How do the different low carbon solutions compare against each other? What type of zero emission operation can already today perform economically better than conventional solutions based on fossil fuels? Where are the opportunities to go electric without state funding?

ZEUS is a RINA (Italian Naval Register) approved boat, currently under fabrication and equipped with an advanced hydrogen fuel cell system for navigation with zero emissions and a lithium battery system. The boat is being built by Fincantieri SpA. Fincantieri SI SpA is fully controlled by Fincantieri SpA and aims to develop sustainable solutions for the marine and naval fields. It has developed the ZEUS electric propulsion system with a DC network and the related control and management systems for power/energy flows.

The presentation will share information about Ponant’s plans for the installation of an ESS on board the newly built passenger vessel Le Commandant Charcot. This will include the process to get there and the challenges in obtaining approval for the system and its installation, highlighting the final technical solution, when the ESS is supposed to be used and the expected benefits to the environment, to the areas visited and to the underwater life as well as to the crew and passengers.

East By West and partners will share insights into this exciting milestone in the delivery of zero emission marine transportation solutions. Built by WEBB in New Zealand, this 19m 20-knot energy-efficient all-electric catamaran carries up to 135 passengers on the East By West Queen’s Wharf to Days Bay route across Wellington Harbour in New Zealand. She is capable of an ultra-fast charging time of 15 minutes and a 25km return distance between charges, with significantly lower operating and maintenance costs, improved passenger experience and a higher residual value than standard diesel ferries of the same size and speed.

The building of the world’s first passenger ferry that fulfills the HSC code has already started. The project benefits from the hydro-power available in the electricity grid in Norway and the powering will be battery-electric on the operation of a route between Hommersåk and Stavanger on the Norwegian west coast. The capacity of 147 passengers and 23 knots is typical for local operation. The project is not only about zero emissions, but also includes a new approach to the engineering and building to follow the modular thinking of car and airplane building even though the expected numbers are much smaller for such vessels. The modular approach will aim to make alterations easier and building more efficient.

The Marilyn Bell I will be the first truly zero-emission, Li-ion ro-ro ferry in Canada, with the conversion underway with Canal. In this presentation, we will cover the lifecycle of the project, challenges, design decisions and results for propulsion, power electronics and control, system integration and energy storage systems. We will also touch on the impact of Covid-19 on the client and the supply chain.

The fully electric e-ferry Ellen operates from the island of Aeroe in southern Denmark. It sails a record-breaking distance between charges: 22 nautical miles, up to seven times a day. Besides discussing the e-ferry’s systems and achievements, the presentation will cover Aeroe’s continued operational experience, including the battery status after two years in operation, and how the e-ferry got through the frosty cold spell in January 2021. The presentation will provide key numbers and figures and give real-world feedback on e-ferry operations during cold weather.

Seventy old diesel boats that transport 2.5 million people per year through the Paraná River Delta require an urgent change. They suffer from high maintenance costs and their old diesel engines pollute an area declared by UNESCO to be a biosphere reserve. The operating costs are excessively high, requiring subsidies from the state. The solution involves the construction of a prototype made of composite materials, with 100% Torqeedo Deep Blue 100kW electric propulsion and six BMW i3 batteries, with capacity for 70 passengers. Plans, costs and details of the project will be presented.

In a context where decarbonization, energy efficiency, digitization and innovation are transformational drivers in shipping, maritime ports face increasing pressure for adaptation. In this multi-dimensional paradigm, electrification is an important construction block at the infrastructure level. With several factors affecting the design of intra-port electrical grids, the role of energy and power management assumes central relevance for energy quality, security and port services resilience. Shoreside electricity, including Onshore Power Supply (OPS) or Battery Charging, is among the port energy services that are expected to grow in the next decade. How can the wider port infrastructure develop to face the challenges of increasing energy and power demand from shoreside electricity? How can smart-grid framework design facilitate opportunities for an integrated port ecosystem with a focus on the ship-shore interface? What will be the major challenges for the development of shoreside electricity for a variety of different ship types and operating profiles? How to fight the risk of low utilization periods? These, among other questions, are important aspects to address for the implementation of integrated ship-shore interfaces in the maritime ports of the future.

