The number of ships with batteries is increasing and it is exciting to see the movement in the maritime battery market. Since 2016 Maritime Battery Forum has been keeping track of battery installations in shipping. Its Ship Register has been the go to source for this information. Battery statistics are primarily compiled from project information received directly from battery suppliers and system integrators. This presentation will provide some fascinating analysis on the last 8 years of progress.

The ferry sector has significantly improved in reducing emissions and enhancing sustainability. This presentation will review critical milestones, benefits, and challenges of electrification, including case studies of successful implementations. Finally, we will explore emerging technologies and the importance of collaboration to achieve a sustainable and decarbonised future for ferries.

The electrification of passenger ships, both cruise and ferries, is becoming increasingly popular as a measure to comply with stringent environmental regulations and improve operational reliability and efficiency, especially for hybrid ships with conventional engines and battery installations. Modern battery technology enables even larger ships or those on longer routes to operate solely on electric propulsion. However, the lifecycle and disposal of these batteries must be considered. Various options exist for recharging, including conventional engines or port-based charging systems, as well as battery swapping. The presentation will explore the pros and cons of battery installations from sustainability and operational perspectives in a concise manner.

This presentation will review the various options which operators can adopt in the drive to decarbonize. Focusing on the pathways specifically for short sea cargo vessels, the presentation will provide a valuable perspective on how to assess alternative fuel and machinery options as well as scenarios, in order to select optimum solutions.

Among the renewable fuels, methanol is particularly well suited for marine propulsion systems as it is easier to handle in terms of fuel storage, global availability, safety requirements, retrofit solutions and emissions compared to other sustainable fuels. The objective of this presentation is to provide an overview of the use of methanol as a fuel for internal combustion engines in marine propulsion systems, with a focus on the advantages and disadvantages of the methanol combustion process. This will be achieved by comparing two different diesel-methanol combustion concepts with a state-of-the-art diesel engine. In addition, the efficiency chain of the methanol production and the requirements for the exhaust gas aftertreatment system will be discussed.

The EU-supported Apollo project, a consortium of eight European companies and institutions, will install a dual-fuel engine, able to operate on ammonia, in the Viking Energy, a platform supply vessel owned and operated by Eidesvik Offshore. Viking Energy is also a demonstrator vessel in the EU-funded ShipFC project, which aims to pilot ammonia-powered fuel cells. This presentation will look closely at the project and at ammonia as an alternative fuel.

This presentation outlines several strategies to establish supply chains for liquid hydrogen as a zero-emission fuel for the maritime industry. It looks at a number of hydrogen production and sourcing scenarios, bunkering possibilities and use cases in shipping.

Nuclear energy has the potential to become a main alternative allowing sustainable marine shipping and reducing greenhouse gas emissions. This study defines a power generation arrangement and evaluates design speed for nuclear-powered vessels. Higher design speeds show promising economic results. This includes higher revenue and trade while maintaining relatively low operational expenditures when compared with conventionally powered ships. It will summarize what boundary conditions will have to be created or confirmed to realize the next steps of implementation.

A model based rightsizing analysis for a battery & fuel cell hybrid vessel by FEPS. The study highlights how an energy conversion and storage system on board a yacht can be designed to cover a typical load profile. Real life power data was used to design the hybrid system setup as well as the operational mechanisms to operate both systems in the most efficient way

No single battery technology can be considered superior for all purposes. The right cell chemistry depends on the operational profile of the application. So, the first consideration is to have an accurate analysis of the power consumption profile. NMC is considered the standard option for shipboard use because of overall performance. However, the second critical factor is an understanding of Class rules and guidelines. Given the widespread use of NMC batteries, it might be assumed that rules are based on their characteristics. However, while these rules cover installations, they are agnostic on technology. If the battery type in use is being made to follow requirements which are irrelevant, it could lead to complexity and redundancy costs. The third consideration is recycling. EU regulations come into force in 2025 which increase the required recyclability. Battery types differ in recyclability with cobalt and nickel subjects of particular concern. LFP batteries do not contain cobalt or nickel and could be considered a better environmental option. However, developments in, and the profitability of, NMC/NCA recycling needs consideration. The presentation will look in detail at these and other selection criteria.

