VESSEL REVIEW | Xin Ming Zhu 39 – Hong Kong's Sun Ferry Services acquires electric harbour ferry
A new catamaran ferry ordered by the Sun Ferry Services Company (SFS) of Hong Kong was recently handed over by Chinese shipbuilder Guangdong Sinoway Composite Materials (Sinoway).
Classed by China Classification Society, Xin Ming Zhu 39 (新明珠39号; "New Pearl 39") has corrosion-resistant carbon-fibre composite construction, an LOA of 34.77 metres (114.1 feet), a beam of 10.6 metres (34.8 feet), a design draught of only 1.76 metres (5.77 feet), a depth of 3.4 metres (11 feet), and seating for up to 400 passengers on main and upper decks.
The propulsion system consists of EVE LF280K lithium iron phosphate batteries and two 230kW motors driving 1,000mm propellers in azimuthing thrusters to deliver a service speed of 10 knots and a maximum speed of 14 knots.
The battery propulsion, which has a total installed power of 460 kW, was developed by the China Shipbuilding Group’s 712 Research Institute subsidiary to have a long service life and a reduced risk of thermal runaway.
The battery system consists of four arrays divided into multiple modules. This means that, even if one module is damaged, the others will not be affected. Charging to full capacity will be done overnight at dedicated jetties.
Comfortable, quiet sailings across Victoria Harbour
The ferry will be operated in Victoria Harbour and the Greater Bay Area between Guangdong, Hong Kong, and Macau.
“The lightweight construction and the electric propulsion not only improve sailing efficiency and environmental performance, Sinoway told Baird Maritime. “These also ensure high levels of safety and reliability.”
In particular, the propulsion, coupled with the lightweight carbon-fibre construction, ensure low noise and the ability to safely sail even under Beaufort Force eight wind conditions. The carbon-fibre construction itself also guarantees reduced operating and maintenance costs.
The azimuthing thrusters are independently controlled and are arranged diagonally to allow both two-way propulsion and transverse manoeuvring, thus improving controllability and safety.
This arrangement also enables the vessel to turn on its own length, making it easy to manoeuvre in busy inland and harbour waters. An auxiliary early warning system with 360 degrees of visual coverage meanwhile helps ensure safe berthing.
Crew- and passenger-friendly onboard layout
The builder added that the deck layout includes an open-air space reminiscent of traditional Hong Kong ferries, while the design of the ferry itself was inspired by the white dolphin.
Solar panels on the roof meanwhile contribute to energy efficiency by shouldering the electrical power requirements of the onboard lighting and air conditioning while at berth, thus freeing up the batteries to be used for propulsive power.
“The design also considers aesthetics and consistency, the integration of a carbon-fibre hull and large glass windows, and the use of a durable structure to permit the installation of narrow window frames.
A symmetrical layout has meanwhile been adopted to improve ergonomics and to maximise the use of space, while the crew in the wheelhouse benefit from a full 360 degrees of visibility.”
The onboard electronics include a Koden radar, a JRC JLR satellite compass, a Lilley and Gillie magnetic compass, VHF radios, and a 712 Research Institute energy management system. For redundancy, two independent DC switchboards are fitted for mutual backup.
The ferry’s operating parameters – such as remaining battery power, voltage, and current – can also be remotely monitored in real time from a dedicated shore station.
This feature, which was also incorporated by the 712 Research Institute, allows shore-based supervisors to be apprised of the vessel’s condition at any time and to schedule later maintenance as needed.
Xin Ming Zhu 39 was built in fulfilment of CKS’ requirement for a lightweight electric ferry for operation in Victoria Harbour and on the 2.96-nautical-mile Hung Nom–North Point route.
The owner also required a vessel with a low operating speed of no more than 12 knots and long endurance in consideration of passenger traffic on the route.
“We first needed to address performance issues associated with the use of carbon-fibre composites manufactured in China to ensure that these can satisfy the construction requirements of larger vessels,” Sinoway told Baird Maritime. “These issues are related to the mechanical properties of carbon-fibre, the weaving process, the matching with resin, and many other aspects.”
Benefiting from Chinese efforts to expand local carbon-fibre composite production
The design team also needed to conduct a comprehensive study of the overall layout, the structural form, and the power system of the ferry to maximise the advantages offered by carbon-fibre materials.
This needed to be done while also ensuring safety, reliability, comfort, and compliance with strict international and domestic regulatory standards.
“In the past, Chinese shipbuilders relied on imported carbon-fibre and resin to build ships, and the supply chain ended up being costly and it was difficult to ensure the chain's stability,” said Sinoway.
“To solve these problems, multi-party research institutes and companies cooperated on research into the possibility of local manufacture of marine carbon-fibre.
“In 2024, after more than a year of joint efforts, the R&D team made a major breakthrough in the independent production of carbon-fibre composite and fully realised the local production of T700 carbon fibre fabric and resin.”
During the collaboration, the research institutes’ laboratories became proficient in the development of sizing agents and high-performance resins, improved the weaving process of carbon-fibre monofilaments, and independently reformed and updated the weaving equipment.
“We adjust various parameters in the industrial chain, so that products can be expanded from small pilot scale to large-scale construction applications,” Sinoway told Baird Maritime.
