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.