This presentation gives an overview regarding the use cases and application areas for batteries in deep-sea shipping. While it is evident that a fully battery-powered, zero-emission application is not available, battery usage may also be enhanced by the rise of alternative fuels, depending on needs based on changing design and sizing choices. Maritime Battery Forum (MBF) and the International Council on Combustion Engines (CIMAC) have published a joint white paper the objective of which was to provide relevant stakeholders in the maritime industry and other interested parties with an overview of the available options, while also outlining the boundaries of what is feasible.

With the commencement of FuelEU Maritime in 2025, shipowners face the challenge of meeting GHG intensity thresholds or paying penalties. While biofuels offer lower intensities than diesel and also reduce EU-ETS levies, effective measures significantly increase fuel costs. LNG-fueled solid oxide fuel cells (SOFCs) provide higher efficiency, lower emissions and no methane slip, extending FuelEU compliance timelines and reducing biofuel reliance. This is especially relevant for cruise ships, which operate less efficient four-stroke combustion engines. This study quantifies the advantages of SOFC-hybrid configurations in reducing biofuel requirements, operational costs and environmental levies under EU regulations.

The maritime industry and the EU have rightly prioritized safety, longevity and circularity in electrification solutions, including passive propagation standards defined by class societies and EU Regulation 2023/1542. However, high-volume battery chemistry options following the automotive industry are limited to nickel-rich NMC for energy density and power or LFP for lifetime and safety. Mid-nickel, single-crystal NMC can be engineered to combine all these attributes, particularly thermal stability and lifetime, with high charge rate and power. This is demonstrated in >60Ah production format cells using a novel recycled NMC grade with a low carbon footprint and FEPS’ ongoing cathode R&D.

The Dutch SH2IPDRIVE project has entered its final year: this is how far we have come with the next generation of maritime LT-PEM fuel cells. The RH2IWER project is helping shipowners and technology providers move forward, but how do we move the market along? We are witnessing an increasing amount of projects targeting ZE short sea shipping, but hydrogen in deep sea shipping is not a crazy thought. However, we might need some creativity to get it afloat...

Rauma Marine Constructions has lead an R&D consortium studiyng the technical and economical feasibility of building and operating a fully electric ro-pax vessel on short sea shipping routes. The case study concentrated on the Helsinki-Tallinn route and also studied other possible routes within northern Europe. The results of the study are very encouraging and feasibility has been found on dozens of routes across Europe. Harbor charging infrastructure and green electricity availability were also considered.

The presentation's focus is a feasibility study to retrofit existing barges to a hybrid configuration where an electric motor is added around the propeller shaft. The electric motor is powered by batteries that allow at least 50% of daily operations to be zero emission. It will cover the business cases, technical challenges and certification of the hybrid powertrain. Research already completed shows that at current battery prices based on maritime standards, such a retrofit is already interesting for 15% of the fleet. This could achieve a large reduction in CO2 emissions from inland navigation.

The Remora concept is a groundbreaking project designed to revolutionize maritime logistics and shipbuilding by achieving net-zero navigation. This innovative initiative combines nuclear-powered motherships with electric-powered barges, reintroducing the lighter-aboard-ship concept to address pressing challenges in climate, logistics and sustainability. By eliminating port call expenses, reducing emissions and enabling autonomous barge operations, the Remora concept offers a transformative solution for ocean and river transportation. The project has already earned the support of industry leaders such as Lloyd’s Register, Kongsberg, ABB, Novali and other prominent technology providers, solidifying its position as a future-forward answer to global shipping needs.

To realise a real transition to zero emission shipping, the implementation of alternative propulsion, (ie non fossil fuel) needs to be economically competitive versus existing fossil fueled operations. This is possible through rethinking radically the building, the operations and the design of the vessels. The presentation shows how Zulu Associates is implementing this with its innovative X barge aided by the increasing costs of fossil fuel through ETS and decreasing costs of alternative power systems provided by batteries.

This presentation offers a comprehensive review of the marinization of CCS technology covering the costs, the regulatory complexity and the technology readiness. Starting with a look at carbon emissions by main vessel types and reviewing the current state of energy transition in International shipping it will outline the scale of the task, and the costs involved. It will look at two different regulatory schemes MARPOL Annex VI and Fuel EU and how they can be reconciled with CCS. The presentation will look at the main options for Onboard Carbon Capture and Storage (OCCS) and the impact on vessel operations. It will conclude with recommendations and a path toward greater use of OCCS.

