Following training as a mechanical engineer and mathematician, Professor Carlton served in the Royal Naval Scientific Service undertaking research into underwater vehicle hydrodynamic design and propulsors. Five years later he joined Stone Manganese Marine Ltd as a propeller designer and research engineer. During this time he specialized in controllable-pitch propellers and transverse propulsion units but also undertook analysis of other aspects of ship propulsion technology, particularly in the fields of ship powering and maneuvering. In 1975 he joined Lloyd’s Register, first in the technical investigation department; after nine years he transferred to the advanced engineering department as its deputy head. He later moved to the newly formed performance technology department, where he initiated and led several research and development activities in the fields of ship hydrodynamics, diesel engine technology, machinery condition monitoring and control technology. In 1992 he returned to the technical investigation department as the senior principal surveyor and head of department, in which capacity he served for 11 years. Then, in 2003, Professor Carlton was invited to become the global head of marine technology for Lloyd’s Register. After 35 years within Lloyd’s Register, Professor Carlton was invited to become professor of marine engineering at City University London, in which capacity he now serves and is responsible for the postgraduate maritime studies. He is also closely involved with the newly formed International Institute for Cavitation Research at the university. During his career he has presented and published around 120 technical papers and articles on many aspects of marine technology. He has also written a textbook titled Marine Propellers and Propulsion, which is now in its third edition. He is also a contributing author to the Marine Engineering Reference Book. Professor Carlton has twice been awarded the Denny Gold Medal of the Institute of Marine Engineering, Science and Technology and has also won the Stanley Gray Award for Marine Technology twice. Additionally, he is active in a number of research groups and has sat on several international and government committees. In 2006 he was awarded the honorary degree of Doctor of Science for his contribution to marine technology. Professor Carlton was the 109th president of the Institute of Marine Engineering, Science and Technology in 2011/12 and was elected a Fellow of the Royal Academy of Engineering in 2011.

Dr Edmund Hughes is director of Green Marine Associates Ltd, an independent consultancy specializing in maritime policy development, regulatory implementation and management and mitigation of risk, with a focus on the decarbonization of ships. Until February 2020, Dr Hughes was head of air pollution and energy efficiency in the marine environment division of the International Maritime Organization (IMO), the United Nations specialized technical agency responsible for the regulation of international shipping. As a member of the IMO Secretariat for over nine years, his responsibilities covered MARPOL Annex VI, the International Regulations for the Prevention of Air Pollution from Ships, including regulations on controlling emissions to air including IMO 2020, energy efficiency for ships, and IMO’s work to address GHG emissions from international shipping, including the development and adoption of the Initial IMO Strategy on Reduction of GHG Emissions From Ships. Prior to joining the IMO, he held roles in the United Kingdom’s Civil Service, including in HM Treasury – the UK’s finance and economics ministry – where he worked on risk management and corporate governance, and the UK’s Maritime & Coastguard Agency, where he held policy roles in safety and environment. Prior to that, he worked in academia, researching engineering design and systems failure. He has a PhD and a degree from Cranfield University in the UK.

Ricardo is a naval architect and marine engineer, specialized and working in sustainable energy systems for ships. For the last six years he has been providing technical and scientific support/advice to the European Commission and EU member states on the relevant challenges in alternative fuels, emission abatement methods, hybridization and marine battery systems. His background experience includes work in classification societies and naval ship design and operation.

Batteries have made their entry into the world of maritime and in a few years have gone from a small number of special projects to become more of a norm for new projects. The presentation will show the status of batteries in the commercial fleet, using the Maritime Battery Forum ship database. It will discuss development in segments, technology and locations around the world, and will provide conference participants with a picture of the current global situation of commercial vessels using batteries.

