The HELENUS project will build, integrate and demonstrate a 500kW solid oxide fuel cell (SOFC) module operating in cogeneration (combined heat and power) mode, in an MSC World class series ocean cruise vessel. The SOFC will be fully integrated- spatially, electrically, and thermally- into the ship design. SOFCs are the most efficient chemical energy converters available today, and are also highly fuel-flexible- thereby remaining highly relevant for the future of waterborne transport. The HELENUS demonstrator will achieve a TRL of 7 at the end of the project, with extended field testing already planned to reach TRL8 by 2028-2029. Success of this project will enable upscaling of mature SOFC technology in ocean cruise liners to as high as 20MW, by as early as 2029. This can unlock over 23% total fuel savings (assuming a hybrid 20MW SOFC+60MW ICE energy system) over a state-of-the-art energy system with only ICEs. The HELENUS consortium involves diverse and accomplished stakeholders representing the entire value chain from technology development to field implementation- creating a rapid pathway towards exploitation and commercialisation. HELENUS will also undertake extensive simulation, experimental (using an 80kW scaled-down SOFC module), and analytical efforts to demonstrate the applicability of the developed SOFC solution (i) upon significant scale-up (10 MW and beyond), (ii) over duty cycles of alternate applications such as dredging- and offshore- vessels, and (iii) using carbon-neutral fuels with potential for future maritime uptake. Experimental results will be complemented by application case- and lifecycle performance- analyses to assess the broader impact of the technology on waterborne transport. Therefore, HELENUS creates a technological and regulatory roadmap towards a maritime future with scaled-up clean energy systems operating on renewable fuels – thereby fostering innovation and significantly boosting the competitiveness of the EU maritime industry

The STEESMAT project aims to develop a set of technologies and methodologies that will enable the deployment of onboard DC grids for large vessels. These solutions are urgently needed to transform the waterborne transport by reducing GHG emissions and allow Europe to reach the environmental targets established for 2030 and 2050. STEESMAT project proposes the design, development, demonstration, and approval of a highly efficient plug& play power electronic system based on solid state-transformer technology, a secondary low voltage DC grid architecture and components for integration of fuel cells and batteries as well as a new smart management and control system based on Artificial Intelligence to increase energy efficiency of large ships. New standards will be established for the DC grid. The system developed will be validated (DNV approved) for market deployment as well as fully tested in lab (individual elements) and then integrated for testing and validation in a relevant environment at the Energy House (a full-scale onshore test centre for testing future fuels for maritime applications) and demonstrated in a real environment through integration in the RV NorthStar Research ship that will operate in real conditions over 30 days. The STEESMAT consortium’s goal is to bring to the market the first power electronic system based on SST that completely meets the needs and expectations of large-scale (high powered) ships. The STEESMAT consortium is composed by companies with industrial/commercial interest in the project results: Wärtsilä (NO), Eaton (DE, CZ), Danfoss (FI), The Switch Engineering (FI) and DNV (DE), supported by research institutions (Fraunhofer (DE), Université de Technologie de Belfort-Montbéliard (FR), Lappeenranta – Lahti University of Technology (FI), Norges Teknisk-Naturvitenskapelige Universitet (NO)) and other non-profit organizations like Maritime Cleantech (NO), Sustainable Energy (NO) and Open Direct Current Alliance (DE).

The project will develop and validate a concept for modular design and production of vessels. We combine advantages of scale and standardisation with customisation options, allowing small-series and one-off vessel construction, using interchangeable modules across vessel types. Even though parts of our work will have a wider relevance, we focus on inshore vessels (operating coastal areas and inland waterways) with electric power systems. The project is divided in three phases: Specification, innovation, and replication. In the specification phase, we perform a wide meta-analysis of both user needs and existing technological solutions, coupled with case-studies of needs and technologies for four targeted use cases. In the innovation phase, we develop the modular design concept; combining theoretical approaches, cross-fertilisation of methods from other industries (mostly rail and automotive), deep maritime experience in the relevant areas (including hull design, propulsion and electric power systems) and heavy involvement by operators (including three as consortium partners). The concept is applied to, and refined through, four demonstrators: Two ferries, a workboat and a vessel for goods traffic on inland waterways. At least one of the demonstrators will be physically built, co-financed by Rogaland County Council and its transport subsidiary Kolumbus, and used to operate a multi-stop commuter route into Stavanger. It will be a fully electric fast passenger ferry, operating in a region that is a substantial exporter of hydropower. In the replication phase, we will further validate the concept through five additional demonstrators (planning and simulation level) together with operators that did not participate in the details of the first two phases. Our aim is that the modular concept will prove to work as a general purpose toolkit within our market segment, proving that a wide set of vessel types can built in a cost-efficient and environmentally friendly manner.

The transport sector contributes to almost a quarter of Europe’s greenhouse gas (GHG) emissions. Compared to other sectors, such as agriculture or energy industries, it is the only sector with emissions higher than that of 1990. Waterborne transport emissions represent around 13% of the overall EU greenhouse gas emissions from the transport sector. Moreover, waterborne transport emissions could increase between 50% and 250% by 2050 under a business-as-usual scenario, undermining the objectives of the Paris agreement. The challenge for a large-scale adoption and implementation of batteries for waterborne transport is mainly related to the high costs of the battery systems and cells. The Current Direct project addresses these challenges by proposing an innovative lithium-ion cell optimized for waterborne transport, using novel manufacturing techniques allowing for a consistent cost reduction compared to the current market prices. Additionally, a swappable containerized energy storage system optimized for cost and operation in the waterborne transport industry will be developed. The overarching aim of the Current Direct project is to develop and demonstrate an innovative interchangeable waterborne transport battery system and EaaS Platform in an operational environment at the Port of Amsterdam at TRL7 that facilitates fast charging of vessels, fleet optimization and novel business models. The Current Direct project is dedicated to (i) significantly reduce the total cost of waterborne transport batteries, (ii) cut GHG emissions of the marine transport sector through electrification of vessel fleets, (iii) increase the energy density of waterborne battery cells and (iv) trigger investments for innovation, job and knowledge creation in the European marine transport and battery sector.

ShipFC’s main mission is to prove and show the case for large-scale zero-emission shipping. We do this through developing, piloting and replicating a modular 2MW fuel cell technology using ammonia as fuel. The project will first adapt and scale-up existing fuel cell solutions to a 2MW system, develop ship and land fuel systems for ammonia and integrate the full system onboard a large offshore construction vessel. Then the solution will be validated through commercial operation for at least 3000 hours during a one-year period. Moreover, socio-technical models and analysis will be performed and a full feasibility study on a series of additional vessels will be conducted.