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By Dave Lee, Executive Director at e1 Marine and VP of Innovation & Technology at Maritime Partners Shipping's energy transition is moving from ambition to implementation, and that is where the real complexity begins Electrification is increasingly central to how vessels, ports and shipyards approach decarbonization. As of mid-2025, slightly more than 1,000 battery-equipped vessels were operating globally, with roughly 550 more on order. But the market is not moving towards one uniform all-electric model: around 65% of those vessels are hybrids, about 17% are plug-in hybrids and around 17% are fully electric.1 Batteries, fuel cells, shore power and hybrid propulsion are not separate technology pathways. They are parts of the same energy architecture, one that must match power demand, operational profile, fuel availability, charging access and local grid capacity. Electrification does not remove the need for energy; it changes how that energy is stored, generated, managed and delivered. Battery-electric systems make sense in the right applications. For short, fixed routes with reliable charging and modest energy demand, they offer a clean route away from diesel. But many vessels need longer range, higher endurance or greater operational flexibility than battery-only systems can provide. Ports face a similar squeeze: shore power depends on reliable electricity being available where vessels need it, while cargo handling equipment, drayage vehicles and battery banks inside the port fence are electrifying faster than fixed grid infrastructure can always support. This is where methanol-to-hydrogen has a role to play. At e1 Marine, our focus is on generating fuel-cell-grade hydrogen from methanol and water, onboard or onsite, on demand. Rather than storing large volumes of compressed or liquefied hydrogen, our reformers use methanol as a liquid hydrogen carrier and produce hydrogen where it is needed, ready for use with PEM fuel cells to power propulsion, auxiliary loads, hotel loads, port operations and battery charging. Methanol is not a detour from electrification. It is one of the ways electrification becomes practical where range, infrastructure and power availability remain real constraints. Electrification needs more than batteries A battery-electric vessel depends on the battery, the charging infrastructure, the grid connection and the operating profile all working together. Where that alignment does not exist, operators need another way to deliver clean electrical power without returning to diesel generators. Fuel cells can play a complementary role, generating electricity from hydrogen with zero NOx, SOx and particulate emissions at the point of use. Their adoption has been constrained by the difficulty of supplying hydrogen where it is needed: compressed hydrogen requires high-pressure storage, liquid hydrogen requires cryogenic handling, and both demand supply chains that are not yet available at the scale maritime needs. Methanol changes the order of the problem. It is already handled as a liquid fuel, stored at ambient conditions and reformed into hydrogen at the point of consumption. That creates a bridge between today's fuel logistics and tomorrow's electrified vessel and port operations. Closing the battery range gap One of the clearest use cases is range extension. Battery-electric vessels are limited by energy density. For short harbor or inland operations, that may not be a problem. For workboats, explorer vessels and marine leisure craft that need longer runtimes or more flexible operating profiles, it quickly becomes one. A methanol-to-hydrogen reformer can sit at the center of a range-extender architecture. The vessel still uses batteries, but the reformer and fuel cell provide onboard generation to recharge or support them during operation, underway or at anchor, making battery-based systems more useful where energy density, runtime or charging access would otherwise limit adoption. Fuel cells need a practical hydrogen source Fuel-cell deployment has moved past small-scale demonstrations. Projects like the 360 kW Sea Change ferry in the United States and China's 500 kW Three Gorges Hydrogen Boat No. 1 proved the concept could work at sea. The scale has since shifted: Torghatten Nord's 6 MW PEM fuel-cell order for two Norwegian ferries signals fuel cells now being procured at commercial propulsion scale, not just tested at it. 2 The priority is no longer proving that fuel cells can provide marine power, but ensuring hydrogen can be supplied safely, reliably and practically in service. e1 Marine's core technology is the reformer. The S-Series and M-Series generators convert methanol and deionized water into high-purity hydrogen for fuel-cell power. The S-Series supports smaller-scale applications, including 1-10 kW power solutions and range-extender use cases, while the modular M-Series can support megawatt-scale fuel-cell propulsion and auxiliary power. e1 Marine does not need to own every part of the electrified powertrain. Our reformers produce fuel-cell-grade hydrogen at more than 99.97% purity, meeting ISO 14687 requirements, which gives shipyards, integrators and operators flexibility in system design and fuel-cell partner selection. It is a practical form of electrification: a way to use fuel cells without waiting for hydrogen bunkering infrastructure to mature. For projects that need a packaged solution, the M2Power 250, developed with PowerCell, combines e1 Marine's M30 reformer with PowerCell fuel-cell technology in a single onboard unit delivering 250 kW of net power. Reformers, fuel cells and batteries behave differently, and in a hybrid system those differences must be controlled safely and predictably. The M2Power 250 packages much of that integration work into one solution with one interface, giving owners and yards a more straightforward route to methanol-to-hydrogen fuel-cell power. Supporting port electrification The same principle applies onshore. Shore-power capability is only part of the equation: ports also need enough clean, resilient power at the right time and in the right place, and that gap is widening as shore-power requirements expand faster than infrastructure. DNV's analysis found that only 3% of global ports visited by vessels above 5,000 GT currently offer shore-power facilities. Even across the EU, China and California, where regulation and incentives are pushing hardest, the figure rises to only 5%.3 Vessel readiness is ahead of it. For example, by April 2026, 4,136 vessels, nearly 4% of the global fleet of around 116,000 ships, had shore-power connections installed. Vessels, ports and regulators are all moving towards electrified operation, but grid capacity and connection infrastructure aren't always in place when projects need them.4 e1 Marine's port-side systems provide deployable power where grid access is limited, delayed or unreliable. The e-Nomad is a CE and ATEX certified containerized unit that uses methanol-to-hydrogen generation and a fuel cell to deliver up to 140 kW of grid-independent electricity for hotel loads, equipment charging and temporary or remote power. The CPG, or Clean Power Generator, extends the same principle to shore power, charging for battery-electric vehicles, vessels and port equipment, and emergency backup, with each unit delivering up to 250 kW and scalable beyond. This is not an argument against shore power. It is an argument for making port electrification more resilient where permanent connections are unavailable, delayed or insufficient. Making electrification operational Maritime decarbonization will not be delivered by one technology. The task now is to make the systems operational: closing the range gap for battery-electric vessels, giving fuel cells a practical hydrogen source, and helping ports provide clean power where the grid cannot yet deliver it. At e1 Marine, our role is to get hydrogen to work. That starts with methanol reforming, but the purpose is broader: supporting the electrification of vessels and ports by making clean hydrogen available where it is needed, when it is needed. We are already putting this thinking to work on the water, and we will have more to share soon. That is where methanol-to-hydrogen can make the difference: not as an alternative to electrification, but as one of its practical enablers. MarineLink - Batteries at Sea: Not All-Electric, Not Everywhere but Increasingly Essential Enki - PEM Fuel Cell Maritime Pilots, 6 MW Torghatten Nord Order with Power Cell, and 10+ Projects (2021 to 2026) Engine - Shore power infrastructure lags regulatory push – DNV Engine - Shore power infrastructure lags regulatory push – DNV