Ship energy systems with high efficiency and fewer emissions have gained increasing importance since the International Maritime Organization announced its new climate protection targets in 2018. To tackle this challenge, we focus on a decentralized approach for the electric power supply, containing modular high-temperature fuel cells (SOFC) with LNG reformer plants and battery storage. The optimal design of these aggregates is presented for a real-life case study and compared with conventional combustion engines both economically and ecologically.

This presentation will outline HYDRA, an EU Horizon 2020 battery research project that will focus on the development of Generation 3b Li-ion batteries, which combine high-capacity anode materials with high-voltage cathode materials to store significantly more energy with less weight and volume in a safe electrolyte, specifically for transportation applications including ships.

In the HYCAS study, MAN Energy Solutions, Corvus Energy and DNV GL studied the potential of using batteries in a container feeder vessel, to assess if it is possible to reduce emissions and save operational costs. This presentation will outline the study, the selection of the vessel, the results and the capex and opex implications for owners of cargo vessels.

Zero Emission Services (ZES) introduces 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 ship owners.

In this presentation Halvard Hauso will will talk about the current status of ESS technology and how we work to develop more sustainable, more efficient and more flexible systems with the highest possible safety.

The presentation will address the fire and explosion safety of battery installations on board ships. Fire integrity, fire detection and fire extinguishing in addition to explosion protection and ventilation will be covered. The presentation will reference specific requirements given in the DNV GL class rules for electrical energy storage installations.

In this presentation, Mika Lehmusto, vice-president System Engineering Marine, will speak about safety applications and arrangement in marine applications.

Using a real battery fire incident, and its DNV incident report, this presentation will break down the common missing pieces that led to the fire and how it could have been prevented. Attendees will learn which components are fundamental to prevent cascading thermal runaway and how ESS suppliers can demonstrate this level of safety to customers.

In view of the ambitious emission reduction goals set by the IMO, the shipping and port industries are preparing accordingly. The ports are electrifying their shoreside equipment and preparing for onshore power supply of vessels, which presents several technical, legal and commercial challenges for ports and terminals. In his presentation, Nils will talk about the status quo, future plans and challenges in the electrification process from the shoreside perspective. He will present examples from ports and terminals globally, focusing on his experience at the Port of Hamburg.

This presentation will investigate the impact that the electrification of ships could have on the energy infrastructure within a port. Areas of consideration will be whether existing shore power systems will need upgrading or whether new fast-charging systems will need to be developed in the future. The presentation will then explore the considerable impact this could have on ports, as well as the operations and availability of space within. Similarly, new modular power systems with standardized energy containers come with their own challenges for ports, such as availability of space as well as ensuring that the containers can be recharged with the correct energy carrier. All of this while also taking into account the associated costs and the challenge of keeping these to a minimum.

The Port of Oslo has ambitions to reduce emissions by 95% by 2030. The first milestone is zero emissions in freight handling and land transport by 2025. In a recent concept study, the Port has mapped how to achieve the goal by mapping all measures that must be taken, sort them after most environmental impact per invested krone, measures that can be a good business for the port and the stakeholders, and as well as where the customer and the technology are ready. The port has also considered micro grid and batteries as an alternative to grid reinforcement as well as local energy production i.e. hydrogen and solar. Jens Eirik will present what the port has already done and the road map towards 2030.

One of the options available for ferry operators to accelerate their electrification ambitions is to consider a power-as-a-service model. This allows ferry operators to concentrate on their core business of ferry operation, leaving the development, maintenance and funding of charging infrastructure and supply to experienced operators of power grids. This presentation will use the case study of the E/S Movitz implementation in Stockholm to demonstrate how this approach, a collaboration between Echandia Marine and Vattenfall Network Solutions, accelerated the project.

CharIN is the association representing the international charging standard CCS and using the ISO 15118 communication protocol originally designed for electric vehicles. This standard has been accepted in many industries from forklifts to planes and ferries. The MCS (Megawatt Charging System) allows for charging of 4.5MW. This charging protocol also uses the ISO 15118 standard and allows for international roaming during charging sessions in different harbors, fast and automated charging of marine vessels, and secured payments without human interaction. Where needed, it also provides demand/response tools to shave off peak loads by grid or DS operators.

