Public Funding for Chartwell Marine Ltd

W.A.V.E.S will demonstrate the technical and economic feasibility of achieving zero-emission operations by an Offshore Service Vessel (OSV), designed for build by UK aluminium shipyards. The vessel will be flexible in its design approach, both for the types of operations as well as the fuel the vessel may carry onboard. This option allows the vessel to be easily retrofitted in the future if a more suitable and/or economical fuel is identified. The project will investigate innovative ship design ideas and integration with emission-free hybrid drive-train systems to increase overall ship efficiency, reducing the total amount of power required to run the vessel, thus accelerating the transition to zero-emission fuels. In the short term, a dual fuel approach may be used in an innovative engine room configuration, moving with regulatory and technological developments. In the long term, the vessel will be able to operate purely on selected future-fuels and therefore zero-emission. The project addresses key challenges and barriers of achieving zero-emission propulsion and strengthening the UK maritime industry such as: * Energy efficiency improvements of ship and integrated systems in light of transition from high energy fossil fuels * Significantly reducing GHG emissions of Offshore Renewable Energy (ORE) activities * Integration of innovative drive train systems and control strategies for hybrid-electric operations * Advancing development and justification of new rules and regulations relating to the storage, handling and operation of alternative fuels in the maritime industry * Accelerating supply chain developments, skills and education towards building world leading offshore support vessels in the UK

The advent of electric powered cars demonstrates that the technology exists to power low drag, small craft of medium payload. This project looks to develop an electric hydro-foiling high-speed trimaran, capable of carrying up to 40PAX on coastal routes. For example in the Solent region Cowes to Southampton, or Hythe to Southampton, thus removing traffic from the roads. Research shows to date that a very low drag, hence low power requirement, Trimaran Foiling ferry has the potential could reach 28knots using two electric motors and associated battery power as typically used on a modern electric family car (2 x 125kW motors). An equivalent 40 PAX carrying 'diesel powered' catamaran operating at 25 knots requires 800-900kW of power. Thus, the required power is a fraction of that required by today's diesel powered catamarans, and has the potential to be powered by zero emission electric motors. The vision for this project is to build a 12m demonstrator Tri-Foiler to prove that the concept is viable and can operate in a range of weather and sea conditions. The electrical and foiling technology will need to be proven for use afloat and evaluated for suitability as a fast ferry on the intended waterway. Following succesfull demonstration, a full-size 40 passenger carrying vessel can be developed for commercial operation which will provide a viable solution for ferry operators as a zero-emission medium size ferry. This could be used on Southampton water and eventually design iterations of the vessel can sold into the wider fast ferry market, both in the UK and abroad.

TransShip II will demonstrate the use of compressed hydrogen to propel the research and survey vessel RV Prince Madog with zero emission during its operation as a world leading maritime science platform. The project will install hydrogen storage, fuel cell and battery system and integrate this with the existing drive train to provide slow speed and silent operation up to 6knots from zero emission fuel. Simultaneously, the project will install innovative, nature-inspired propeller and duct design on the vessel aiming to reduce the energy requirement of the vessel significantly. The project will install a marine bunkering facility capable of supplying sufficient hydrogen to the Prince Madog to decarbonise its research and teaching activities which will be demonstrated through project demonstration and commercial operation of the vessel. This will be a world's first at this scale and operation, highlighting the skills of the UK maritime industry and supply chain and further strengthen the UKs position in a maritime industry with global potential and rapid drive to net zero.

Re-Energising existing tonnage is absolutely necessary if we are to de-carbonise our marine sector. It is one thing building new but we must not forget about the older tonnage. First and foremost shipbuilding is very carbon intensive. Further in the current economic climate it can be challenging with increasing costs and lead-time on materials. Using existing tonnage gives us the opportunity to make existing tonnage more useful for our market and reduce the carbon output for it's daily operations. This feasibility study will enable us to research and analyse multiple propulsion and energy storage systems as well as look at resistance reduction technology such as foils and transfer systems. Our focus for this study is an eCTV, enabling the technology and delivering it to open the pathway to serious vessel emission reduction. It is anticipated that this will open the door for more Re-Energising projects as well as supporting future new builds to become eCTVs rather than being diesel vessels

**Project Zero** will demonstrate the technical and economic feasibility of achieving zero emission operations of offshore survey and research vessels (OSRVs) in the long-term, while remaining flexible to future alternative fuel developments. Outside of its own green credentials, the vessel will support expansion of the rapidly accelerating offshore renewable energy industry. The project will investigate innovative ship designs and integration with energy efficient hybrid drive train systems to increase overall ship efficiency resulting in significant reduction of greenhouse gas emission and accelerating the transition to zero emission fuels. While in the short term a mix of fuel will be used in an innovative engine room configuration, moving with regulatory and technological developments in the long term the vessel will be able to operate purely fuelled by hydrogen, ammonia, or other alternative fuels. The project address key challenges and barriers of achieving zero-emission propulsion and strengthening the UK maritime industry such as * energy efficiency improvements of ship and integrated systems in light of transition from high energy fossil fuels * significantly reducing GHG emissions of offshore renewable support activities * integration of innovative drive train systems and control strategies for hybrid-electric operations * advancing development and justification of new rules and regulations relating to the storage, handling and operation of alternative fuels in the maritime industry. * Accelerating supply chain developments, skills and education towards building world leading offshore support vessels in the UK

