b'FOGHORN FOCUS Manufacturing wants pointed out that where were at today in the development cycle of battery storage is that the power density is not yet everything the same, theequal to that of a diesel engine, and more space is needed to achieve the same amount of power. I commented that its like industry wants everythingearly computers that were the size of an entire room com-pared with the technology that fits in the palm of our hands unique, its two opposingtoday with our phones. Similarly, Watson said its the same trajectory that was seen in the combustion engine. Engines forces which can be on ships 100 years ago were larger than those found onboard complicated. He foreseestoday. Weve evolved the combustion engine over a century and batteries will do the same, Watson commented. systems being developed The daily operations of a vessel are still in play when choos-that are more like ing a propulsion system for a new vessel. For short runs, electrification may make sense. Cruise ships may find that blocks that can be hybrid is a better fit. Watson noted cruise ships can run engines at an optimal speed and are able to recharge at pre-configured to more easily determined times, thus using energy storage to maximize efficiency. So, even when building new, how the vessel will suit an operators needbe used is a deciding factor in choosing an alternative pro-while still being possible pulsion technology. to produce at scale.Asoperatorstransitionawayfromdiesel,educationon the new system may be needed. Fuels such as biodiesel or HVO are, as Watson noted earlier, more drop-in choices, and may not require much in terms of educating operators and crew. Other alternative fuels, like methanol, require an must be considered, such as the length of the route andunderstanding of the fuels properties and proper handling how long the vessel will be in port. For example, if a shipand storage. Its education on the fuel itself since the engine will idle in port for enough time, it may open the door forand how the system works will be pretty much the same as options that require shoreside charging. Space on the vessela traditional diesel system. itself is one of the top limitations. If there is plenty of space in the vessels layout, energy storage makes sense, and hy- When adopting electric or hybrid-electric technology, Wat-brid-electric or electric options may be possible. However,son noted that electric power is nothing new on ships and Watson noted that with the size of modern diesel engines,the industry understands high voltage and how to operate chances are that removing an existing engine wont free uparound large electrical equipment. Its the energy storage enough room for batteries. that is the new factor and where most training is required tounderstandthenuancesofthetechnology.Unlikea Foroperatorswhoareplanningtobuildanewvessel,traditional engine, much of an electric system is controlled Watson said that flexibility is a common deciding factor.electronically. Maintenance wont involve hands-on work Understanding an operators goals not only for today, butin the same way, it may be done through a computer in in the future, should be considered so that the vessel canmany cases. He pointed out that if you walk up to an elec-be modified, if necessary, down the road to meet futuretric vehicle, it can be hard to even know if its on. That same objectives.awareness carries over to electric propulsion system on a ship. Theres no loud noise of the diesel engine running, When planning a new vessel, the space required for energyinstead a person may not realize a system is energized. As storage can be accounted for in the initial design. Watsona company, Watson said theyre working with their global FOGHORN 30'