e1 Marine has become an Associate Member of the International Association of Ports and Harbors (IAPH), strengthening its engagement with the global ports community as the industry works to deliver cleaner, more resilient energy infrastructure. IAPH is the global trade association for port authorities and operators, bringing together approximately 180 port authorities and terminal operators worldwide. It represents the interests of ports within international regulatory and industry forums, including the International Maritime Organization, and provides a platform for collaboration across climate and energy, data, risk and resilience. As an Associate Member, e1 Marine will be positioned to contribute to IAPH’s technical committees, working groups and sustainability initiatives, while engaging directly with port authorities, operators, technology providers and policymakers confronting the practical challenges of the energy transition. Ports are being asked to electrify vessels, cargo handling and wider terminal operations at pace. However, the availability, reliability and cost of grid infrastructure do not always match the speed or scale of this demand. Shore power remains central to reducing emissions from vessels at berth, but ports increasingly also need clean electricity for battery systems, terminal equipment, electric vehicles and resilience-critical operations. e1 Marine develops methanol-to-hydrogen generators and integrated power solutions that produce fuel-cell-grade hydrogen onsite or onboard, on demand. Its containerised systems are designed to provide flexible and scalable power for marine and port applications, including shore power, vessel and vehicle charging, port equipment and backup generation, particularly where grid capacity is constrained, delayed or unavailable. Dave Lee, Executive Director at e1 Marine, said: “Ports sit at the centre of the maritime energy transition. They are being asked to support cleaner vessels, alternative fuels and the electrification of increasingly complex operations, often while working within significant infrastructure constraints. “Joining IAPH gives e1 Marine the opportunity to listen, contribute and collaborate with the organisations tackling these challenges directly. We look forward to sharing our experience in methanol-to-hydrogen power while learning from port authorities and industry partners about the solutions, standards and partnerships needed to accelerate practical deployment. “The transition will not be delivered through one technology or one infrastructure model. It will depend on flexible solutions that complement permanent grid investment and allow ports to begin reducing emissions while longer-term infrastructure is developed.” Through its membership, e1 Marine intends to prioritise engagement with IAPH’s Climate and Energy and Risk and Resilience work, supporting wider industry collaboration on deployable clean power, alternative fuels and resilient port infrastructure.

Reflections from Advanced Maritime Technology 2026, including e1 Marine’s joint presentation with PowerCell Group on integrated methanol-to-power by Dave Lee, Executive Director at e1 Marine. Advanced Maritime Technology 2026 There were not many fuel cell companies on the floor at Advanced Maritime Technology this year, and that’s a current reflection of the market. The technology works. The regulatory pressure to use it is building through the IMO, FuelEU Maritime and the EU ETS, but adoption is slower than it should be due to the lack of current hydrogen infrastructure to support it. Alongside Dr Andreas Bodén, CTO of PowerCell Group, we demonstrated how real progress in new technologies is circumnavigating hydrogen’s infrastructure gaps to bring a proven, practical approach to applying hydrogen-powered fuel cells onboard vessels using methanol as an intermediary. Why we are using methanol to solve a hydrogen problem Most discussions about hydrogen at sea include the current absence of a physical bunkering network. Compressed and liquid hydrogen need dedicated supply chains, dedicated storage and dedicated handling, none of which is in place at the scale shipping needs. Operators are being asked to commit to a fuel they cannot reliably get in the near term. Methanol reframes that narrative. It is a liquid already available at more than 100 major ports worldwide and handled by systems and processes that exist today. e1 Marine's solutions recognise and leverage that reality. Our reformers generate fuel-cell-grade hydrogen onboard or onshore, on demand, from a methanol and water blend, with no high-pressure hydrogen storage required. Vessels carry methanol and make hydrogen where and when it’s needed. That single step removes the part of the hydrogen pathway that is holding everyone else up. What our fuel cell partnership delivers Integrating technologies with PowerCell creates value for customers as well as contributing to progressing the wider systems integration pathway to providing renewable, scaling energy for vessels. Put simply, on its own, a reformer is a hydrogen source, and a fuel cell is a power source. Bringing them together into one packaged system is where the engineering effort usually lands, and that effort normally falls on the shipyard or the integrator. Rather than provide a yard a collection of components to integrate every time, the M2Power 250 takes the hard work away: it combines e1 Marine's reformer technology with PowerCell's fuel cell in a single unit with one interface, delivering 250 kW of net power, zero NOx, SOx and particulate emissions at the point of use, and Approval in Principle from DNV. The yard sees one system to install rather than two technologies to reconcile. That’s the logic that resonates – taking a fuel that is already available, pairing it with clean power generation, and packaging the difficult part so that adoption gets easier and more scalable. The questions we kept getting Three topics came up repeatedly during AMT. These circled around power output, footprint and, “why methanol”. On power, the reality is that we are at the start of a curve, not the end of it. The M2Power 250 is a building block. For example, a newbuild we are supporting uses eight of them for a 2 MW installation, which shows where modular stacking can lead to. On size and integration, the single-unit approach is the answer to the concern, since a proven system is being installed rather than designing one from scratch. Why methanol