This presentation discusses the technical details behind wireless power transfer and gives practical examples of inverter/coil design.

The presentation will discuss technical and operational guidance to ports for the development and implementation of OPS systems in ports; feasibility analysis of different-scale OPS installations; business model elements for OPS development; risk assessment for OPS installations and operations; fast charging and induction energy supply for shipborne battery systems.

Data analysis of the specific application is key to selecting the right equipment for a hybrid electric vessel regardless of the power node or hybrid elements. Data analysis ensures the longest-possible ESS life and system capability to provide power during charge and operation. It also delivers on system expectations for propulsion power and auxiliary loadings both in full EV mode and hybrid operations. Data analysis sets up the appropriate power and propulsion solutions to ensure each vessel operates in the most efficient state regardless of demands. This presentation will demonstrate the advantages of data analysis for product selection.

The focus of this paper is the development of a methodology/tool to choose the powertrain components of optimum power rating and technology for a hybrid vessel in order to reduce its CO2 emissions. This development is taking place as part of the European ISHY project. The paper proposes a multi-level optimization structure with three distinct design levels: determining the topology, determining the component technology and dimensioning, and designing the control algorithm. It also highlights the challenges and opportunities for such an optimization tool.

A dynamically positioned vessel typically comprises two or more redundant equipment groups with each group powered by one or more diesel generators. These generators are typically operated at low, inefficient loadings. An energy storage system enables fewer generators (potentially one) to be utilized at more efficient loadings with a reduction in maintenance requirements and harmful emissions. To maximize the benefits of energy storage systems it is often necessary to close the bus ties between the redundant power systems. This introduces failure modes and other issues that need to be addressed to ensure a robust, efficient and economical design for DP operations.

This presentation describes Aquasense33, an innovative hybrid system developed by Ship and Ocean Industries R&D Center (SOIC). The system is installed on a small parallel hybrid yacht tender. The unique, fully automatic power management system (PMS) allows one single throttle to control a panel of six hybrid system operation modes. An intuitive HMI design assists the operator with switching among different modes single-handedly. The know-how lies in the active load sharing among diesel engines, in-line motors with generator function and an energy storage system. The whole system can be installed within a very limited space.

New energy sources and energy storage technologies offer new opportunities for optimizing efficiency and reducing the total cost of vessel ownership. Presenting a deeper dive into the optimal hybrid system with fuel cells and batteries, combined with the right integration scheme and system volume, we look at how to maximize system efficiency, including reducing hydrogen consumption and optimizing service for the lifetime of the entire system.

DC grids are an ideal solution to support the increased requirements of the onboard power (and, in some cases, energy storage) system. However, proper protection remains challenging. During this presentation, Peter van den Berg and Andy Stöckli will present protection possibilities based on the solid-state DC breaker technology. Thanks to the ultra-fast switch-off times(within microseconds), it prevents arcing in short-circuit situations. The following topics will also be presented: closed bus operation, zone protection and detection of single earth faults.

This presentation will show how it is possible to build a ship today that fulfills current regulations as well as likely future environmental changes. Using power distribution blocks around an innovative DC hub, electronic bus link breaker and electronic DC breaker, ships can switch from AC to DC for better fuel and cost savings. This offers unrivaled reliability and flexibility to run on any future power source.

Nidec is a leading supplier of electrical power and propulsion systems for marine applications and power generation, including energy storage. The company's proven experience in designing and manufacturing custom solutions has allowed it to invest in innovation, developing new solutions that take into account customers’ requirements and eco-efficiency needs. From military support vessels, dredgers and pipelayers to ferries, cruise vessels, fishing and research vessels, Nidec has been a pioneer in hybrid propulsion systems incorporating energy storage, and is a reliable technological partner for standalone products as well as complete electrical systems for the next generation of vessels or to give new greener life to existing fleets. Nidec is turning the tide in hybrid marine propulsion with energy storage.

