The Sognefjord, the longest and deepest of the more than 1000 fjords that bite into the Norwegian coastline, is famous around the world for its stunning scenery, but less well-known as a setting for maritime innovation. Yet the ferry that crosses the fjord between the villages of Lavik and Oppedal has earned a special place in maritime history as the world’s first electric ferry for cars.

Since the MV Ampere was launched in May 2015, Norway has emerged as the undisputed leader of the electric ferry industry. More than 80 electric vessels now carry cars and passengers across fjords and between islands along the country’s long and jagged coastline.

Fully electric ferries typically operate over short distances, while hybrid vessels that combine a diesel engine with battery storage are used on longer journeys.

Electrifying Norway’s ferry industry — much like its road network — is made possible by a relatively abundant supply of electricity, almost all of which comes from hydropower and wind.

Ada Jakobsen, CEO of the industry group Maritime CleanTech, adds that a government decision in 2015 for new ferry tenders to require low-carbon technologies where possible has helped turbocharge the sector. “I think that was the key,” she says: tender requirements allow electric ferries to fully harness the advantages bestowed by geography.

Norway has now built an ecosystem around the electric ferry industry, drawing on its traditional strengths in maritime sectors. 

“What distinguishes Norway right now is that we do have actors in the complete value chain, from the public tender, to the ship design, to the system integrator, to the yard, to the operator,” says Ms Jakobsen. 

Going overseas

Although Norway is in the lead, followed by its Scandinavian neighbours, electric ferries are increasingly visible around the world. Lisbon launched its first all-electric ferry on the Tagus river in March, while Paris plans to have electric ferries operating on the Seine in time for next year’s Olympic Games.

Siemens Energy highlighted in a report last year that the average European ferry is 35 years old, meaning that around half of the continent’s ferries will need replacing within the next decade. 

In some cases, going electric clearly makes sense for ferry owners. Scandlines, which operates routes between Germany and Denmark, has ordered what it describes as the world’s largest zero-emissions freight ferry. 

“It is cheaper to operate, so we get some savings,” says Nick Grant, a partner at Igneo Infrastructure Investors, which owns Scandlines. He says that the new vessel will be six times more efficient than a diesel alternative and will require much less maintenance. 

The ferry is currently being built at Cemre Shipyard in Turkey, and is set to enter into service next year. Turkey, where labour costs are far lower than in Norway, has emerged as the hub for electric ferry construction in Europe. Norwegian firms remain key players in designing vessels and in constructing smaller and more specialised ferries.

Edmund Tolo, research and development and sales manager at Fjellstrand, the Norwegian shipyard that designed and built the MV Ampere, notes that building electric ferries comes with challenges, particularly on ferries that travel over greater distances. “For the longer routes, then you need a bigger battery package,” he says. A large battery would be heavier than the fuel used by a diesel vessel on an equivalent route. 

“In some ways, you have to compensate for that extra weight,” says Mr Tolo, adding that this might be achieved by extending the length of the vessel to improve efficiency.

Some ferries that were built with diesel engines have been re-engineered with batteries, but Mr Tolo points out that the extra weight may need to be offset by reducing passenger numbers or lowering the operating speed. 

Emissions critical

Perhaps the greatest challenge for countries seeking to emulate Norway’s success with electric ferries is in finding ways to deliver enough power to port facilities so that vessels can recharge.

Ferries often have tight turnaround times between sailings and electric ferries typically need a very large supply of power to enable rapid charging. “That can be a challenge for some grids in some locations,” says Palemia Field, ferries segment manager at electrification company ABB. 

The problem was apparent when P&O Ferries launched two hybrid vessels on the Dover-Calais route in May. P&O claimed that the ferries, which were ordered in 2019 at a cost of €260m, incorporate a future-proof design so they can become zero-emission vessels in the future. However, fast-charging infrastructure is still not available at either end of their English Channel route. The new ships will have to use diesel engines, storing surplus power in their batteries, until an upgraded power supply makes electrification feasible.

Nevertheless, Mr Field is convinced that momentum towards electrification is unstoppable. He believes the EU Emissions Trading Scheme (ETS), which will be extended to maritime transport next January, will in some ways replicate Norway’s success in using tender requirements to require the ferry sector to decarbonise. 

With a price set to be placed on carbon emissions, “the ETS has really started to change the business cases for a lot of the ferry operators now in Europe”, says Mr Field. Meanwhile, the benefits around reducing noise, pollution and harm to marine life all contribute to greater demand for electrification. “It is safe to say now there is not a ferry being built or designed without some form of energy storage onboard,” he says. 

Back in Norway, Fjellstrand’s Mr Tolo is struck by how the industry has developed at a “speed that nobody anticipated” at the time of the Ampere’s maiden voyage eight years ago. He recalls that the battery used on this vessel had a then-unmatched capacity of 1.2MW, whereas vessels are now being built with batteries approaching 10 MW capacity. “The limitation is normally in our heads and not in the technology,” he says.

This article first appeared in the December 2023/January 2024 print edition of fDi Intelligence

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