is the more interesting question, because it is really a question about timing. The marine industry can wait for green hydrogen bunkering to mature, or owners and operators in segments where modular fuel cell power already fits – including ferries, yachts, workboats, commercial vessels, inland and short-sea applications, and port operations – can act now with a fuel that is already in the system and cut emissions amongst other operational benefits, today. e1 Marine’s figures, independently validated by Thetius and mapped against EPA and IMO benchmarks, show a methanol-reformed fuel cell delivering meaningful CO2e reductions (10-27%) against a diesel engine even on grey methanol, rising substantially with green methanol (up to 85%), alongside a near-total cut in local air pollutants. The environmental case does not depend on a clean fuel supply that has not arrived yet and the net impact improves as use scales. Beyond the vessel Our partnership is already working. We have live projects that include a large yacht retrofit in Europe and the multi-megawatt newbuild that I referred to above. We previously participated in a CARB and AQMD-funded port project in California, where our system paired with STAX Engineering's emissions capture barge to support the reduction of NOx, particulates and CO2. The same core methanol-to-hydrogen technology can also be applied ashore, and that is where this goes next. e1 Marine’s containerised port and shore power solutions, alongside PowerCell’s land-side fuel cell systems, extend the same technology pathway into port environments. For ports facing emissions pressure, and in many cases, grids that are years away from supporting cold ironing or electrified equipment at scale, a grid-independent methanol-to-power system provides a deployable option today. Where this goes next If a reader takes one thing away, let it be this: integrated methanol-to-power is deployable today, and it gives many vessel and terminal operators a credible way forward at a moment when many are struggling to find one. The hydrogen infrastructure gap will not close overnight, and PowerCell and e1 Marine are working on marine and port solutions so that operators do not have to wait for it to. Within this we are focused on pushing the systems toward higher power output to meet a wider range of needs. If you would like to talk integration, we’d love to connect. Contact us to discuss at info@e1Marine.com About the speakers: Dave Lee is Executive Director at e1 Marine and VP of Innovation and Technology at Maritime Partners, focused on integrating next-generation power solutions into real-world maritime applications. With over 25 years’ experience across engineering, operations and commercial roles, he brings practical insight to system integration, deployment strategy, and investment decision-making across the maritime energy transition. Dr. Andreas Bodén is Senior Vice President and Chief Technology Officer (CTO) at PowerCell Group. He holds a Master of Science (MSc) and Doctor of Science (PhD) in Chemical Engineering with a focus on fuel cells from KTH Royal Institute of Technology. Over 20 years of international experience in research, development and commercialization of fuel cells – from roles at KTH, CRIEPI (Japan) and Volvo Technology to senior positions within PowerCell Group.

Power systems are being reshaped as sustainability credentials become a prerequisite in purchasing decisions among a younger generation of owners. It raises the question – are there viable alternatives to traditional diesel generators? Across newbuilds and high-end retrofit programs, hybrid propulsion, battery systems, and alternative fuels are mainstream topics in design discussions, particularly as younger buyers prioritize sustainability performance alongside advanced technology1. But while much of the environmental focus falls on propulsion, one of the biggest opportunities for improvement sits with onboard auxiliary power. Three converging issues at anchor Ask any superyacht owner where power consumption really bites, and the answer is rarely passage-making. It is the hours, often days, spent at anchor or in port with air conditioning running through the night, stabilizers engaged, AV systems and lighting in constant use, and full galley and crew services drawing steady load. These hotel loads are almost universally met by diesel generator sets running for long periods in otherwise pristine anchorages and busy marinas, producing the noise, vibration and emissions – NOx, SOx, particulate matter and CO – that owners, crews, regulators, and charter clients increasingly find unacceptable. Three pressures are converging. Owners want a quieter, smoother onboard experience, particularly overnight and at anchor. Regulators and marinas are tightening scrutiny on local air quality, not only long-term carbon targets. And owners investing in premium vessels want solutions that reduce operational risk and avoid locking them into systems that may become commercially or environmentally restrictive. The question for the marine leisure industry is no longer whether to address diesel generator dependency. It is how, and with what. Why hybridization is the baseline, not the destination Industry analysis for 2025-26 consistently identifies hybrid and fully electric propulsion among the key trends reshaping the yacht and boating sector2, driven by emission reduction, fuel savings, and quieter operation. Hybrid yachts – typically diesel-electric or diesel-plus-battery configurations – already account for around 5% of the superyacht fleet, with that share expected to grow by roughly 10% annually in the near term.3 High-profile deliveries are reinforcing the direction. Feadship’s 118.8-metre Breakthrough4, delivered in 2025, combines diesel-electric propulsion with hydrogen fuel cell technology – a meaningful indicator that next-generation power architectures are ready for commercial deployment. But hybrid drivetrains do not necessarily remove dependence on diesel gensets. Batteries support peak shaving and enable short periods of silent running, but when the anchor goes down for a week in the Mediterranean, it is still often a diesel genset providing the bulk of onboard power. That is the gap the next generation of yacht power systems needs to close. Fully electric propulsion works well for smaller dayboats and short-range coastal craft but carrying enough battery capacity to cover both propulsion and hotel loads over extended passages is not realistic for larger vessels. Batteries remain critical, excelling at peak shaving, silent anchorage, and zero-emission operation in sensitive areas, but they do not remove the need for a dependable energy source capable of supporting continuous hotel loads without compromising range or guest experience. The industry needs alternatives that combine the energy density, reliability, and operational flexibility owners expect with significantly lower emissions than diesel generators. This is where methanol-to-hydrogen fuel cell systems are increasingly being recognized as a viable option. From concept to commercial deployment The shift is already visible in leading projects. The Zero.635 long-range explorer catamaran concept, developed by Chartwell Marine and Archipelago Expedition Yachts, uses methanol for both propulsion and a methanol-to-hydrogen fuel cell system supporting house loads, integrated with batteries and solar generation. The design incorporates a dedicated space for up to approximately 300 kW of fuel cell capacity – signaling that designers want flexible, upgradable clean power