. "Namely a skipper who looks to the long term, who really wants to sail green. The traditional skipper has been brought up, just like me, with different strategies. You have to be willing and daring to discard those ideas. "As an additional argument for the flow battery, Van Meegen argues that a flow battery installation requires no maintenance, hardly any wear and tear and has a much longer life than a traditional diesel engine.
Cost
According to Van Meegen, the modern skipper does not have to give up on costs. The entrepreneur has calculated that the operation of a flow inland vessel is 6% more than that of a diesel vessel. According to him, the environmental gain more than makes up for that 6%. "You can also fill up a flow battery in 30 minutes. Just as fast as a diesel. And you will sail with an emission-free ship that does not have to take into account the upcoming price increases of gas oil and special taxes that are coming. "
Van Meegen has now spent five years developing a green inland vessel. He has gone through various stages and has often bumped his nose. "It has already cost me about five million euros in development costs. I was promised a European grant for the earlier development of a lithium-ion vessel, but when I stopped that project because I found it no longer feasible, that commitment was naturally reversed. I haven't seen a penny of it, but I have had to invest a lot for it. "
For example, one of the "endurance tests" that Van Meegen had carried out was to ship a sea container filled with lithium-ion batteries. "Through the entire logistics process, we discovered that the containers sometimes put up to 42 G. Not a single lithium-ion battery survives that. "The flow batteries, so praised by Van Meegen, had also come to his attention five years ago.
"At the time, however, the density of the cells was still too low, so it did not yet meet my requirements. Now the flow battery is really "seaworthy", to stay in shipping terms. And another advantage: you have to keep producing a hydrogen cell and a lithium-ion battery, but not a flow battery. You make the liquid once, after which you can load it again and again and therefore reuse it."
Translated from
https://www.nt.nl/binnenvaart/2020/06/17/vergroening-binnenvaart-kan-prima-met-flowbatterijen/
PortLiner are working in Partnership with CellCube.
https://www.cellcube.com/cooperations/
Wonder who will supply the electrolyte ?
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While there is a lot of national attention for hydrogen and lithium-ion batteries for greening inland shipping, former inland shipping entrepreneur and developer Ton van Meegen of PortLiner from Huissen in Gelderland consciously opts for the flow battery, which allows an inland vessel to run on electrolyte.
In a flow battery, the energy is stored in electrolyte instead of in the currently commonly used lithium-ion cells. The flow battery is an invention that has been around for sixty years, but according to Van Meegen it is the current answer to the need for a profitable fuel for inland shipping. The flow battery on an inland vessel can be fully charged within 30 minutes, according to Van Meegen. He no longer believes in hydrogen.
"I did seriously consider it and it took years of research, just like lithium-ion batteries. But it simply won't be hydrogen. Hydrogen has an efficiency of only 30%. In addition, you need heavy tanks that can handle pressure of up to 700 bar. That requires expensive tanks and certification for ships, so substantial investments for inland skippers. "
Van Meegen outlines the enormous investments that the network of charging stations for electric inland vessels running on lithium-ion batteries alone would require. "Despite the fact that lithium-ion has a very good efficiency of 96%. You then have to charge a ship roughly every two days. That takes five to ten hours, so you cannot sail, but you can still take that for granted. However, you need approximately 3,600 charging points for that charging in the Netherlands. And if you are going to work with a swap system, so always have pre-charged batteries hoisted in your ship, which can make charging faster, that will even cost a multiple of the number of batteries required, plus an enormous infrastructure on shore. That will run into the billions. And don't forget that you need to replace those batteries every eight years. Then they are gone. And you are left with an enormous mountain of chemical waste. "
No need for replacement
The need for replacement does not apply to the flow battery, on which PortLiner is advised by the German Fraunhofer Institute, according to Van Meegen "the best supplier". "The flow battery also has a very good efficiency of 91%. And you only need the flow once, then you simply charge it every time. And that over and over again. You can also fully charge a flow battery, for 100%, and a lithium-ion battery cannot. Certainly not if you want to give it a longer lifespan. "
Van Meegen, together with 41 mainly Dutch suppliers, is currently building a demo vessel of 135 metres. That ship will be ready by mid-2020 and it is expected to be operational by the end of this year after a series of sea trials. In addition, Van Meegen is already building a series of flow inland vessels for charterers. According to him, this is also an answer to the future of inland shipping. "We deliver them complete with crew. Every year we plan four of these ships."
exactly right - it's the quickest way to turn around the vessel.
Portliner l thought they were pumping on charged electralit in holdingtanks at port replacing spent