Electrifying inland vessels raises a fundamental question: how can several hundred kilowatt-hours of batteries be installed on board existing ships – often old hulls with tight space, weight, and stability constraints?
Containerized battery systems – i.e. integrating the entire energy system within standardized 10- or 20-foot containers – offer a safe, modular, and economically viable answer.
Already in use within the maritime sector, this approach is now gaining traction for inland navigation, especially for self-propelled barges, pushers, and service boats.
1. Principle and Advantages of Containerized Systems
The idea is to integrate the entire battery system – modules, BMS, cooling, protections, wiring, ventilation, and safety features – within an industrial ISO container.
This creates a self-contained energy module, easily installed, connected, and replaced as needed.
Key Advantages
– Modularity – battery capacity can be scaled up or down depending on the mission or season.
– Standardization – ISO 10’ / 20’ format compatible with existing port and logistics infrastructure.
– Simplified maintenance – replacement or inspection can be performed without heavy onboard work.
– Enhanced safety – controlled environment for fire containment, gas management, and active cooling.
– Interoperability – possibility to recharge or swap containers at shore facilities.
The energy container becomes a “solid fuel”: handled, stored, and exchanged like any other logistical asset.
2. Integration within the Inland Context
French inland waterways (Seine, Rhône, Saône, Garonne, canals) pose specific challenges:
– Limited draft (often under 1.8 m);
– Sensitivity to concentrated weight for stability;
– Variable port access and quay infrastructure;
– High safety requirements near urban areas and passenger zones.
Three main architectures emerge:
– Fixed onboard container – installed permanently on deck or within the hull.
– Swappable container – removable for quick exchange at port (battery swap).
– Shore-based container – acting as a stationary charging unit or local energy hub.
The configuration depends on the operational profile:
– Urban transport → daily recharge = fixed container.
– Long-distance logistics → rapid swap = removable container.
– Service vessels → occasional use = shore-based container.
3. Technical Data and Typical Sizing
A 20-foot energy container can house between 800 kWh and 1,500 kWh of usable capacity (NMC or LFP chemistry).
Total weight generally ranges from 10 to 18 tonnes, including structure, racks, liquid cooling, and safety systems.
Example configuration:
Parameter Typical value
Format ISO 20-foot container
Usable capacity 1,200 kWh
Nominal voltage 800 V DC
Total mass ~15 t
Cooling Liquid-regulated
Protection class IP55
Safety Gas detection, water-mist extinguishing, HV cutoff
4. Safety and Regulatory Framework
Containerization enhances risk control by isolating batteries within a secure, monitored environment.
Relevant standards:
– ES-TRIN 2025 – European safety standards for inland vessels;
– IEC 62619 / 62620 – industrial lithium battery safety;
– ISO 6469 / RINA / DNV – electrical propulsion and maritime safety standards;
– ADN regulation – applicable to removable or transportable battery systems.
A containerized solution can often be certified once, then deployed across multiple vessels without requiring full reinspection – reducing both certification cost and lead time.
5. Real-World Examples
COSCO N997 (China) – 100 % electric cargo ship with containerized batteries
The COSCO N997, operating on the Yangtze River, uses 20-foot containerized battery packs that can be swapped in minutes at dedicated charging ports.
➡️ Demonstrates large-scale operational feasibility of the battery-swap concept.
(Source: COSCO Shipping / Yangtze Power Exchange, 2023)
Wärtsilä – “Swappable Energy Storage Systems”
Wärtsilä Marine Solutions promotes containerized storage systems for inland and short-sea shipping.
Charged containers are swapped at port stops, allowing operators to share common energy infrastructure across multiple vessels.
➡️ Perfectly suited to the French inland context (Seine, Rhône, Saône).
(Source: Wärtsilä Marine Electrification Solutions, 2024)
ABB – GREEN Cell Shipping
ABB’s GREEN Cell Shipping concept envisions a global network of standardized energy cells in shipping containers, charged and exchanged between ports.
➡️ A blueprint for future inland “energy hubs”, where vessels could swap or recharge battery modules along waterways.
(Source: ABB Marine & Ports, 2022)
Zero Carbon Shipping – Pre-Feasibility Study
A Zero Carbon Shipping (2023) study compared compact versus containerized battery layouts.
Results showed that containerized designs offer greater operational flexibility and simpler maintenance, especially for fleets operating regular logistics routes.
(Source: Battery-Powered Vessels Pre-Feasibility Study, Zero Carbon Shipping, 2023)
TESVOLT OCEAN (Germany)
TESVOLT launched its TESVOLT OCEAN division to provide marine-grade modular systems resistant to vibration, heat, and corrosion.
➡️ Already in use on Nordic ferries, these solutions are directly transferable to European inland waterways.
(Source: TESVOLT Maritime “Ocean” Division, 2024)
6. Toward a New Energy Logistics Model
Containerization introduces new business and operational models:
– Battery-as-a-Service – vessels lease energy capacity instead of owning batteries.
– Floating or port-based energy hubs – shared recharge/swap stations along major rivers.
– Fleet energy optimization – same container pool serving multiple operators and sites.
Tomorrow’s energy containers will become the new fuel tanks of inland navigation – mobile, standardized, and shared.
7. Current Challenges and Considerations
– High mass requires reinforced deck structures.
– Regulations still evolving (harmonizing ES-TRIN / ADN).
– Upfront CAPEX higher than fixed installations but offset by reuse and scalability.
– HV connectors (800–1000 V DC) not yet fully standardized in inland navigation.
Conclusion
Battery containerization is not a transitional concept – it’s a structural evolution in how inland vessels store and manage energy.
It combines modularity, safety, and standardization, three key enablers for a scalable, industrialized energy transition across European waterways.
At Lanéva / NoFuel, we support this transformation through:
– Feasibility and stability studies,
– Technology selection and integration,
– Regulatory validation,
– Coordination with shipyards and inland authorities.