modules rather than fixed gensets. e1 Marine is supplying methanol-to-hydrogen reformer technology to support PowerCell Group's M2Power 250 system onboard a large yacht, as part of a 0.5 MW retrofit installation announced in April 2026 and scheduled for delivery in 2027. Each 250 kW module integrates e1 Marine's M30 reformer with PowerCell's marine fuel cells to generate hydrogen on demand for clean electrical power. The system is designed to replace traditional diesel while eliminating the need for compressed hydrogen storage and delivering a significantly quieter, lower-vibration onboard environment than conventional generators. It is e1 Marine's second commercial project in the marine leisure and superyacht markets. As Dave Lee, Executive Director, noted: "Larger yacht builders are increasingly looking for practical ways to cut emissions and improve onboard environmental performance without compromising reliability, range, or sailing experience. On-demand hydrogen generation from methanol provides a compelling pathway to do just that." The practical case for methanol-to-hydrogen One of the biggest barriers to hydrogen adoption in marine environments is getting fuel-cell grade hydrogen safely onboard without the complexity and safety concerns of high-pressure or cryogenic storage. e1 Marine's systems address this by generating hydrogen onboard and on demand from a methanol and deionized water blend, producing hydrogen at 99.97% purity, compliant with ISO 14687 for direct use in PEM fuel cells. Methanol is liquid at ambient conditions and increasingly available as a marine fuel, with existing bunkering infrastructure adaptable for supply – avoiding dedicated hydrogen bunkering or high-pressure storage entirely. For space-constrained, safety-sensitive yacht environments, that is a significant practical advantage. Integration is further simplified when methanol is already used for main engine propulsion. In these cases, the fuel tanks, bunkering connections, and ancillary systems required by the reformer are already in place. This scenario significantly reduces the complexity and cost of adding fuel cell auxiliary power and enables methanol propulsion and methanol-to-hydrogen auxiliary power to form a coherent, integrated system rather than disconnected solutions. Due to the size of the methanol-fuelled engines, this approach is more suited to larger yachts, but the advantages are clear and designs like this are being developed now. Third-party lifecycle assessments also show that e1 Marine’s systems can reduce greenhouse gas emissions by 10-27% with grey methanol and by as much as 85% using green methanol compared to diesel, while eliminating more than 99% of regulated local air pollutants including NOx, SOx, particulate matter, CO and hydrocarbons. What comes next The emerging architecture is integrated rather than singular: methanol tanks feeding onboard reformers; fuel cells delivering quiet, low vibration power; battery banks smoothing peaks; reduced diesel backup for redundancy; digital controls optimizing the system in real time. As green methanol supply increases, the same hardware delivers progressively lower lifecycle emissions with no further modification required. Rather than replacing every engine overnight, this is about replacing the right systems first, where the operational and environmental gains are clearest. For many larger yachts, that starts with auxiliary power. Diesel generators have supported onboard comfort for decades, but expectations have changed. Owners now want silence, lower emissions and future-ready vessels that perform without compromise.

On-demand hydrogen generation to support growing demand for cleaner onboard power in the yacht sector   BEND, Oregon, 15 April 2026 – e1 Marine, a leading developer of advanced hydrogen generation technology for the maritime and port sectors, has announced a further commercial project in the marine leisure and superyacht market, supplying methanol-to-hydrogen reformer technology to support PowerCell Group’s M2Power 250 system onboard a large yacht. The installation, rated at 0.5 MW, is part of a retrofit program, with delivery planned for 2027.   The announcement forms part of PowerCell’s 43 MSEK order for the M2Power 250 methanol-to-power platform from a European shipyard. Each 250 kW module integrates e1 Marine’s M30 methanol-to-hydrogen reformer with PowerCell’s marine fuel cells to generate hydrogen on demand for clean electrical power. Designed to replace traditional marine diesel gensets, the integration eliminates the need for compressed hydrogen storage while enabling quiet, low-emission operation. M2Power 250 system   Dave Lee, Executive Director, e1 Marine, commented:  “ This project represents an important milestone for e1 Marine, building on our earlier collaboration with PowerCell and marking our second commercial project supporting the marine leisure and superyacht markets. Larger yacht builders are increasingly looking for practical ways to cut emissions and improve onboard environmental performance without compromising reliability, range, or sailing experience. On-demand hydrogen generation from methanol provides a compelling pathway to do just that, and we’re pleased to collaborate with PowerCell to provide the yachting sector with greater choice of high-performance, lower-emission energy options.”   The project builds on the ongoing collaboration between e1 Marine and PowerCell to deliver fully integrated reformer-fuel-cell solutions for maritime applications through the M2Power 250 system. Within this, e1 Marine’s technology generates fuel cell-grade hydrogen (≥99.97% purity, ISO 14687 compliant) onboard from a methanol-and-water feedstock blend for direct use in fuel cells, producing only water and heat as by-products, with the latter offering potential for recovery and onboard use where appropriate.   Based on third-party lifecycle assessments, e1 Marine’s methanol-to-hydrogen systems can deliver significant greenhouse-gas emission reductions compared with conventional marine diesel – from 10-27% with grey methanol to as much as 85% using green methanol – alongside reductions of more than 99% in regulated local air pollutants such as NOx, SOx, particulate matter, CO and hydrocarbons.   Richard Berkling, CEO, PowerCell Group, said:   “The order confirms market interest in our methanol-to-power platform. The M2Power 250 offers shipowners a practical way to reduce emissions in existing vessels and supports the accelerating shift toward cleaner auxiliary and propulsion power.”   e1 Marine’s methanol-to-hydrogen systems are designed to generate hydrogen onboard and on demand, making them well-suited to larger yachts and leisure vessels seeking flexible, lower-emission solutions that integrate within existing fuel and storage arrangements. Because methanol is a liquid at ambient conditions and increasingly available as a marine fuel, it enables the benefits of hydrogen fuel-cell power without relying on dedicated hydrogen bunkering or high-pressure storage. The same technology can also support applications across workboats and short-sea vessels under 2,000 GT, port and terminal equipment, and as a containerized, grid-independent source of clean energy for ports and yards.   Lee added : “ One of the key strengths of methanol-to-hydrogen reforming is its versatility. This project shows how the technology can meet the specific operational and experience-driven demands of larger yachts today, while also offering a scalable pathway that can support other maritime segments as decarbonization progresses .”

