b'of equipment, meaning that operators can select smaller main enginescrop up later in a project. Even with an excellent preliminary de-FOGHORN FOCUS and augment with electric power when necessary. This approach al- sign, some changes are inevitably needed when the vessel is finally lows them to use engines at peak efficiency and run with zero emis- under construction, so having a formal change management system sions when less power is required. Full electric systems can provide ais also essential to ensuring that cost and risk remain under control transformative onboard experience for passengers and crew, practicallythrough the end of the project. Stakeholders must always remember eliminating noise, vibration, and any smell associated with runningto go back and validate previous assumptions, particularly at key conventional diesel propulsion. project handoff points and process milestones.Any ship design is a complex, multivariable problem, and ferries are no exception. From a design perspective, ferries offer some advantages From a design over other vessel types in that they typically have a predictable oper-ational profile in a known environment. This predictability allows perspective, ferries designers to optimize for the specific use case, rather than having to consider a wide variety of operational conditions and objectives. Ferries are not without their design challenges though. The complex offer some advantagesstakeholder matrix can include competing and overlapping objectives, and operators may not have direct control over the infrastructure that over other vessel types they will ultimately depend on for their vessel to successfully achieve emissions reductions. Designers are faced with the challenging tasks of managing the stakeholders while evaluating multiple competing in that they typically criteria simultaneously. It is critical for them to understand the prior-itization and weighting of each criterion, while also keeping in mind have a predictable that the priorities may change over the course of the project. Naval architects incorporating hybrid electric technology into a ferry operational profile in adesign must shift their mindset when it comes to the sizing of electrical equipment and energy storage. Traditional diesel systems are designed known environment. for a vessel to operate for multiple days before refueling. In contrast, electric ferries generally need to be charged every trip or every other trip. Zero emission vessels carry a finite amount of energy and are of-This predictability allowsten designed for single round-trip or one-way crossing. The amount of energy used with each crossing directly influences the lifetime of the designers to optimize energy storage system (ESS), so understanding the energy consump-tion of the vessel is critical for the designers. This understanding must include some margin for environmental variability (wind, waves, cur-for the specific use case. rent, etc.) that might influence the overall energy consumption.Unfortunately, there is no one-size-fits-all solution for ferries to de-carbonize, so operators must choose from a range of potential system options,includingdiesel-electricwithESS,hybridviapowertake Whilethemarketconditionspresentlyprovideafavorableenvi- off (PTO)/power take in (PTI), and full battery electric. The overall ronmentforoperatorstoexploredecarbonization,significanthybrid electric system architecture depends on the vessels overall op-challenges remain, including the planning and execution of hybriderational profile. A ferrys operational profile is typically broken down electric projects. The incorporation of hybrid electric technologyinto three main phases: transit, docking, and unloading/loading. If requires true partnership throughout the project between multipleshore charging is required, it will take place during the unloading/stakeholders, including the owner/operator, naval architect(s), sys- loading phase, so the timing of this phase is a critical design driver for tem integrator, shipyard, and the shoreside utility provider (if shorethe overall vessel and shoreside charging system. In addition to the charging is required). A cohesive plan with constant communica- time available to charge, the system integrator must consider the tim-tion is essential, particularly given the complex and lengthy biddinging of connecting/disconnecting the charging system, the sizing and and acquisition process that is often required in ferry programs.charging rate of the energy storage, the charging connection type and Multiple design iterations can take place between the initial feasibil- location, and the power available from the local grid. Shore charging ity studies and a shipyard finally going under contract, so managingsystems come in a variety of connection types, sizes, and configura-risk and uncertainty is key, particularly in the preliminary designtions, so is imperative to select one that suits a vessels unique arrange-phases. Recent industry estimates indicate that around 70 percent ofment and operation. a vessels life cycle cost occur after construction, highlighting how important it is to prioritize the early-stage design where the abilityShore charging remains the most challenging aspect of hybrid electric to influence the project is at the highest level. Working throughferry design today, so operators must ensure that they budget time and the complex tradeoffs and understanding where and how to applyfunding adequately to account for this aspect of a program. The cost proper design margins early in the preliminary design process canand complexity of a shore charging system are heavily influenced by be a great way to save time and cost, as well as mitigate risk that maythe local infrastructure available at a ferrys docking locations, and this FOGHORN 16'