2024 January/February Marina World

ENVIRONMENTAL PRODUCTS & PROJECTS
vegetable oil (HVO),
can be used in
internal combustion
engines, with
relatively minor
modifications, to
lower emissions of
carbon and other
pollutants. However,
their emission
performance
varies widely due
to production
methods and source
materials. Other
fuels for internal
combustion engines
include methanol
and hydrogen-based
diesel substitutes.
Since there
is a vast fleet of
recreational vessels with internal
combustion engines that cannot easily
be replaced, synthetic drop-in fuels
(often labelled ‘transition fuels’ as they
are unlikely to be carbon zero) are likely
to provide a valuable interim solution
to the wider market in the near term.
However, the ICOMIA report highlights
that the life cycle emissions of the
most carbon-efficient drop-in fuels can
be lower than alternative propulsion
systems with low usage, due to the
emissions embodied in the mining and
fabrication of the propulsion system
itself.
If you think that it is ‘too early to say’
or it ‘remains unclear’ which fuel will
win the race to replace fossil fuels, you
might be providing the right answer to
the wrong question. There is already
consensus that the industry will require
an array of solutions to meet the wideranging
needs of the customer and the
medium-term landscape will require
infrastructure to support an array of
fuelling systems.
Future-proofing
infrastructure
The challenge for the marina owner
and operator is digesting this
changing landscape and coming to
informed business decisions on how
to invest in assets whilst meeting
customer expectations and achieving
carbon emission targets (internal or
regulatory). From an institutional and
industry perspective, PIANC RecCom
intends to create the conditions for
marina adaptation so that marina
facilities do not become a bottleneck
in the decarbonisation process of the
recreational navigation industry.
The traditional fuel berth is the most
obvious piece of infrastructure to
review. It is highly likely that the berth
will need to cater for the dispensing
of an increased number of liquid fuel
types. Synthetic drop-in liquid fuels,
which can be stored in traditional tanks,
are the most straightforward to adapt to,
but a wider variety of fuel storage and
dispensing systems may need to be
available.
Electric hook-ups at berths are
commonplace to enable powering
of vessels for ancillary purposes. In
general, these power systems need to
be upgraded for increased amperage
in order to be used for slow charging of
batteries (‘drip feed’ charging stations).
Marinas may need to invest in new
pedestals, wiring and transformers to
provide slow-charging berths for some
full electric and hybrid vessels across the
marina. However, the challenge comes
when significant numbers of boats are
being charged at the same time, causing
increased simultaneity requirements
during peak charging demand periods
or exceeding the total power demand on
the marina electrical system.
This problem of available electrical
energy supply becomes increasingly
more problematic where super-fast
chargers are provided (anywhere
between 7kW and 22kW) for electric
boats, in addition to car chargers in the
car park. The mix of super-fast chargers
to drip charges should be assessed
based on the customer mix, but also in
the context of what the local power grid
can support.
The storage and delivery of hydrogen
will require more complex systems for
pressurised storage and dispensing.
However, aside from capital investment
in specialist equipment, operators
also face a huge impact on space
requirements. Larger fuel berths
will be required, with associated
landside storage and access space
that will absorb commercial space.
Infrastructure requirements for
methanol may be less demanding than
hydrogen, but there are still details to
be worked out.
New propulsion systems in the
recreational navigation industry
will require a mix of infrastructure
adaptations in marinas. Different
marinas will have to respond to different
emerging demands, depending
on vessel sizes, user profiles and
environmental conditions. Significant
investments will be required over
time, so careful analysis and planning
will be required. Whilst there are
many questions to be answered,
PIANC RecCom intends to lay out
the fundamental principles with the
working group 217 upcoming report
and develop more detailed guidance as
needed in the future.
Ian Dobson, managing director of TILT
Engineering Design, is a member of
the PIANC Recreational Commission
and is chair of the Working Group
titled – The impact of Alternative
Fuel Vessels on Marina Design
and Management. Esteban Biondi,
principal at Applied Technology &
Management, is chair of the PIANC
Recreational Commission.
44 www.marinaworld.com – January/February 2024