As e1 Marine continues to scale its methanol-to-hydrogen technology from concept validation to commercial deployment, the strength of its technical leadership is critical. As such, we are pleased to welcome Tom Murrell to the team as Director of Engineering, bringing more than 15 years of experience across the marine and defense sectors.   In his role, Tom leads the strategic development and commercialization of e1 Marine’s methanol-to-hydrogen systems, with a clear focus on engineering robustness, scalability, and real-world operability for marine and port applications.   Commenting on the appointment, Dave Lee, Executive Director at e1 Marine, said:  “ Tom’s appointment comes at a pivotal moment for e1 Marine, as the company advances commercial projects, partnerships, and early deployments of our methanol-to-hydrogen systems. His experience leading complex engineering programs, combined with a strongunderstanding of maritime operational realities, will play a key role in supporting the company’s next phase of growth. ”   Tom joins e1 Marine from OSI Maritime Systems, where he served as Manager of Systems Engineering, following senior technical roles at ABB Marine & Ports and Vard Electro. Earlier in his career, he held a range of leadership positions at Babcock International Group, including systems engineering management and combat systems integration roles supporting complex naval programs.   Across these roles, Tom has led multidisciplinary engineering teams, overseen full product lifecycles, and delivered technically demanding projects across both commercial and government-led programs. His experience spans engineering management, systems integration, process improvement, and business development, with a consistent focus on aligning technical performance with end-user needs.   This blend of commercial marine and defense experience brings a systems-led, safety-driven mindset that is particularly relevant as alternative fuel technologies mature and move toward wider adoption. It closely aligns with e1 Marine’s mission to develop scalable, safe, and practical methanol-to-hydrogen solutions that can be deployed where conventional zero-emission options are constrained by grid capacity, space, or operational requirements.   Reflecting on his new role, Tom Murrell, Director of Engineering at e1 Marine, said: “ Joining e1 Marine at this stage is an incredible opportunity to help accelerate the maritime industry’s transition to cleaner energy. It’s an exciting time as we move from concept validation to full commercial deployment. My priority is to ensure our methanol-to-hydrogen technology is engineered for robustness, scalability, and real-world operability – helping the industry achieve its decarbonization goals without compromising safety, reliability, or performance .”   Tom holds a Master’s degree in Systems Engineering for Defence Capability from Cranfield School of Management and a Bachelor’s in Marine Technology from the University of Plymouth. His academic and professional background reflects a consistent focus on translating complex engineering challenges into practical, deployable solutions.   As Director of Engineering, Tom plays a central role in ensuring e1 Marine’s methanol-to-hydrogen technology meets the operational, regulatory, and performance expectations of vessel operators and port stakeholders alike. His appointment reinforces e1 Marine’s commitment to engineering-led innovation, disciplined execution, and credible pathways to decarbonization, with a clear emphasis on manufacturability, certification pathways, and long-term operational reliability in real marine environments.   We are delighted to have Tom on board and look forward to the expertise and leadership he brings as e1 Marine continues to support the transition to cleaner maritime energy. Welcome to the team, Tom!   To learn more, visit  www.e1marine.com  or contact  info@e1marine.com

Reformers will be integrated into each of the eight PowerCell M2Power 250 systems, marking a milestone for the scalable use of renewable hydrogen power in the maritime industry BEND, Oregon, 25 November 2025  – e1 Marine, a global developer of advanced methanol-to-hydrogen generator technology for the maritime and port industries, has received an order from PowerCell Group, a leading provider of hydrogen-electric fuel cell solutions, for eight M30 reformers to support PowerCell’s first commercial sale of its M2Power 250 system.   The order, comprising of one reformer per M2Power 250 system, forms part of PowerCell’s SEK 150 million contract with a major European shipyard for a 2 MW methanol-to-power installation,marking the first commercial deployment of a fully integrated, methanol-reformer-and-fuel cellsolution for the marine market. Delivery is scheduled for 2029 and includes product supply and engineering support.   Each 250 kW M2Power 250 module combines e1 Marine’s M30 hydrogen generator with PowerCell’s marine fuel cell stacks to produce clean, efficient electrical power for onboard systems. Designed to replace traditional marine diesel gensets, the integration also eliminates the need for high-pressure hydrogen storage by generating fuel cell-grade hydrogen directly onboard using a methanol and deionized water blend as feedstock.   e1 Marine’s compact, modular M-Series generators produce hydrogen on demand with up to 80% energy efficiency and minimal environmental impact, generating up to 16.2 kg of fuel cell-grade hydrogen per hour (≥99.97% purity, ISO 14687 compliant). Approved in Principle by Lloyd’s Register, the American Bureau of Shipping, and the Republic of the Marshall Islands Maritime Administrator. When powered by renewable methanol, now rapidly scaling in availability, the system cuts GHG emissions by up to 85% compared with diesel engines while producing zero NOx, SOx, and particulate matter emissions. Together with PowerCell’s fuel cells, this capability underpins the combined M2Power 250 system, achieving energy efficiencythat outperforms conventional internal combustion engines and delivering additional efficiency gains when waste heat is recovered for onboard use.   This development builds on several successful joint initiatives between e1 Marine and PowerCell, including the Hydrogen One project and the ongoing STAX Engineering partnership. These projects helped refine the integration between reformer and fuel cell, ensuring mechanical, thermal, and control systems work seamlessly within the vessel’s existing energy management and safety systems.   Dave Lee, Executive Director, e1 Marine, commented:  “This collaboration brings together two proven technologies in a single, pre-assembled solution that makes integration easier for shipyards and operators alike. By combining our M30 methanol-to-hydrogen reformer with PowerCell’s marine fuel cells, we’ve effectively created a plug-and-play system that eliminates the need for separate onboard integration and reduces system footprint. It’s a streamlined approach that cuts installation complexity, shortens delivery timelines, and ensures consistent performance from the outset.”   Richard Berkling, CEO of PowerCell Group, added:  “With the M2Power 250, we’re taking PowerCell beyond fuel cell electrification, simplifying integration for shipyards and system integrators while accelerating hydrogen adoption in markets where infrastructure is still catching up. Working with e1 Marine’s proven methanol-to-hydrogen technology ensures we can offer customers a complete, reliable, and efficient pathway to decarbonized onboard power.”   Lee concluded:  “PowerCell has quickly become one of the leaders in the marine fuel cellspace, and our ongoing collaboration demonstrates how partnerships built on complementary expertise can accelerate the maritime industry’s energy transition. This is another important step toward scalable, real-world adoption of hydrogen-based power at sea.”   e1 Marine and PowerCell will jointly exhibit at the International WorkBoat Show, 3-5 December 2025, in New Orleans, USA, where they will showcase their latest methanol-to-hydrogen and fuel cell technologies for maritime applications.

