• Regulatory bodies are gradually introducing greenhouse emission reductions on vessel operations, with fines imposed for non-compliant fleets.
• Battery powered vessels (fully or partially) address that issue, without the requirement for a high CAPEX & OPEX supply chain to provide alternative biofuels/hydrogen to shore bases quayside.
• A single charge at port will not provide sufficient autonomy for a CTV or SOV to operate fully electrically without burning alternative fuels, so offshore charging infrastructure allows for flexible, fast and safe battery pack deep charging in the field.

• Yes, the 0.5MW to 8MW charger product range enables fast charging of the vessel battery pack during operational idle periods.
• Charge Offshore can assist operators and vessel owners with battery pack and charger sizing assessments, based on expected operational profiles and vessel consumption estimates, to help them choose the best Aquarius product   

• Chargers can be installed on any fixed infrastructure offshore: TP, offshore substation (OSS), dedicated small pile or even decommissioned TP.
• Installation on newly built farms where integration is considered at design stage is straightforward and economical.
• Retrofitting to existing fields is in most cases possible after a short site and integration study. Charger capacity limit will be mostly driven by charge power availability from the asset.
• Standard recommendation is usually 2 chargers per field for redundancy and access optimisation in all possible weather conditions. If installed on an OSS, both chargers can use a common power supply for CAPEX optimisation.

The system has gone through extensive failure mode and effect analyses, and solution robustness has been validated though comprehensive onshore and offshore validation programmes, with key focus on:

• Fully un-manned operations controlled by a vessel bridge crew. No manual handling required or personnel exposed to hazard at any stage of the process.
• Charge cable tension under strict control through redundant passive and active load control mechanisms -  guarantying neither asset, vessel or charge system are overloaded above the design threshold.
• Several levels of manual, automatised and passive emergency disconnection systems will fully release the vessel from the charger in less than 2 seconds, even in full blackout conditions.
• Vessel remains at safe distance and in a “blow away” position from the asset throughout the whole charging process.
• A strict electrical isolation philosophy guaranties that an electrical fault cannot propagate to the asset or vessel systems.
• The charger can be immediately re-connected after emergency release, without the requirement for any maintenance or cleaning.

Yes :

• It can in a standard set up for equipment up to 2.5MW.
• For chargers above 2.5MW, it can be used with the inclusion of an additional voltage step down transformer winding on the asset.

• The on-asset charger design guaranties that equipment remains accessible and clear of the splash zone at all times, minimising OPEX.
• The system is designed for durability, using proven, standard marine-grade gear with main dynamic components that are subject to an intensive fatigue testing programme.
• Routine visual inspection can be performed by the operator’s maintenance team every six months after a simple familiarisation training programme from Charge Offshore.
• Yearly maintenance is performed by a team of two Charge Offshore personnel with regular tooling. All components can be split and re-fitted onsite for easy replacement in case of failure or wear, without requiring a return to shore.

• The system is built in compliance with all relevant DNV and IEC marine codes.
• Key components are DNV-type approved. Type approval for the whole system has been submitted.

• CTVs can connect when able to push on briefly at boat landing (Hs 2m to 2.5m, CTV capabilities dependent).Charge and disconnection have a higher threshold as no push on required.
• SOVs can connect when gangway is able to dock briefly (Hs 3m to 3.5m, SOV and gangway capabilities dependent). Charge & disconnection have higher thresholds limited only by SOV ability to hold station.
• Charger location on asset is optimised to allow for the widest weather-vanning charging sector. This guaranties vessels can maintain a safe “blow away from asset” position in prevailing tidal/wind conditions.

Yes, the charger is supplied from the array network connected to the grid, guaranteeing permanent availability of charge power.

As per classification society requirements, vessels will always have small back up emergency generators able to temporarily charge batteries or provide propulsion and hotel load until charging is possible, or alternatively allow for the safe return to shore base.

• On-asset charger integration requires minimal CAPEX on newly built sites, when interfacing is considered at an asset design stage.
• Licensing is simple as no additional subsea infrastructure is required (cable, anchors, trenching, rockdump). Additionally, charger does not interfere with navigation & does not introduce additional environmental or visual disturbances of any kind.

Yes, all charging operations are monitored and managed live by the operator onshore control room. This includes managing vessel charge booking requests at a particular location, granting access to the vessel for charge, monitoring charge and system sensors, logging all parameters for record, billing and incident analyses.

Yes, Charge Offshore, with 25 years of expertise in delivering marine electrical systems, can design and supply any of the required specific ancillary interface systems for both asset and vessel side. Typically:

• Transformers and protective gear
• Power regulation units to connect to Vessel bus bar
• Switchgear
• PMS and AIS