Onboard DC marine distribution is becoming increasingly popular, mainly on medium and small vessels and ferries. There are mainly two energy production and distribution architectures: hybrid, with a combination of fuel gensets and battery storage systems, and full electric, where the electric power is fully provided by batteries. Both configurations provide several advantages, but there are new challenges that must be faced during faults, such as power electronic converter protection, capacitor discharge current detection and interruption, selectivity among interruptive devices and only faulty zone isolation to guarantee a better continuity of service. This presentation will analyze these topics and explain how it is possible to overcome the DC distribution challenges thanks to a groundbreaking new technology.

An overview of the international regulatory efforts to reduce GHG emissions from ships will be provided, and the developments likely to be needed to support the future introduction of nuclear-powered commercial ships considered.

An overview of LR’s proposed class rules framework and the existing statutory requirements and what needs to change.

We spent decades thinking coal, diesel and biomass were perfectly okay, but over four million people die each year from pollution-related illnesses directly attributable to these fuels. Marine Molten Salt Reactors (m-MSRs) can deliver all of IMO’s targets as well as increasing the speed of vessels without concerns about emissions from exhaust gases. Zero emissions come as standard. The m-MSR is a major opportunity for transport and industry to embrace technology that delivers a super-high-density, emission-free, sustainable energy source without destroying nature.

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

The description and scope of this presentation will be provided shortly.

The presentation will outline various energy carriers and describe aspects that influence operational logics for optimized operation between an energy carrier and energy storage. Corvus uses its experience as a world-leading energy storage supplier to present a few simple examples and reflections on future sizing logics related to the cross-optimization between energy carriers and energy storage systems, as well as the need for different solutions for different vessels in the future, ensuring a green and sustainable path forward.

Hydrogen-energy technologies – maturing thanks to road transportation applications – have reached the first level of cost competitiveness, qualifying them for demonstration projects in waterborne applications. If their intrinsic limitations (e.g. energy density) cast doubts on their ability to constitute a radical alternative to existing fuels, the question of the precise role they could play in the sector is at stake. This role is also likely to be influenced by local characteristics and tax regulations. Through the experience of Maranda and Flagships, this discussion will offer a few insights to guide those considering hydrogen and fuel cells for investment.

This presentation will focus on what the EU defines as "Green" hydrogen. Hydrogen that is decarbonized. It will also look at the technical and economic issues involved in the use of Green Hydrogen use in the maritime sector in the drive to create to create zero-emissions ships.

The presentation will provide a short review of the various alternative fuels that could be considered. Furthermore, weight factors relevant to fuel selection will be discussed, followed by how they can be implemented technically and economically. Throughout the presentation, comparisons will be made between fossil fuels and high-potential alternatives including hydrogen, ammonia and methanol.

Hybrid propulsion of ships requires the use of alternative fuels. Relevant ship systems must be designed to guarantee the expected ship safety level. The key issues are alternative fuel storage and fuel supply for ship propulsion in compliance with safety requirements. The use of compressed hydrogen or methane demands complex design analysis and is critical from a safety point of view. The results of a short engineering analysis are presented with some guidance on ship design as conclusions after analysis of tow waterborne experimental craft projects that required the introduction of novel and safe solutions in the ship design. The safety approach priority is crucial in the certification process conducted by class societies.

HMS Queen Elizabeth aircraft carrier (QNLZ) – procured by the UK Ministry of Defence for the Royal Navy – is the first aircraft carrier in the world to utilize integrated full electric power and propulsion system (IFEP). It presented a step change in size and complexity. This paper will discuss the merits of IFEP, QNLZ large equipment descriptions, methods and processes adopted from early design phases, through testing and trials undertaken to ensure all equipment is set to work in a safe and efficient manner to gain acceptance and deliver the required capability to the Royal Navy.