Meeting Europe’s 2030 OPS targets will take more than grid connections   While flagship ports like Rotterdam, Hamburg, and Gothenburg lead in Onshore Power Supply (OPS) deployment, most European ports are exploring how they will facilitate the greater use of OPS to meet 2030 FuelEU Maritime targets. High costs, limited grid capacity, and infrastructure delays understandably mean that many ports risk having berths that won’t meet the needs of container and passenger ships.   What is Onshore Power Supply? Onshore Power Supply (OPS), also called shore power or “cold ironing,” allows vessels to plug into land-based electricity while at berth, switching off auxiliary engines. This eliminates most at-berth greenhouse gas (GHG) emissions and air pollutants like NOₓ, SOₓ, and particulate matter.   The EU treats OPS as a central emissions-reduction tool. From 1 January 2030, FuelEU Maritime will require container and passenger ships above 5,000 GT to connect to OPS – or use an equivalent zero-emission technology – at core TEN-T ports. The Alternative Fuels Infrastructure Regulation (AFIR) further compels core and comprehensive TEN-T ports to install OPS by 31 December 2029, while also encouraging flexible, modular, and mobile systems suited to different port layouts and vessel types.   So, are EU ports ready to meet higher onshore power demands? Only 58% of EU ports currently have OPS capability (ESPO, 2024). Even in ports where OPS is available, coverage may be limited to a few berths. Large, multi-berth installations are generally concentrated in Tier 1 ports, leaving regional and inland facilities underserved.   The barriers are significant. OPS installation costs range from €200,000 to €6 million per berth, excluding the estimated €584 billion needed for EU-wide grid upgrades. Many urban ports compete for electricity with other sectors – from housing to heavy industry – in grids already stretched by electrification. Power allocation can shift during seasonal peaks, extreme weather events, or emergencies, creating uncertainty for planners.   Grid expansions can often take five to 15 years due to the time required for permits and construction. With the 2030 deadline approaching, some ports will not complete upgrades in time. Without alternatives, vessels calling at these locations risk being unable to comply, potentially facing fines or operational disruptions.   What happens when OPS isn’t available? FuelEU Maritime allows “equivalent zero-emission technologies” where grid-based OPS is not an option. This is crucial for smaller ports without high-capacity grid connections, mixed-use terminals where OPS isn’t installed at every berth, and in locations where simultaneous high-load demands could overload the grid.   In such cases, relying solely on grid expansion is impractical. High upfront capital requirements, competitive electricity pricing pressures, and complex regulatory processes can further delay projects. The 2025-2034 Shore Power Market report  notes that while fixed systems dominate installations, mobile and modular solutions are emerging as an important niche – providing the flexibility needed when permanent OPS is unfeasible.   How do methanol-to-hydrogen systems compare to OPS? e1 Marine’s containerized methanol-to-hydrogen generators deliver OPS-equivalent performance without grid dependency. They produce fuel-cell-grade hydrogen on demand using methanol and water to generate clean electricity, and can be deployed in months, not years – without major grid upgrades or substations.   Local air quality improvements are also significant. An independent study by Thetius  demonstrated that our technology can deliver a 10-27% GHG reduction with grey methanol, ~50% with a green/grey blend, and up to 85% with green methanol alongside over 99% reductions in NOₓ, PM, CO, and hydrocarbons compared to diesel.   Mobile and modular by design, these units can power vessels at berth, charge battery-electric ships, run hybrid cranes and reefer units, or serve as backup power during outages. They also integrate into port microgrids, improving resilience against grid disruptions.   Closing the readiness gap The fastest path forward is a hybrid strategy: install fixed OPS where funding and grid capacity exist, and deploy modular systems to cover smaller ports, underserved berths, and transitional needs. This approach ensures compliance, maintains service continuity, and delivers emissions reductions now – even when infrastructure projects overrun budgets or timelines.   e1 Marine’s technology is not designed to compete with or replace traditional OPS – it’s built to complement it. Collaboration, not competition, will define the next phase of maritime decarbonization, ensuring all vessel types and port sizes can meet emissions targets.   Final thought OPS will remain a cornerstone of Europe’s maritime decarbonization strategy. Flexibility will determine how widely and quickly emissions fall. It will also shape the customer experience around compliance in ports. e1 Marine’s methanol-to-hydrogen systems give ports and vessel operators a proven, scalable, and cost-effective way to meet regulatory targets without waiting for grid expansion.   Whether installed onboard smaller vessels, recharging hybrid port equipment, or supplying grid-independent OPS, these systems are helping close the readiness gap – while future proofing operations for a zero-emission maritime future.   Want to learn more about how we’re enabling clean power for ports and vessels across Europe? Contact us  today

e1 Marine has announced the addition of two new colleagues to its engineering team, reflecting the company’s continued growth and commitment to accelerating the maritime industry’s transition to cleaner energy. Kevin Andersen has joined as Director of Systems Engineering, while James Mullerleile has been appointed Mechanical Design Engineer.   Kevin Andersen will oversee product commercialization and lead the development of integrated methanol-to-X solutions for the marine and ports industries. With more than a decade of experience in hybrid-electric power systems integration, he brings a multi-disciplinary and systems-oriented perspective, alongside a strong track record in advancing clean technologies. His career includes leadership roles at ABB, serving as Global Solution Manager, and Technical Solutions Engineer at Vard Electro Canada, as well as senior engineering positions at Seaspan Vancouver Shipyards, where he contributed to Canada’s National Shipbuilding Strategy. He also supported tidal turbine development at New Energy Corporation.   Andersen holds both a Bachelor of Engineering and a Master of Applied Science in Mechanical Engineering from the University of Victoria and is a registered Professional Engineer in British Columbia, Canada. His combination of technical expertise and commercial insight will play a key role in supporting e1 Marine’s growth as a leader in methanol- and hydrogen-based solutions. James Mullerleile joins e1 Marine as a Mechanical Design Engineer, supporting the development of methanol-to-hydrogen power systems that enable zero-emission marine operations. With over five years of experience across design, testing, and manufacturing, he brings a systems-driven approach to delivering reliable equipment from concept through to production.   Prior to joining e1 Marine, Mullerleile was a Mechanical Design Engineer at RIX Industries, where he worked on high-pressure, oil-free gas compression systems for hydrogen, nitrogen, and oxygen. His role spanned the full product lifecycle, from performance requirements and design validation to prototyping and production support. His work emphasized practical engineering, close collaboration with manufacturing teams, and delivering cost-effective solutions in highly regulated environments.   Commenting on the appointments, Dave Lee, Executive Director of e1 Marine, said:  “ Kevin and James are already making an impactful contribution to e1 Marine. Their expertise and passion for innovation are invaluable as we accelerate the development of practical, scalable solutions to support the maritime industry’s transition to using cleaner energy to power vessels and port operations. As we continue to grow, expanding our team with such highly skilled professionals will strengthen our position at the forefront of methanol-to-hydrogen technology development. ”   These appointments demonstrate e1 Marine’s ongoing momentum in developing scalable, flexible, and practical technologies that support decarbonization and a cleaner future for shipping, underpinned by a growing team of passionate, highly skilled professionals.

