b'Those transition timeslook at the same operational elements whether the client is FOGHORN FOCUS planning on a hybrid system, a fully electric system, or even can add up, he noted,a diesel system. In every case, the operational profile will and make a materialdictate the best propulsion system choice.Orvieto has worked on several projects involving alternative difference on your actualpropulsion technologies and discussed cost as one deciding factor. He pointed out its important to look at both the up-operational profile, whichfront purchase price, or capital expenditure (CAPEX), and the operational expenditures (OPEX) over the projected life-in turn influences some time of a vessel. The upfront costs for an alternative propul-sion system are generally more expensive than conventional design decisions.diesel options which can sometimes lead to a bit of sticker shock. However, if the technology and system architecture Whether its, again, the hullselected are a good match for the operation, the propulsion is likely to pay for itself over time via reduced maintenance through reduced running hours and/or energy costs, Or-design or the propulsionvieto said. He explained that there may be additional ben-efits of reduced environmental impact of an operation or system design, battery future-proofing a vessel against future regulations, both of sizing, or motor sizing. which can factor into a cost analysis over the vessels lifespan. Derecktor noted that costs are trending downward. Some ERIK DERECKTOR, DERECKTOR SHIPYARDSsystems that, without the ancillary systems, may have cost around $700 per kilowatt hour ten years ago are getting tojustunder$100perkilowatthourtoday.Slowlythe economics of fitting enough power on board with an alter-Foroperatorslookingtomoveawayfromtraditionalnative propulsion system start to make sense and make al-dieselsystems,theycanconsiderserialhybridsystems,ternative systems viable options for more operators. There parallel hybrid systems, all-electric systems, hydrogen fuelhave been some additional funding opportunities such as cells systems, as well as alternative fuel systems. So manygrants for installing alternative systems, and for some that optionsmayseemdauntingatfirst,buteachshipyardcan make the difference to fully fund a project and build a noted that the operational profile of a vessel will guide thenew boat utilizing alternative propulsion technology. decision-making process, and all stated that there is no one-size-fits-all propulsion system. Each operator must look atThe distance of a route, type of waterway being traversed, their needs to see which system will be most efficient andand the speed traveled are all key deciding factors as well. effective for their vessel. Derecktor described each type ofWille compared the difference between hybrid and all-elec-propulsion system as simply a tool in ones toolbox andtric marine propulsion systems to the difference between a noted that he often draws the analogy for customers thathybrid and all-electric car. A standard hybrid electric car if you need a hammer, you should use a hammer, and themay have a range of 600 miles, whereas an all-electric vehi-right way. If you dont need a hammer, though, you know,cle may have a range half that distance. He pointed out that find a different tool. with a boat, theres also the resistance of the water to factor into the equation, so its more like driving a car uphill. In An operator should consider all aspects of their vessel fromaddition, a boat doesnt offer the regenerative braking that hull design to route length, time at dock, local infrastruc- one gets in a land-based vehicle. Its a simplified example, ture, cruising speeds, and system costs, as well as their goalsbut helps show how the route distance, type of waterway, which may include considerations such as reducing emis- etc., all play a part in understanding which propulsion sys-sions. Wille pointed out that they work with customers totem will work best for an operation. FOGHORN 10'