70 Mw of baseload Generation with 25% maximum demand duty 30 minutes, via internal generator cooling , 150 m long 43 m wide , bouncy 30 tons , payload 12 tons including fluid , 2 x 2 MW electric pods drives (1 for safety and maneuvering front and rear, Anti-slosh baffles, surge tanks and compliant accumulators, Can be configured to act as a tug , or as a power barge connected to land utilities , Carbon Fiber construction of Barge and GIH units , Can use sea water as the fluid.

Enviromental Savings  --- 239,000–271,000 t CO₂/year per ship 

Using a Panamax as an example 

Assumptions

• Displaced fuel SFOC: 0.185–0.210 kg/kWh (typical marine aux/prop engines)
  
  

• CO₂ factor (marine distillate): 3.206 t CO₂ / t fuel
  
  

• 1 MW running continuously ⇒ 24 MWh/day
  
  

CO₂ savings per 1 MW (continuous)

• Fuel avoided/day: 24,000 kWh × 0.185–0.210 = 4.44–5.04 t/day
  
  

• CO₂ avoided/day: 14.2–16.2 t/day
  
  

• CO₂ avoided/year: ~5,200–5,900 t CO₂/year (per 1 MW)
  
  

Scale to a Panamax use-case

• Aux-only 3 MW: ~15,600–17,700 t CO₂/year
  
  

• Aux-only 6 MW: ~31,200–35,400 t CO₂/year
  
  

• Full ship load ~46 MW (hypothetical): ~239,000–271,000 t CO₂/year
  
  

Solving the Shipping Industry dilemma 

Towed 70 MW Power-Barge Concept — Executive Summary

Concept: A shallow-draft power barge carrying fitted with a 70MW GIH system (Panamax needs about 45MW) . While underway the barge supplies continuous propulsion-assist and auxiliary power via high-voltage umbilical(s). For harbour entry the barge is decoupled and the ship operates on a single onboard 5 MW pod (hotel/aux only) to handle manoeuvring and harbour loads.

Key benefits

• No cargo penalty for the ship (power offloaded to barge).
  
  

• Rapid deployment and reuse across vessels and routes.
  
  

• Scalable: add/remove pods to match route demand.
  
  

• Shore-side charging / barge refuelling/logistics centred on a single hub.
  
  

• Big emissions reductions at sea and in-port, especially for short-sea and feeder trades.
  
  

High-Level Specs & Ops Mode

Pod spec (example): 70 MW continuous, closed-loop GIH unit; compact; integrated PCS, step-up, and controls; liquid-cooled turbines; modular maintenance doors.
Barge payload examples:

• 20 MW nominal (useful for medium feeder assist)
  
  

• 40 MW (heavier assist / small liner support)
  Ship-side: 1 × 5 MW onboard pod for port entry + redundancy.
  
  

Electrical interface:

• Bar to ship via high-voltage umbilical (e.g., 6.6 kV or 11 kV) with wet-mate couplings or quick-mate plugs at sheltered transfer points.
  
  

• Synchronising switchgear aboard ship for auto-paralleling and load-share.
  
  

• Emergency quick-disconnect and safe isolation features.
  
  

Operational modes:

• Transit-coupled: barge supplies propulsion assist + hotel loads; ship gensets in standby.
  
  

• Decouple & harbour: barge loiters / docks; ship uses onboard 5 MW pod + maybe one genset for redundancy.
  
  

• Hybrid charging: barge recharges/store energy from shore or uses its own GIH pods for internal balancing.
  
  

Example Savings (illustrative, conservative)

Scenario: Barge with 20 MW continuous assist for a 24-hour leg

• Energy/day = 20 MW × 24 h = 480 MWh/day
  
  

• Fuel avoided/day = 480,000 kWh × 0.185 kg/kWh ≈ 88.8 tonnes fuel/day
  
  

• CO₂ avoided/day ≈ 88.8 t × 3.206 ≈ 285 t CO₂/day
  
  

(Scale linearly: 40 MW ≈ 570 t CO₂/day avoided.)

Key Engineering & Commercial Considerations

Mechanical & naval

• Barge hull: shallow draft, bow/stern towing padeyes, mooring arrangements, motion dampers for umbilical stability.
  
  

• Pod mounting: anti-vibration skids, sea fastening, access for maintenance.
  
  

• Tug and tow plan: certified tugs, escort rules in constrained waters.
  
  

Electrical & controls

• High-voltage umbilical design (cable sizing, flex rating, wet-mate connectors).
  
  

• Protection, synchronising relays, black-start and islanding modes.
  
  

• Cybersecurity for control links and secure remote monitoring.
  
  

Safety & environment

• Fire detection + suppression, spill containment for working fluids if non-water, and watertight compartmentalisation.
  
  

• Noise and visual mitigation when alongside ports.
  
  

• Compliance with Class (ABS, DNV) and flag-state rules for towed assets.
  
