Electric boating does not need a new charging network, says Vision Marine’s CEO

Charging infrastructure is often presented as one of the biggest obstacles to electric boating. Vision Marine’s CEO Alex Mongeon takes a different view: the marine industry already has much of the electrical infrastructure it needs for the influx of electric boats. The immediate challenge is to make better use of it.

The company develops high-voltage electric marine propulsion systems and combines that technology with boat sales, servicing, marina operations and customer support through its Nautical Ventures business. And, it’s taken the commercial decision to design its propulsion systems to work with infrastructure that customers already have access to, including 120- and 240-volt shore-power outlets. The idea is to reduce the need for additional investment prior to electric propulsion. There’s details of its 180E propulsion systems on its website.

Mongeon says that unlike the automotive sector, boats have not had to wait for shore-based electrical infrastructure to emerge. Marinas and private docks have supplied electricity to boats for decades, primarily for onboard systems, appliances and battery maintenance. That gives electric boating a starting point that electric cars did not have.

“Charging infrastructure is not holding back Vision Marine’s technology,” he says. “Many marinas already provide shore power, giving the marine industry a significant advantage and allowing electric boating adoption to progress without requiring a completely new charging network.”

Work with the infrastructure that already exists

The distinction matters because the requirements of a recreational boat are different from those of an electric car, he says.

An electric car may need access to public charging because it is moving between different locations throughout the day. A recreational boat, by contrast, commonly returns to the same marina or private dock and can remain there for an extended period.

That makes overnight charging a practical option for many applications.

“For most recreational boating applications, the existing electrical foundation is sufficient to support adoption [of electric propulsion],” Mongeon says. “Standard marina and private-dock outlets can provide practical overnight charging because recreational boats generally return to the same location and remain docked for extended periods.”

Real question is electrical capacity

That does not mean the company believes the industry can simply leave its electrical infrastructure unchanged – the bigger question becomes about capacity.

As electric boats become more common, marinas will need to understand how much electrical capacity they have available, where that capacity is being used and what happens when several boats are charging at the same time, he says.

Two-tier infrastructure for differing vessel needs

For marina operators, that means assessing existing shore-power systems and identifying where upgrades are required.

Older electrical systems may need investment, while intelligent load management could become increasingly important as the number of electric boats using a facility grows.

Vision Marine does not envisage every marina installing high-powered charging equipment immediately. Instead, it sees dedicated higher-power and fast-charging systems being deployed where there is a clear operational reason for them.

“Dedicated higher-power and fast-charging systems can then be deployed selectively at commercial operations, rental facilities, high-traffic destinations and other locations where shorter charging times create clear operational value.”

That creates a two-tier infrastructure requirement.

For a private recreational boat that spends most of its time at its home berth, relatively slow charging over several hours may be adequate. For a rental fleet, passenger operation or other commercial vessel working repeatedly throughout the day, charging speed becomes much more important, he explains.

“Fast charging can provide additional flexibility for high-utilisation vessels, commercial operators, rental fleets and customers requiring shorter turnaround times. But it is an enhancement rather than a prerequisite for recreational adoption.”

That distinction could influence how marinas decide where to spend money, he says. Rather than attempting to replicate the charging network being built for electric cars, operators could start by understanding their existing electrical capacity and the likely demand from electric vessels.

Marina integral part of electric propulsion system

Vision Marine’s position is also shaped by its ownership of Nautical Ventures. The latter – a Florida-based boat dealership, marine superstore, and on-water lifestyle company – gives exposure to the wider market.

“Through Nautical Ventures, Vision Marine operates across marine technology, boat retail, service and marina operations,” Mongeon explains.

Thus, the company has a direct view of the infrastructure question from several sides of the market.

“Marina operators understand their customers, vessel traffic and site limitations. They can assess their existing electrical capacity, maintain safe and dependable shore-power systems and determine where higher-power charging would create operational or commercial value.”

The implication is that charging infrastructure cannot be treated as a standalone technology purchase. The boat, propulsion system, marina electrical supply and charging equipment all have to work together. That becomes more important as electric boats move from low-volume demonstration projects into regular commercial use, Mongeon continues.

“Adoption will accelerate when propulsion systems, boats, marinas and electrical infrastructure are treated as parts of the same ecosystem.”

The charging question should be specific

In 2022 the UK’s first ‘e-marine hub’ of shoreside charging facilities for electric vessels were unveiled in Plymouth with a view to providing electric charging facilities every ten miles along the counties’ southern coastline. Similar electric boat charging networks are being planned and installed across Europe including in Catalonia, waterways in Venice, and Portofino and the south of France.

But Mongeon’s moving the debate around electric boating infrastructure away from the simple question of whether there are enough chargers to where charging is needed, how much electrical capacity is available and which boats need to recharge quickly enough to justify higher-power equipment.

For recreational users, existing marina and private-dock infrastructure can provide a route into electric propulsion without waiting for a new public charging network. For commercial operators, the equation is different: charging speed, vessel utilisation, electrical capacity and operating economics all become part of the purchasing decision.

Vision Marine’s strategy is to work with both requirements rather than treating them as the same problem.

“The existing framework supports practical recreational use, while the next generation of charging technology can expand the possibilities for commercial, high-utilisation and faster-turnaround applications,” says Mongeon.

The infrastructure challenge, in other words, is less about starting again and more about upgrading what the marine industry already has, he says.