38
FOGHORN
FCEV advantage reflects infrastructure disparity plus the 
expense of operating a larger fleet.
FROM THEORY TO PRACTICE
Hydrogen’s Path to Commercialization 
While the KPFF model finds both BEV and FCEV oper-
ation feasible for the NYC Ferry system, and by extension 
similar U.S. operations, more work is needed to move from 
theory to practice. 
Battery-electric propulsion—in both diesel-hybrid and 
battery-alone propulsion systems—has experienced incre-
mental global adoption and some U.S. investment, with a 
sizeable fleet under construction in California.
Hydrogen fuel cell applications in the maritime sector are 
genuinely new. A number of projects are currently under 
development in the United States and abroad, but only one 
FCEV currently operates commercial passenger service in 
the U.S.—Switch’s Sea Change—having received its Cer-
tificate of Inspection from the U.S. Coast Guard in 2024. 
Providing regular commercial passenger service in San 
Francisco Bay, the vessel proves FCEV feasibility without 
operational compromise. 
Commercialization Continues,  
With the “SWITCH-150
Switch’s 150-passenger FCEV, currently under develop-
ment through its NYSERDA Clean Hydrogen Innovation 
Program grant, serves as an opportunity to advance mar-
itime hydrogen regulatory frameworks, articulate clean 
hydrogen fuel supply chains, and engage shipyards and 
operators on construction, commissioning, and operation. 
Switch is positioned to begin construction of the first 
SWITCH-150 in the coming months; the insights from 
construction, commissioning, and operation will result 
drive efficiencies and cost reductions beyond those cap-
tured in KPFF’s study.
WHAT THIS MEANS 
FOR LONG-TERM PLANNING
KPFF’s study does not offer a simple answer to the ques-
FOGHORN FOCUS

View this content as a flipbook by clicking here.