Key technologies and operational strategies to reduce carbon emissions in the workboat and tugboat sector The Elliott Bay Design Group-designed methanol-fueled towboat M/V Hydrogen One. Photo: Elliott Bay Design Group As maritime regulations tighten and port decarbonization initiatives accelerate, workboat operators face growing pressure to cut emissions without compromising operational flexibility. From hybrid-electric propulsion to shoreside power and fuel innovation, here are five essential considerations for emissions reduction across the workboat fleet, along with practical examples already in motion.   What fuels work best for hybrid or zero-emission systems? Fuel choice is the foundation of any low-emission strategy. While battery-electric propulsion may suit short-haul or passenger vessels, workboats operating in inland or coastal settings often demand greater range, energy density, and bunkering simplicity.   Methanol is emerging as a promising candidate. It’s already available in over 125 ports worldwide and is compatible with existing infrastructure. When reformed into hydrogen onboard, it becomes a clean fuel source for PEM fuel cells without the need for high-pressure or cryogenic storage. Methanol’s global availability, growing renewable production capacity, and compatibility with existing maritime logistics make it one of the most accessible near-term fuels for decarbonization.   e1 Marine’s methanol-to-hydrogen reformers generate fuel-cell-grade hydrogen onboard and on demand, eliminating the need for complex hydrogen bunkering or storage. This fuel supply solution enables efficient integration into hybrid-electric or fuel cell propulsion systems across a range of vessel types.   Why do vessel size and power profile matter? Workboats are not one-size-fits-all. Vessels under 2,000 GT, such as tugs, towboats, and inland craft, typically require hotel loads in the 50-150 kW range, much lower than the multi-megawatt demands of cruise ships. Yet they still demand high torque, rapid acceleration, and consistent energy delivery, especially when operating in dynamic port or inland environments.   However, smaller vessels are also constrained in terms of available engine room and deck space, meaning retrofits must be lightweight and space efficient. This makes them poorly suited to pure battery propulsion or large OPS connections which are often oversized for these requirements. That’s where compact, lightweight onboard generation systems come in.   e1 Marine’s  M-Series and S-Series reformers  deliver flexible onboard hydrogen production for vessels with limited space. When paired with fuel cells, batteries, and energy storage, these systems can support zero-emission hotel loads and hybrid propulsion, either underway or at berth, without compromising vessel layout or payload.   How far can you go between refuelling?  Unlike large ocean-going ships, workboats typically operate on shorter, regionally defined routes, but they still need dependable energy for extended operations. Energy systems must be optimised for range, refuelling simplicity, and operational uptime, especially in areas with limited bunkering infrastructure.   Hydrogen One - a towboat currently under development by Maritime Partners - is a prime example of this model in action. Powered by e1 Marine’s onboard methanol reformers, the vessel uses hydrogen generated on demand to feed PEM fuel cells, which work in tandem with battery energy storage to deliver fully electric, zero-combustion propulsion.   With a range of over 550 miles between refuelling stops, Hydrogen One is designed for inland waterway operations such as the Mississippi River system. The project demonstrates the real-world viability of modular hydrogen systems designed around workboat operational profiles.   What if the port doesn’t have shore power? Onshore Power Supply (OPS), or cold ironing, is often prioritised for cruise ships or large container vessels with multi-megawatt power demands. But many smaller terminals, especially those servicing workboats, lack the grid capacity to support full-scale OPS installations. In fact, the European Sea Ports Organisation (ESPO) has cited grid limitations and permitting delays as the most common barriers to OPS rollout.   This presents a major operational risk for all-electric vessels that depend on shore power to recharge. Without guaranteed grid access, these vessels may face delays, reduced service availability, or the need to revert to auxiliary engines - undermining emissions gains and commercial reliability.   Rather than waiting for grid-based infrastructure to catch up, e1 Marine’s solution brings clean power generation back onboard the vessel. By converting methanol into hydrogen onboard, vessels can generate clean electricity for hotel loads and propulsion without relying on limited or congested grid infrastructure.   This not only enables compliance at berth without cold ironing but also reduces strain on the grid, allowing ports to prioritise fixed grid power for larger vessels while enabling smaller ships to operate independently. It’s a flexible, scalable way to relieve infrastructure pressure while accelerating emissions reductions today.   How can operators stay compliant as rules evolve? From FuelEU Maritime to the IMO’s proposed carbon pricing mechanism, regulatory pressure is rising fast, even for smaller vessels. Offshore and general cargo ships between 400-5,000 GT are already required to report emissions under the EU MRV, and their inclusion in the EU ETS is under review for 2026. That means workboat operators must start planning now for a more tightly regulated operating environment.   e1 Marine’s onboard methanol-to-hydrogen systems offer a practical path to near-term compliance without waiting on portside infrastructure or emerging fuel supply chains. By generating hydrogen onboard using methanol, a fuel already approved by the IMO and widely available at scale, operators can immediately reduce GHG and pollutant emissions in line with regulatory targets. Emissions reductions independently validated by  Thetius  showed 10-27% GHG reduction using grey methanol, around 50% with a green/grey blend, and up to 85% with green methanol, alongside a 99%+ reduction in NOₓ, PM, CO, and hydrocarbon emissions compared to diesel engines.   Because these systems are modular, compact, and scalable, they fit within the constraints of smaller vessels while aligning with evolving international rules. Importantly, they also provide a future-proof foundation: as renewable methanol becomes more accessible, the same system architecture can be used to meet stricter carbon intensity thresholds and zero-emission requirements - without costly redesigns or retrofits.   Final thought Decarbonizing the workboat sector requires practical, scalable systems that work in diverse operational environments. From fuel sourcing and vessel design to infrastructure and compliance, every decision shapes the path toward zero emissions.   e1 Marine’s reformer technology is not a propulsion system in itself, but a clean, reliable fuel solution that enables hybrid and electric propulsion across a diverse range of workboats. Alongside partners, e1 Marine is helping the sector move beyond concept and into action.