Ultramax M/V Paolo Topic is the first hybrid solar bulk carrier in the world. The vessel has been retrofitted with an innovative system that integrates engines, batteries and solar panels, controlled by a dedicated energy management system (EMS). This project is the result of a cooperation between shipowner Marfin, PV provider Solbian and technology group Wärtsilä, supplier of batteries and EMS. PVs have been installed on a special removable structure on the decks, ensuring trouble-free operations. The Wärtsilä system is included in an easy-to-install ISO container. The system is expected to improve efficiency while reducing emissions and maintenance costs.

This ambitious €16m project has 15 partners consisting of universities and companies active in hybridization. The aim is to develop tools and business models for the implementation of hybrid and hydrogen fuel cell technologies in vessels and ports. Four vessels will be fitted with hybrid/hydrogen technologies and an H2-bunkering station for vessels will be built at the port of Ostend. The project is now at the midway point, and this presentation will provide an update on progress so far. Challenges encountered will be presented together with a discussion on the next stages of the project.

Glas Ocean Electric has worked with Transport Canada, SPBES, Canadian Maritime Engineering and others to complete a study on the impact of electrifying a fishing boat on air emissions, noise emissions and power use in normal operation. The boat was converted to Transport Canada Safety’s highest standards and the results are representative of a ‘typical’ day-tripping fishing boat in Atlantic Canada. The presentation will include discussion of the dramatic drop in hydrocarbon emissions and underwater noise as well as detailing the process for converting a boat to these standards.

The e-ferry Ellen is a medium-size car and passenger ferry that has demonstrated the viability of fully electric operations, even on medium-length routes. Ellen sails 22 nautical miles between charges while keeping up a high level of service. The €21.3m project, partly funded by the EU’s Horizon 2020 Research and Innovation program, is now in regular service in southern Denmark. The presentation will outline the systems and operations of the game-changing ferry, and the findings from a recent evaluation report, and will make a case for replacing old ferries with emission-free alternatives.

This presentation will present the TrAM project (Transport – Advanced and Modular). Led by Kolumbus, the project receives support from the EU’s Horizon 2020 program. The project will develop a toolkit of methods and software tools to be used by the industry when designing and constructing inshore vessels, and hopes to pave the way for lower-priced, environmentally friendly transportation for other routes in Europe.

In this presentation Laurent Perignon will explain the why and how of the Energy Observer project and the creation of EODev as an incubator and accelerator of the energy transition with the development of hydrogen-based solutions for efficient, sustainable, reliable and affordable maritime applications. From the energy autonomy of Energy Observer, the first hydrogen-powered autonomous vessel going for circumnavigation to the integration of a hybrid hydrogen/battery solution onboard the Hynova 40’ tender, he will explain the challenges and limitations that were faced, and the solutions EODev has been working on to aim for a cleaner maritime world. He will in particular highlight how the transition to fully decarbonized solutions can be implemented, using hydrogen as one of its keys, with a wide range of practical marine uses in mind, from professional vessels to recreational boats and yachts.

Designed for inland waterways and near-shore applications with propulsion power up to 200kW and 1MWh of battery capacity, the Deep Blue system from Torqeedo (a company of the Deutz group) includes a drive unit, DNV GL-certified energy storage and intelligent power management. The presentation will explain the system architecture and scalability as well as the design-in process and service/maintenance solutions on a fleet level, exemplified by two projects.

In a joint pilot project with Danfoss Editron, Volvo Penta is delivering the propulsion system for two new Crew Transfer Vessels with IPS equipped powered with electric motors. This presentation pinpoints some of the thought and the content behind the hybrid design.

