Page 27: of Marine Technology Magazine (March 2025)

he Scripps Institution of deploying and retrieving instruments,

Oceanography is in the midst dynamic positioning with azimuthing of developing a ground- stern thrusters, and advanced sonar and breaking hydrogen-hybrid mapping equipment. “We don’t need

Coastal Class Research Ves- to be fast; we need to be precise,” Ap-

T sel (CCRV). Designed in pelgate notes. The ship’s capability to collaboration with Glosten and support- hold station with minimal movement

DING: ed by Siemens, this will be the ? rst of its is crucial for lowering CTD rosettes, kind, using liquid hydrogen as a primary which gather water samples from vary- fuel source. With the potential to revolu- ing depths over extended periods.

tionize oceanographic research, the ves- Onboard laboratory space will more sel will provide a silent, emissions-free than double that of Scripps’ existing re- platform for scientists while pioneering search vessels, providing scientists with new sustainable maritime technologies. ample room for analysis. Deck space

The journey to the hydrogen-hybrid has also been expanded, a decision in-

CCRV began with planning and collab- ? uenced by the vessel’s future-proo? ng oration among leading naval architects, efforts. Initially designed to run on a regulatory bodies, and industry partners. combination of liquid hydrogen and die- “We selected Glosten in Seattle as our sel, the ship is being constructed with naval architect, and they contracted Sie- additional fuel storage to accommodate mens as their integrator,” said Bruce Ap- methanol in the future. “Methanol pres- pelgate, Associate Director of Scripps ents a viable long-term alternative due

Oceanography. “We also partnered to California’s evolving emissions regu- with the American Bureau of Shipping lations. To make that transition feasible, (ABS) and the U.S. Coast Guard, since we needed additional tank space— the regulatory framework for liquid hy- hence the ship is 10 meters longer than drogen at sea was virtually nonexistent.” its predecessor,” said Appelgate.

Hydrogen has long been utilized in in- dustrial applications, making it a well- THE HYDROGEN-HYBRID

PROPULSION SYSTEM documented fuel source with a strong safety record. However, adapting it for California’s robust hydrogen economy maritime use presented challenges. The made the fuel an obvious choice for team worked closely with regulators to this vessel. “Hydrogen is already used establish safety protocols, achieving across the state in cars and buses, and preliminary approval under the Safety of there’s an established infrastructure

Life at Sea (SOLAS) convention in De- for supply and distribution,” Appelgate cember. With these milestones reached, said. Beyond its environmental bene? ts,

Scripps recently issued a Request for hydrogen-powered propulsion provides

Proposal (RFP) to shipyards. unique scienti? c advantages. “Just like an electric car, it’s incredibly quiet. This means we can meet underwater radiated

FUEL ASIDE,

NG OF

RESEARCH IS ITS CORE noise standards effortlessly, which is es-

At its core, the hydrogen-hybrid CCRV sential for acoustics-based research.” is designed to be a top-tier oceanographic The propulsion system consists of a research vessel. “No matter what the pro- cryogenic liquid hydrogen tank, located pulsion system, it has to be an exception- on the vessel’s upper level, which feeds

OGEN ally capable research ship,” Appelgate into a series of Ballard fuel cells. These said. “Our ships last 40 to 45 years, so we cells convert hydrogen into electricity need to ensure it meets the needs of both to power the ship’s motors, producing current and future scienti? c missions.” only water as a byproduct. The vessel’s

The vessel will be out? tted with cut- six 200-kilowatt fuel cell stacks gener-

VESSEL ting-edge oceanographic technology, in- ate a total of 1.2 megawatts of power. In cluding overboard handling systems for a surprising bonus, the ultra-pure water www.marinetechnologynews.com 27

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