By Dave Lee, Executive Director, e1 Marine     The U.S. maritime sector is under growing pressure to reduce emissions in ports. State-level regulations are tightening. Public awareness of environmental impacts is increasing, and coastal communities - home to millions affected by air pollution - are demanding cleaner, more sustainable solutions.     Furthermore, regulatory measures like the California Air Resources Board’s (CARB) At-Berth Regulation and the European Commission’s Green Deal signal a global commitment to port decarbonization. Yet, achieving this transition remains a logistical, financial, and technical challenge.    The limitations of traditiona l shoreside power   Cold ironing - a process where ships connect to the local electrical grid while docked - has been promoted as a solution to cut emissions. Although this approach is effective in theory, many U.S. ports lack the necessary electrical capacity or face grid reliability issues.     Additionally, installation costs and business case concerns limit adoption. The European Sea Ports Organisation (ESPO) has identified infrastructure costs and insufficient grid capacity as major barriers. Even where shore power is available, the cost of plugging in remains too high for many ship operators.     Traditional shoreside power alone cannot meet the demands of a rapidly evolving industry. An alternative is needed - one that is scalable, cost-effective, and immediately deployable.    A new approach: methanol-to-hydrogen for shoreside power   At e1 Marine, we believe in finding pragmatic solutions that address today’s challenges while laying the groundwork for a cleaner future. Methanol-to-hydrogen power generation offers ports a flexible, resilient alternative to diesel-powered auxiliary engines without requiring extensive grid upgrades.     This solution offers a highly effective way to deliver shore power for hotel loads on vessels up to 2,000 GT and facilitates in-port applications such as hybrid cranes and drayage equipment. By deploying e1 Marine’s modular, containerized power systems, ports can reduce grid strain and ensure that their available electrical capacity meets the demand for megawatt shore power, ultimately enhancing operational efficiency and sustainability.     Methanol serves as an efficient hydrogen carrier, addressing storage and transport challenges that have slowed hydrogen adoption. Instead of relying on external hydrogen supplies, e1 Marine’s system generates fuel-cell-grade hydrogen on demand, reducing the need for high-pressure storage and costly distribution networks.    With methanol available at over 125 ports worldwide, e1 Marine’s on-site hydrogen generation system produces clean hydrogen with only water vapor and heat as byproducts. Compared to diesel engines, this process cuts EPA-regulated emissions by 99%, including nitrogen oxides (NOx), particulate matter (PM), hydrocarbons (HC), and carbon monoxide (CO), dramatically improving air quality in ports.     Depending on the feedstock, greenhouse gas emissions can be reduced by 10-27% with grey methanol, 50% with a green/grey blend, and up to 85% with green methanol.    Regulatory engagement and standardization    As with many emerging technologies, new standards must evolve alongside innovation. Significant advances have been made, but it is still a work in progress. For example, over the past 18 months, e1 Marine has worked closely with the U.S. Coast Guard to develop a regulatory framework for vessels using methanol reforming technology with fuel cells and batteries. This led to the approval of a Design Basis Agreement (DBA) - a crucial milestone for integrating methanol-to-hydrogen technology into commercial operations.    e1 Marine is also collaborating with class societies to develop and then meet safety and performance standards. Essentially innovators are working with stakeholders to write new frameworks to help create the future scalability of solutions.      However, a key barrier to adoption remains the lack of uniform standards for system integration. Shore power solutions must align with regional regulatory differences, voltage requirements, and operational demands. e1 Marine’s modular, scalable system is designed to be utilized across various vessel types and port conditions, offering a practical, adaptable approach while broader power-systems infrastructure is still in development across ports.    Driving the transition    At e1 Marine, we’re not just discussing solutions, we’re implementing them. Our partnership with STAX Engineering, funded by CARB and South Coast AQMD, exemplifies how collaboration can drive meaningful change. This project involves integrating methanol-to-hydrogen technology with STAX’s emissions capture and control systems, providing a model for ports seeking new ways to power operations and reduce emissions.    This shift is about more than compliance. Ports need power solutions that are sustainable, resilient to fluctuating grid capacity, and adaptable to extreme weather conditions. By enabling ports to deploy scalable, containerized power solutions without overhauling infrastructure, e1 Marine is driving the transition to cleaner shoreside operations.    The time to act is now. The operational jigsaw is taking shape, but progress depends on collaboration and rethinking traditional approaches to implementing innovations. By working together, ports, regulators, and industry stakeholders can build a smarter, more sustainable maritime future, one where ports lead the way in cleaner operations.

As passenger vessel traffic increases and new electrified vessels come into service, the demand for reliable shore power grows, pressuring ports to expand infrastructure while reducing emissions. The EU mandates that by 2030, all container and passenger ships over 5,000 gt must connect to shore power at Trans-European Transport Network ports. However, scaling grid-based shore power systems to meet energy demands is challenging due to high costs and grid capacity limitations. Large passenger vessels require significant power while docked, straining the system. Smaller vessels, with more modest power needs, can benefit from alternative solutions like methanol-to-hydrogen reforming. This technology generates hydrogen onsite, reducing emissions without relying on the grid. It offers a practical solution for smaller vessels and can be used as a containerized shore power system or installed onboard. Methanol-to-hydrogen reformers eliminate 99% of EPA-regulated pollutants and reduce greenhouse gas emissions by up to 85% with green methanol. This approach can ease grid demand and optimize shore power use, but policy needs to support flexible, modular solutions for smaller vessels. The maritime industry must adopt scalable alternatives quickly to meet decarbonization targets by 2030. Read more at Scaleable Shore Power for Passenger Vessels