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$2 million contract to build and test a 150-passenger FCEV 
in New York State. Second, the two chosen routes operate 
very differently, revealing where zero-emissions vessels 
perform the best across varying conditions. Third, NYC 
Ferry’s scale and complexity allowed KPFF to model real 
decarbonization costs and performance under the toughest 
conditions they’d likely face.
OPERATING REALITY
Where Each Technology Wins
Before weighing total cost of ownership, it’s important to 
consider how adoption can influence the vessel operating 
profile. When comparing the two zero-emission fleet 
scenarios to the diesel fleet baseline, the two technologies 
(BEV and FCEV) diverge sharply.
Hydrogen FCEVs: One-for-One Replacement
The 150-passenger FCEV developed by Switch and includ-
ed in KPFF’s study includes a hydrogen-electric propulsion 
system designed to align with the performance, range, and 
once-per-day refueling cadence of a comparably sized diesel 
vessel. As a result, FCEVs integrate into existing operations 
on a one-for-one vessel basis—no schedule changes, no fleet 
expansion needed. Refueling infrastructure is flexible and 
requires no permanent port construction. A mobile fuel 
compressor and hydrogen trailers are sufficient to start ser-
vice. Portside hydrogen production or larger-scale storage 
can by layered in to improve costs and efficiency later.
Battery BEVs: Operational Restructuring Required
By comparison, KPFF found that BEVs need multiple 
Sea Change II, is a 150-passenger FCEV developed by Switch Maritime for NYC Ferry.

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