The eCSOV will feature a battery system complemented by dual-fuel methanol engines offering alternative green operating solutions. Saving thousands of tonnes of CO2 over its lifespan, whilst reducing daily operational costs. Bibby Marine is working closely with Seaplace ship design on the basic design of the vessel, building on the original concept design, completed by Longitude. With the capability to operate solely on battery power for a typical full day of operations, the range of the vessel will allow for passage from field to port and return. The vessel is primed for efficient in-field operations, setting a new standard in the offshore wind industry. Integrating digitalisation and AI into the vessel’s design are key to maintaining and improving its efficiently over its life.  

The EU-funded NEMOSHIP R&D project focuses on developing modular battery energy storage systems (BESS) including a digital platform for real-time energy optimization and monitoring. This presentation will focus on two key use cases based on DFDS ferry operation across the British Channel: the first is a fully electric ferry with a 100-nautical mile range, powered solely by BESS. The second is a hybrid ferry combining Corvus Pelican fuel cells running on liquid hydrogen and associated BESS. This has a 300-nautical mile range. These use cases leverage digital twin simulations, integrating weather data and resistance models to optimize energy efficiency and drive fleet electrification.

In this presentation, Maria Bos will explore how Plug is building the infrastructure needed to enable greener shipping, from shore power facilities to charging solutions for various vessel types. Using real-world examples, including the UK’s first shore power facility for offshore vessels in Montrose, Maria will demonstrate how data-driven approaches and strategic investments accelerate the transition. By addressing key challenges and showcasing impactful projects, she will highlight how sustainable maritime infrastructure can reduce emissions and support a cleaner future for shipping

New decarbonization regulations are being implemented across the marine industry globally and port operators need to be aware of new requirements which come into force as early as 2025 for certain vessels in Europe. Onshore power (or OPS) has become a major aspect of decarbonization strategies that ports need to adopt to meet the latest GHG regulations (such as FuelEU ) and this presentation provides both port operators and shipowners/operators with an outline of the requirements they will need to achieve over the next few years to meet the new regulations.

The Port of San Diego leads the way in the US with an electric tug boat, harbor patrol boats and a ferry that is in the works. On land, the port has shore power for cruise and container ships and has auto-carriers upcoming. These successes and plans face numerous challenges, including working with regulators, financing and developing new infrastructure, working with shippers to ensure good timing and working with utilities to get electricity at the right time and at a reasonable cost.

PortGRID is a feasibility study, funded by the German Federal Ministry for Digital and Transport (BMDV), that explores how inland port energy infrastructures can support shipping electrification while integrating renewable energy efficiently. The study examines smart grids, energy storage and intelligent load management. With regard to methodology and data, the mixed-method approach includes site visits, stakeholder interviews and operational data analysis. Technical modeling and simulations assess renewable integration and grid stability. Regulatory and economic feasibility is evaluated. PortGRID will inform research on smart grids and guide policies for sustainable, resilient and competitive inland ports.

A precise description of the scope of this presentation will be added shortly.

This presentation offers unique insights into selecting optimal charging systems for e-ferries. It will give a guideline for selection criteria and will cover battery capacity, C-rate and operational schedules, alongside comparisons of AC and DC charging, uncooled and cooled cables and HV and LV systems. It also compares manual and automated connections, addressing placement constraints, space requirements and quay conditions like tidal variations.

Across all the operational missions in maritime mobility, ferry crossings are ideal candidates for electrification. The short distance and the possibility of top-up charging at port between crossings make it possible to convert ferries to battery electric propulsion. In this presentation we examine the energy requirements and possibilities to electrify ferries of a typical configuration available between the port of Dover and Calais. Energy requirements across various weather conditions are presented together with available energy from charging, solar power and wind power. The electrical architecture of the ship is presented with a concept modular battery system architecture.

When realised, the THOR design concept will introduce a new breed of full-electric vessel operations. The 149m long vessel is categorised as a Replenishment, Research, and Rescue (3R) vessel. The plan is to equip the vessel with a Small Modular Reactor (SMR) or a Thorium Molten Salt Reactor (MSR) to generate 20 MW of clean, safe electricity. Which will serve as a mobile power and charging station.