Bureau Veritas (BV) has published the MARITIME ELECTRIFICATION technology report, highlighting the importance of standardization and safe integration of marine electrification technologies as part of supporting the decarbonization efforts of the maritime industry.
According to the report, by leveraging both onboard Lithium-ion battery usage (Li-ion) and shoreside OPS electrification solutions, the maritime sector can make progress towards its sustainability goals. These technologies also present unique challenges.
Li-ion batteries can pose significant risks if not properly managed, the severity of which depends on battery capacity and operational role, and the level of ruggedization of the system. Marine battery systems thus need to be designed and integrated according to their intended onboard applications, without compromising ship performance and safety.
Meanwhile, OPS systems must cope with the diversity of ships calling at ports and their respective needs, notably standardization to ensure an “any ship, any port” concept.
Lithium-ion battery usage in the maritime sector – Motivation and technology uptake for batteries
Many factors drive interest in battery-assisted propulsion, including:
- Higher energy efficiencies
- A ship’s systems architecture, which could be designed to enable more efficient adaptation to diverse operational profiles and scenarios
- Operational benefits such as improved response times and reduced noise and vibrations
- Reduction in tank-to-wake GHG emissions and air pollutants, and meeting environmental regulations
- Possibility of recycling components
Nevertheless, batteries also demand significantly more space than liquid fuels to achieve a comparable energy storage capacity.
Sufficient Shoreside Battery Charging (SBC) infrastructure is also crucial to charge “pure battery vessels” and “plug-in vessels.” Charging can occur in AC or DC, depending on the vessel’s requirements and the port’s available infrastructure. Alternatively, vessels equipped with containerized battery systems can swap out depleted units for charged ones at the berth – a process known as Battery Swapping (BS).
According to the Maritime Battery Forum (MBF), as of March 2025, the global fleet of battery powered vessels has expanded to around 1,045 vessels in operation, with an additional 561 under construction. Most of these are battery hybrids, with pure battery electric vessels representing around 20%.
This substantial growth, primarily occurring since the late 2010s, reflects the maturing of battery technology and its increasing commercial viability for maritime applications. The adoption of hybrid systems has been particularly notable in specific segments of the shipping industry, particularly in shorter-range and coastal operations.
Car and passenger ferries have been early adopters of this technology. Supply vessels, which require dynamic positioning and variable power demands, have also embraced hybrid systems. Other vessel types showing significant uptake include fishing vessels, cruise ships, tugs, general cargo ships, and roll-on/roll-off (ro-ro) vessels.
Li-ion battery systems have emerged as a key enabler of the industry’s journey toward decarbonization and the adoption of cleaner propulsion technologies, offering the potential for enhanced efficiency, reduced emissions, and improved operational flexibility.
However, the successful integration of battery systems onboard ships requires careful consideration of technical and regulatory aspects. Key factors include the appropriate sizing and selection of battery cells, the inclusion of a reliable battery management system, and the ruggedization of the overall system to withstand the harsh marine environment. Equally important are safety measures, such as thermal management and fire suppression, to mitigate the risks associated with battery operation.
As the regulatory landscape continues to evolve, classification societies like Bureau Veritas play a crucial role in helping ensure their safety and compliance. By adhering to the latest Rules and guidelines, shipowners and designers can unlock the full potential of battery and hybrid-electric technologies, ultimately contributing to a more sustainable and efficient maritime industry.
Onshore power supply system (OPS) in the maritime sector – Motivation and technology uptake
Another way to reduce emissions for ships while they are at port is by connecting to onshore power. OPS serves as a key electrification pathway at port, especially for larger ocean-going vessels that cannot fully benefit from full battery electric propulsion due to energy density limitations. When a ship connects to an OPS system, it avoids using its own engines, thereby reducing local emissions of pollutants such as sulphur oxides (SOx), nitrogen oxides (NOx), particulate matter (PM) and CO while at berth, directly enhancing air quality in ports and nearby communities.
Direct emissions of GHG (CO2) are also eliminated. OPS also eliminates vibrations and reduces noise pollution caused by AEs, which can reach 90-120 dB in close proximity. OPS thus offers benefits to port environments and ship crews’ working conditions.
OPS benefits depend on several factors such as:
- GHG intensity of the electricity sourced for OPS
- Type of fuel OPS replaces
- Typical power demand of the vessel’s auxiliary systems
- Time the vessel spends at berth
The effectiveness of OPS as a GHG abatement strategy will depend on the carbon intensity of the electricity being sourced. If we consider AEs running on HFO, MDO or LNG, their emission intensity – as a function of Specific Fuel Consumption (SFC) – can range from 434 to 617 gCO2eq/kWh(9). Based on this initial estimation, Bureau Veritas (BV) sees that for any tank-to-wake GHG abatement to occur, the sourced electricity should have a carbon intensity lower than 434 gCO2eq/kWh.
A more detailed analysis should include the well-to-tank emissions for both the fuels and the electrical infrastructure to be installed as part of the OPS. OPS has been a well-established solution in ports around the world for decades. In Europe, the port of Gothenburg (Sweden) was a pioneer in this technology, installing the first OPS connection at its ro-ro terminal in Älvsborg Harbor in 2000.
Electrification technology is well established in the industry. However, in order to scale effectively and safely, ESS and OPS systems must be supported by robust, standardized and mandated safety regulations. Without clear international safety standards that regulate the integration of battery systems – particularly regarding fire prevention, crew training and emergency response – owners and operators may lack the assurance needed to integrate these systems into their decarbonization strategies.
…said Matthieu de Tugny, President, Bureau Veritas Marine & Offshore.