Ship operators are under pressure to lower emissions in port, to improve local air quality. This can be achieved with shore connection. Going one step further, combining shore connection with energy storage systems opens the opportunity to create a zero-emission cycle for the vessel. Energy storage can even be installed on shore for quay-side peak shaving, to avoid overloading the local electrical grid and charge at cheaper rates.

To implement interoperable charging infrastructure in harbors all around the world, the marine industry can rely on the Megawatt Charging System combined with the well-established ISO 15118 charging communication protocol to provide secured and safe megawatt charging. This presentation will cover encrypted communication protocols, secured payments, automated charging devices, international roaming between charging operators, smart charging, vessel2grid (balance demand and supply).

The shipping industry is responsible for more than 2.5% of the world’s emissions. If it were a country, it would be the sixth largest polluter in the world. Cavotec delivers integrated mooring and charging solutions that drive revolutionary efficiencies - minimising charging times, saving on battery sizes and ensuring safe operations. We’ll showcase our new solutions designs that not only blend seamlessly into port environments but also offer new lighting systems and human-to-machine controls. Then, referencing a recent Norwegian case study we’ll demonstrate how we’re helping customers take charge by successfully mooring and charging e-vessels in busy city centres.

Stemmann-Technik has broadened its range of chargers to meet the rising power demands of ferry operators. Although waterbuses and small ferries can be charged with low-voltage solutions, ferries of 100m+ have been a challenge for chargers. The paper illustrates some very recent solutions for HV charging and the modules it takes to meet operators’ charging and safety needs.

Zero Emission Services (ZES) has introduced a new energy system to make inland shipping more sustainable. This will be realized with emission-free navigation infrastructure that is accessible to everyone, and is clean, climate-neutral and ready to compete with fossil fuels. ZES offers a complete range of products and services, based on interchangeable battery containers charged with renewable power, charging stations, technical support and an innovative payment concept for shipowners.

The description of this presentation will be added shortly.

The impact of alternative fuels on the design of a modern superyacht is analyzed. The fuels, selected to be zero net emission in their lifecycle, would allow the yacht to comply with the newest IMO targets but would imply some modification to the design of the yacht. These are analyzed in relation to different parameters, in order to have a clear and objective analysis; the effects of the class rules are also evaluated where possible. The conclusions leave open questions since there are no single solutions. Some of the pros and cons are presented and some of their constraints analyzed.

Following the success of the Sea Change (also known as the Water-Go-Round), ZEI (formerly Golden Gate Zero Emission Marine) has been awarded US$2m from the California Energy Commission and partnered with one of the largest manufacturers of recreational boats in the US to design, build and operate a hydrogen fuel cell boat, fuel delivery truck, refueling apparatus and emergency storage tank. This project will showcase the versatility of hydrogen as a marine fuel and ZEI’s innovative ability to solve the industry’s toughest problems. The presentation discusses the project, goals and progress.

For maritime applications, shipbuilders now have a path forward that reduces the cost and simplifies the transport, storage and management of shipboard hydrogen. RIX’s Methanol-to-Hydrogen (M2H2) generation system offers a critical advance in achieving hydrogen on-vessel, on-demand. A major retrofit of ship infrastructure is not required, and existing diesel tanks can be used instead to store liquid, ambient-temperature methanol as a feedstock awaiting reformation into hydrogen. RIX’s M2H2 system offers a modular and scalable hydrogen generation solution that supports PEM fuel cell solutions ranging from 30kW to MWs, all with high energy efficiency (>80%) and reduced space and weight requirements.

Hydrogen and electricity are recognized as pathways for vessel decarbonization; however, mismanagement of production may increase overall lifecycle emissions. We have conducted a study to identify the appropriate alternative fuel technologies for inland water transportation to mitigate climate change and deliver emission reductions over the fuel lifecycle. A comparative lifecycle assessment (LCA) was performed on marine gas oil (MGO), hydrogen and electric propulsion systems, with multiple production pathways for an inland water sightseeing barge operating in northwest Europe. The presentation will highlight the advantages, disadvantages and potential opportunities of hydrogen and electricity in marine decarbonization.