The marine and aviation industries currently present some of the greatest challenges to decarbonisation and clean energy. On land, with the investment in vehicle charging, and advancement of vehicle technology and efficiency, there is a clear path to reducing carbon emissions. On water and in the air there is a significantly greater challenge due to the long distances, adverse marine / aviation environment, and obvious lack of available charging infrastructure. This challenge means that aircraft and ships have to carry enough fuel-energy for the duration of their journey, without the ability to refuel or recharge. Whilst there has been progress in developing electric, or hybrid diesel-electric ships, if we are to successfully reduce carbon emissions from shipping, the answer lies beyond (current) battery technology. The energy density of even the best Li-ion batteries is approximately 100x less than diesel, presenting a significant weight issue for any vessel needing to travel a reasonable distance on a low, or zero carbon budget. Methanol and its conversion to hydrogen via reforming technology present opportunities to decarbonise the marine industry. Whereas hydrogen presents significant challenges around storage and safety, methanol can be stored safely and effectively in standard atmospheric conditions. Methanol can also be produced with virtually zero carbon emissions, from sustainable biomass. Methanol reforming technologies are currently available commercially; however they have been largely untested in commercial vessel design. The available equipment provides difficult challenges including, but not limited to: weight, geometry, carbon capture, effective engineering, and efficient conversion to energy. In this study we will explore using commercially available methanol reformers and fuel-cell technology as a powerplant for leisure and commercial vessels. If the UK is to continue to play a lead role in the global challenges of decarbonisation then we must progress our ability to exploit green methanol in the marine industry. The result of this study will be a detailed design for a small (38-40 foot) aluminium offshore concept craft, which can be used across the leisure and commercial marine industry. This vessel will pave the way for designing and building larger vessels such as Crew Transfer Vessels for the expanding offshore wind industry in the UK and beyond. This work will progress our understanding and commercial exploitation in two of the four UK Government "Grand Challenge" areas: Clean Growth, and Future of Mobility.

**Challenge** Health & Safety (H&S) for offshore workers is paramount for the continuing development of the blue economy. Never have more people worked offshore, due to the continued development of offshore wind (OW), Oil & Gas (O&G) decommissioning and commercial shipping. The marine environment is harsh and unforgiving. OW projects are moving further from shore where wind speeds and wave heights increase. Saving lives at sea is time critical, North Sea temperatures average 10.5°C where unprotected casualties have less than 30 minutes before they are likely to fall unconscious. Average distance to shore of OW farms under construction in 2019 was 59km, up from 35km in 2018\. This will increase over the next decade requiring operators to rethink Search and Rescue (SAR) provision. **Innovation** OSS are developing the world's first remotely operated SAR service, known as Safety Net, for Offshore Wind (OW) farms and the wider blue economy in partnership with Chartwell Marine (naval architect), Ocean Infinity (remote operations), ORE Catapult (test and demonstration) and Orsted (end-user). The service reduces emergency response times to incidents at sea, whilst keeping rescuers out of harm's way. **Objective** Safety Net Phase II is the continuation of an iUK funded project ending in June 2021; Safety Net: Unmanned SAR (Phase I), which is developing an Unmanned Rescue Vessel (URV) concept. This follow-on technology development project aims to design, build and test a full-scale prototype URV along with low latency communications for over the horizon remote operations capability.

VISION To develop Safety Net, a resident marine based autonomous search and rescue service that will enable three significant changes in the design and operation of offshore wind farms to improve safety and profitability. Change 1: Provide 24/7 rapid emergency response for offshore wind farms that reduces casualty recovery time frames helping to save lives at sea. An unmanned solution eliminates the need for a secondary manned vessel to provide emergency response onsite, reducing the number of technicians required to work offshore which reduces the overall risk profile and the risk of COVID-19 transmission between personnel. Change 2: Enable offshore wind farm layout optimisation to improve the profitability of offshore wind farms. A resident marine-based search and rescue service removes the constraint of helicopter search and rescue which requires sites to be built in grid patterns. Change 3: Enable helicopter only operations for rapid repair/breakdown response. Current guidance requires a secondary means of rescue within 30 minutes of a helicopter in the event of an emergency. Safety Net would cover this requirement enabling helicopters to deploy without backup vessels. OBJECTIVES/ FOCUS This project will bring the partners together required to develop a turn key search and rescue service. The partners will be integrating several state-of-the-art technologies with high TRL values and applying these in a novel manner. Working with our technology partners the key objectives are: * Create a machine learning / Artificial Intelligence (AI) solution to save lives. Employing input from both aerial and onboard multispectral sensors the solution will:- Autonomously navigate all deployed assets to the casualties, identified by location beacon or VHF DR. * Identify the signature of one or more casualties in the water. * autonomously manoeuvre assets, according to prevailing conditions, Collision Regulations and casualty location to a position where the casualty can be recovered * Employ the novel Casualty Conveyor Rescue System to recover conscious or unconscious casualties from the water to a place of shelter where their needs can be remotely assessed. * Employing a data solution, to communicate sensory and multispectral data from both aerial and surface assets to a Remote Operations Centre. The solution must provide primary low latency, high capacity bandwidth from a moving asset in multiple degrees of freedom * Employing 5G and fiber optic networks to provide secondary resilient communication via mobile assets and the Launch and Recovery System (LARS) base stations. By developing, testing and integrating these technologies we aim to offer the worlds first offshore autonomous marine based search and rescue service, helping to save lives at sea and build the wind farms of the future.