This presentation examines the latest innovations on all-electric and green marine solutions including QCS (quick charge station) and Port infrastructure and will review the battery technology and charging solutions for ports with insufficient infrastructure and show how the ZEE-TECH can provide zero emissions and significant reductions in fuel consumption & maintenance costs. Finally it will demonstrate the advantages on choosing all-electric.

The Open Simulation Platform will create the foundation for an ecosystem where the maritime industry can perform co-simulation and share simulation models in an efficient and secure way to facilitate the building of digital twin systems and vessels. Such ecosystems will be used to solve challenges with designing, building, integrating, commissioning and operating complex, integrated systems. One of the use cases in the joint industry project demonstrates the use of this platform for the design of a hybrid ferry. This session will include a presentation of the OSP with a focus on simulation tools for hybrid system design.

This presentation describes the development of numerical models and the performance of simulations of hybrid propulsion systems for vessels containing dual-fuel combustion engines, electric motors, batteries and fuel cell systems. The hybrid power system models are integrated into the maritime mission simulator developed at the University of São Paulo. The system can be run in real time, with a complete interface with a pilot, or automatically, with pre-defined mission, weather and sea conditions, and pilot inputs. The model was validated with data from existing real systems. The model enables the proposal and testing of optimized solutions for hybrid power architecture and supervisory control.

Wind propulsion offers a hybrid solution for ship propulsion, such as first seen with the SS Great Britain centuries ago. How to use wind propulsion with the main machinery is a key area for better understanding to avoid potential issues with main engine loading and reliability. Today, the availability of AIS and other onboard ship data has opened up new possibilities with respect to the development and application of active ship propulsion models. Such models mimic the parametric behavior of the propulsion system at regular time intervals. Traditional and modern parameter-prediction techniques are used to confirm alignment between the computer model and the ship data for sea voyages in different sea states. Wind-based technologies may appear to offer free propulsion, but the world’s oceans do not always supply wind of appropriate speed and at the right heading relative to the ship. Key operating issues are identified for the successful operation of wind-based energy-saving technologies (EST). The VTAS project has combined large publicly available metocean datasets with onboard performance data to build the best-possible model definition for a specific vessel and the seagoing conditions experienced on a specific voyage. Vessel modeling has achieved alignment for several ships across a range of ship types. An aligned ship model can then be used to undertake retrospective analyses of actual ship operations with the addition of single EST or combinations thereof such as Flettner rotors, wingsails and turbosails. A 61,000 dwt ship serves as a demonstration example. These technical studies provide the foundation necessary to support a wider techno-economic assessment that allows the feasibility and economic viability of an EST installation to be understood.

Hybrid electric marine systems contain many electronic control components linked by a controller area network (CAN) in a bus network topology. Testing the network appropriately can help uncover problems caused by bad CAN system design or electrical component aging. These problems can be latent faults, requiring only one component failure to cause total system failure. Methods including fault insertion testing and close examination of the CANbus electrical signal will be discussed to show the benefits of such in-depth inspection. A case study from an actual hybrid electric drive system on a yacht will be presented.

Mechanically speaking, no modern ship is designed, tested and built without 3D CADCAM. However, the same cannot be said of the digital control and electric power systems and the loads they serve aboard vessels today. Controller hardware-in-the-loop (CHIL) testbeds are required to close this gap today and provide the foundation for lifecycle engineering and the digital twin of tomorrow.

With new regulations coming into force, the definition of a ship propulsion system is a real challenge. There are many degrees of freedom, including the number of engines, the electric architecture, the battery size if any, the hull shape and the propeller design. Choosing the best combination to meet regulations and capex/opex targets requires new ways of working. This presentation shows how a comprehensive digital twin supports the optimization of these objectives of a ferry. A comparison with the EEDI standard is proposed, and validation under variable sea conditions as well.

In this presentation Erno Tenhunen, who oversees the development of new systems technology at Danfoss Editron, will review a new tool that enables the design and optimization of DC-based electrical systems for either full electric or diesel/electric hybrid vessels.