  

Operations & business model

• Lease/operate model (barge owned by ESC or JV; paid per MW-hour supplied).
  
  

• Shared-service model across shipping lines calling a regional hub.
  
  

• Bar staging and rotation: one barge per hub, multiple tugs for deployment.
  
  

• Maintenance hub: scheduled swap-out of pods for minimal downtime.
  
  

Commercial risks & mitigations

• Umbilical failure → quick-disconnect and local genset fallback on ship.
  
  

• Port permissions & harbour masters → early stakeholder engagement and pilot trials.
  
  

• Weather/towing restrictions → operational windows and tow-route planning.
  
  

Next practical deliverables I can prepare (pick any)

1. One-page investor / owner sell-sheet (diagram + savings table + ops model).
   
   

2. Single-line electrical schematic showing barge-to-ship connection & protection.
   
   

3. High-level cost estimate & simple ROI for a 20 MW barge vs current fuel costs on a chosen route.
   
   

4. Pilot program plan (capex/opex, timeline, permits, stakeholders) for Mauritius or a specific trade lane.
   
   

Integrating 1 MW “Power Pods” (12 m / 40-ft containers) on container and cruise ships - Refit or new build 

1) Integration concept (mechanical, electrical, controls)

• Form factor: Each GIH pod fits approximately in a standard 40-ft bay. Use ISO twist-locks + lashing per class rules; keep pod weight and CoG within deck stack limits.
  
  

• Placement: On-deck near existing reefer towers or MV switchroom trunks to minimize cable runs. Reserve two adjacent bays per 4–6 pods for transformer/switchgear access.
  
  

• Electrical:
  
  

  • Pod PCS output: 690 V (or 400–690 V) 3-phase → step-up transformer to ship MV bus (typically 6.6 kV or 11 kV).
    
    

  • Synchronization: synch-check relay, reverse-power and ROCOF protection, IEEE/IEC compliant interlocks.
    
    

  • Selective coordination with existing aux gensets; pods run in parallel with auto load-share (kW setpoints via PMS/EMS).
    
    

• Cooling & services: Closed-loop fluid cools in-pod turbines; HVAC with intake filters for marine environment. Condensate drains, anti-salt fog coatings (C5M).
  
  

• Safety & class: Fire detection/suppression (clean agent), IP-rated enclosures, EMC filters, earthing, A-60 boundaries if adjacent to accommodation. Type approval + FMEA for failure modes.
  
  

• Controls: Pod EMS integrates with ship PMS over Modbus/TCP or IEC-61850 gateway. Modes: At-Berth (hotel), Transit-Assist (aux load), Peak-Shave, Black-Start assist.
  
  

2) Power contribution scenarios

• At-berth (cold-ironing alternative): Hotel loads are typically 1–3 MW for medium/large box ships.
  
  

  • 2–3 pods (2–3 MW) can fully cover hotel load, allowing aux gensets OFF at berth.
    
    

• At-sea (auxiliary/reefer + hotel): Aux loads often 2–8 MW depending on reefer count, treatment plants, etc.
  
  

  • 4–8 pods (4–8 MW) can displace most auxiliary generation while underway.
    
    

• Redundancy/modularity: Pods are hot-swappable at the schedule level; N+1 configuration (e.g., 5 pods for 4 MW demand) keeps uptime high.
  
  

3) Emissions and fuel savings (clear math you can scale)

Assumptions (conservative marine norms):

• Displaced generator fuel use (SFOC): 185–210 g/kWh (MGO/LSFO auxiliaries).
  
  

• CO₂ factor for marine distillate: 3.206 t CO₂ per tonne fuel.
  
  

Per-pod (1 MW) savings:

• Energy per day: 1 MW × 24 h = 24 MWh/day
  
  

• Fuel avoided/day = 24,000 kWh × (0.185–0.210) kg/kWh = 4.44–5.04 t/day
  
  

• CO₂ avoided/day = fuel × 3.206 = 14.2–16.2 t CO₂/day
  
  

4) Practical rollout plan

1. Pilot fit: 2–3 pods on a mid-size feeder; demonstrate full at-berth hotel coverage and partial at-sea aux coverage.
   
   

2. Class approvals: ABS/DNV design review, short-circuit studies, load-flow, harmonic analysis.
   
   

3. Ops playbook: SOPs for mode changes, fault ride-through, and black-start aid; training for ETO/engineers.
   
   

4. Scale: Expand to 6–12 pods on mainline vessels; standardize bay kits (cable trays, MV junction box, cooling air routes).
   
   

Talking points 

• “Each 1 MW pod can cut ~14–16 t of CO₂ per day by displacing auxiliary diesel generation.”
  
  

• “With 4–8 pods, a vessel can eliminate most hotel/aux loads both at-berth and at-sea, slashing fuel burn and emissions without touching propulsion.”
  
  

• “Pods tie into the 6.6/11 kV bus with class-approved protection and auto load-share—no workflow change for crew.”