The battery-powered passenger ship is the future. CRIST can collaborate in innovative projects

Cruise liners are increasingly choosing electric propulsion. The use of battery systems and electric propulsion has become possible with the increasingly improved infrastructure for charging batteries while the ship is in port.

For safety reasons, ships are also equipped with generators that charge batteries during the voyage and provide power to numerous appliances. Galleys, laundries, and especially amusement parks and the thousands of appliances on a passenger ship consume as much electricity as a town. A significant portion of energy is wasted on a passenger ship.

“The results [of a study of a 300-meter passenger ship – MG] show that up to 57% of thermal energy is wasted during sea operations, and the overall system efficiency ranges from 52% (sea mode) to 67% (port mode),” stated Marouane Barbri, Max Zimmermann, Felix Dahms, and Karsten Müller, researchers from the Institute of Technical Thermodynamics, University of Rostock.

They demonstrated that a passenger ship carrying 4,300 passengers could use excess energy to charge its batteries. They believe this would allow for the accumulation of approximately 9 MWh of electricity over a week, supporting maneuvers with electric motors in port.

It should be noted that on a traditional passenger ship, during a sea crossing, “the generator converts approximately 41% of the energy obtained from the fuel into electricity. Approximately 59% exits the propulsion engines as heat,” emphasize scientists from the Institute of Technical Thermodynamics in Rostock.

Energy-Efficient Ships and Ports

Of the generated electricity, approximately 76% is used for propulsion due to the ship’s size and the associated energy requirements for the propulsors. Ship equipment consumes approximately 10%, and hotel services consume approximately 12% of the energy generated on board. This heat is partially recovered in the ship’s heating systems.

Energy consumption of a 300-meter passenger ship. Source: Energy analysis of large cruise ships: case study of thermal and electrical demands and supply during different scenarios, Marouane Barbri, Max Zimmermann, Felix Dahms, Karsten Müller, researchers from Rostock, Energy Conversion and Management: X Volume 30, May 2026, 101651.

“Overall, only about 43% of the thermal energy is recovered, while about 57% is released into the environment. The recovered heat is then supplied to onboard consumers, such as galleys, swimming pools, and the engine room. After meeting these thermal loads, about 55% of the recovered thermal energy remains unused,” the researchers from Rostock note, based on studies conducted on the route from Cologne to several southern Norwegian ports.

The average shore-side electricity demand in EU ports is estimated at 6-13 TWh per year from 2030, according to EUPSA in its latest report, “EU Shorepower Demand 2030+.”

“Accurate estimates of electricity demand in EU ports are becoming increasingly important due to stringent regulations such as AFIR and FuelEU Maritime,” reports “Sustainable Ships.”

Alternative Fuels Infrastructure Regulation – AFIR mandates that 90% of all container and passenger ship calls at TEN-T ports must use shore-side electricity by 2030.

The top-down method, based on MRV data, estimates annual demand at approximately 11.8 TWh. The ICCT estimate is lower, at approximately 5.9 TWh, and is derived from data from the World Ports Index and MRV.

Hybrid Passenger Ship for Arctic Waters

It’s no surprise, then, that shipowners are switching to hybrid passenger ships, based on their own experience and scientific research. Scenic Cruise recently ordered the first in a series of hybrid passenger ships equipped with the Elegance Pod propulsion system designed by Kongsberg Maritime. The Norwegian manufacturer signed a contract with MKM Yachts to supply the hybrid electric propulsion system and equipment package for the expedition cruise ship Scenic Ikon.

The 203-meter-long passenger ship is being built at the 3 Maj shipyard in Rijeka, Croatia. The ship is scheduled to enter service in 2027. The hybrid propulsion system will enable emission-free exploration in environmentally sensitive regions, such as the polar regions.

The ship will be powered by two Elegance 1230 sets, each with a power output of 3,340 kW. These will be permanent magnet electric motors coupled to fixed-pitch propellers. The ship’s speed is provided by variable-speed electric motors.

According to Kongsberg Maritime, the propulsion system is designed to provide low noise, high efficiency, and improved maneuverability compared to conventional systems. The hybrid power system will be supported by an on-board energy storage system. This will power both the propulsion and the passenger service. The bow thrusters, electric drives, retractable stabilizers, and deck machinery will also be Norwegian-built.

Kongsberg Marine will supply an integrated navigation and steering package, including dynamic positioning, maneuvering control, and sonar, as well as automation systems and a power management system.

Halvard Foss, Sales Director at Kongsberg Maritime, said the project reflects the growing demand for cleaner propulsion solutions in the cruise sector.

“Due to the growing demand for electric propulsion and clean sailing, particularly in the cruise market, our systems have been designed to ensure efficiency, maneuverability, and environmental benefits,” emphasized Halvard Foss.

MKM Yachts spokesman Sasa Cokljat said the choice of Kongsberg Maritime was dictated by its technology and experience. “Our cooperation with Kongsberg Maritime is very positive and based on mutual professionalism and trust,” he emphasized. The Scenic Ikon is one of the vessels in the Scenic Cruise series, which expands the fleet with expedition vessels designed for voyages to remote and environmentally sensitive destinations.

Johannes Bade, responsible for the Vision development program at Meyer Werft, noted that “With battery-powered cruise ships, we offer a competitive product that builds on existing technologies. We are opening up completely new possibilities for our customers to operate sustainably and profitably in the long term.”

The ship will be powered by a battery system supplied by Corvus Energy. This battery system was chosen because it can be used on a large portion of typical European cruise routes. It is expected that the electric passenger car will be able to be used on Mediterranean tourist routes, such as the route from Barcelona to Civitavecchia near Rome.

Sea Zero in the Model Basin
Norway has gone even further, conducting tests of Hurtigruten’s next-generation Sea Zero vessel from 2025. These tests have been conducted in SINTEF Ocean’s model basins in Trondheim since last year. Advanced simulations and model tests are evaluating energy-saving technologies such as large sails, counter-rotating propellers, air lubrication, and optimized hull design.

Preliminary results indicate that the project’s goal is achievable in laboratory conditions. Energy consumption is expected to be reduced by 40–50%. The new technologies are expected to enable emission-free operation. The Sea Zero research and development program is being developed in collaboration with Vard and industry partners.

A cluster of 12 business partners and SINTEF Ocean is exploring conceptual designs for the first zero-emission vessel. Hurtigruten CEO Hedda Felin promises: “We are committed to delivering a vessel that will surpass all others in terms of energy efficiency and sustainability within just a few years.” The vessel is expected to sail between Norwegian ports by 2030.

CRIST, a Partner for Innovative Ships
It should be added that CRIST, a long-term partner of Meyer Werft and Norwegian shipyards, builds fully equipped hull sections for shipyards in Germany and Norway. Gdynia shipyard workers also build equipped hulls for shipyards building passenger ships in France and Finland. CRIST supplies complete hulls for exploration vessels to the Norwegian market. The shipyard also has experience and expertise in building electric ships.

These are significant advantages that allow it to engage in the construction of electric passenger ships. It is likely that the Vision project and the Sea Zero vessel will be quickly replicated by other shipyards. It must also be assumed that passenger ports, which mainly operate close to city centers and in protected zones, will require the replacement of traditional ships with electric ships.