Master’s in Marine and Port e-Mobility Engineering — e-Propulsion, Cold Ironing, Marine Batteries
Online master's programme of 1,900 hours in marine and port electromobility engineering: e-propulsion, cold ironing and marine batteries. 12 modules covering electric propulsion systems, marine batteries, electric ship design, cold ironing and OPS, vessel charging, port electrification, energy management, safety and regulation, modelling and economics, with an assigned technical tutor.
Master’s in Marine and Port e-Mobility Engineering — e-Propulsion, Cold Ironing, Marine Batteries — studying from New Zealand
New Zealand's electromobility sector is expanding rapidly, with electric vehicle uptake supported by renewable electricity generation, which provides the large majority of the country's power. Battery storage and hydrogen projects are being explored across the energy and transport sectors, with government support through the Ministry of Business, Innovation and Employment. Engineers in this area work on charging infrastructure, battery systems and grid integration for utilities, fleet operators and vehicle importers.
Fees for New Zealand: NZ$11,700 (New Zealand dollar), with instalments and employer sponsorship available.
Relevant bodies in New Zealand
Typical roles
Questions from New Zealand
What recognition applies to battery and hydrogen engineers in New Zealand?
Engineering New Zealand administers Chartered Professional Engineer registration, which covers electrical and energy-related engineering. Hydrogen and battery safety may also fall under WorkSafe New Zealand regulations and the Electricity Authority for grid matters. SEIUM is a private institute and its qualifications are not state degrees or accredited nationally, so employer recognition is what counts.
Who employs electromobility and battery engineers in New Zealand?
Employers include electricity distributors, EV charging and fleet companies, energy storage developers, and research organisations exploring hydrogen. Roles often value hands-on experience with power electronics and safety practice. A private programme can support your profile, but it is not a guaranteed route into any particular job.
Can I study this from New Zealand while working, and how are fees handled?
Yes. The programmes are 100% online and taught in English, so you can study from New Zealand without a student visa. You will have an assigned technical tutor and a final project. Master's programmes take 1,900 hours, diplomas 800 and specialist courses 300. Fees are payable in instalments, and some employers sponsor their staff.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Analyse the options for electrifying maritime transport.
Design electric and hybrid propulsion systems.
Size marine batteries according to the operating profile.
Design shore power supply systems for ships in port.
Develop on-board energy management strategies.
Apply maritime safety and emissions regulations.
Prepare a marine or port electromobility project.
Who it's for
- Marine electric propulsion engineers.
- Naval engineers working on electrical systems.
- Port infrastructure engineers.
- Port sustainability managers.
- Classification society surveyors dealing with battery and hybrid vessels.
- Maritime decarbonisation consultants.
- Engineering or science graduates seeking to enter maritime transport.
What you'll work with
- IEC/IEEE 80005-1 (high-voltage shore connection systems)
- Regulation (EU) 2023/1805 (FuelEU Maritime)
- Regulation (EU) 2023/1804 (AFIR, alternative fuels infrastructure)
- DNV Rules for Classification of Ships Pt.6 Ch.2 (propulsion, power generation and auxiliary systems)
- IEC 60092-507 (electrical installations in small vessels)
- SOLAS Convention (safety of life at sea)
- Directive (EU) 2023/959 (maritime ETS)
- IEC 62619 (safety of industrial lithium batteries)
- MATLAB/Simulink
- DNV Nauticus
- Maxsurf
- DIgSILENT PowerFactory
- Python
12 modules · 1900 h
1.1Emissions from maritime transport1.22023 IMO greenhouse gas strategy1.3FuelEU Maritime and the maritime ETS1.4Electrifiable segments: ferries, tugs, leisure craft1.5Hybrid and fully electric propulsion1.6Alternative fuels versus batteries1.7Green ports and electrification1.8Reference projects in Norway1.9Technical and economic barriers1.10Case study: short-distance electric ferry
2.1Permanent-magnet propulsion motors2.2Marine variable-frequency drives2.3Azimuth thrusters and pods2.4Propellers and propulsive efficiency2.5AC and DC bus architectures2.6Variable-speed generators2.7On-board power management2.8Propulsion redundancy2.9Component selection2.10Lab: power balance of a ferry
3.1Marine battery requirements3.2LFP and NMC chemistry on ships3.3Battery rooms and ventilation3.4Fire suppression in battery rooms3.5Thermal management in the marine environment3.6DNV and other class society certification3.7Sizing by operating profile3.8Degradation and warranties3.9Swappable battery containers3.10Practical exercise: tug battery sizing
4.1Integration into naval design4.2Stability and battery weight4.3Hull resistance and hull forms4.4Electric passenger catamarans4.5Electric leisure craft4.6Applicable classification rules4.7Retrofitting existing vessels4.8Marine fuel cells4.9Hydrodynamic hull optimisation4.10Workshop: preliminary sizing of an electric catamaran
5.1Shore power supply to ships in port5.2The IEC/IEEE 80005-1 standard5.3High- and low-voltage systems5.450 and 60 Hz frequency conversion5.5Connecting cruise ships and container ships5.6Cable and reel management5.7AFIR obligations for ports5.8Supply costs and tariffs5.9Experience in European ports5.10Case study: OPS at a cruise terminal
6.1Automated charging by robotic arm6.2Pantograph charging at the quay6.3Charging power levels and times6.4Grid connection and reinforcement6.5Shore-side storage as a buffer6.6Wireless charging of vessels6.7Marine connector standards6.8Safety in port charging6.9Interoperability between vessels6.10Lab: design of a ferry charging station
7.1Electric STS and RTG cranes7.2Electric terminal vehicles7.3Hybrid straddle carriers7.4Port microgrids with storage7.5Renewable generation in ports7.6Port energy management7.7Hydrogen in port operations7.8Port decarbonisation plans7.9Port environmental indicators7.10Practical exercise: terminal energy plan
8.1On-board power management system8.2Load-sharing strategies8.3Peak shaving with batteries8.4Spinning reserve and redundancy8.5Route-based consumption optimisation8.6Integration with navigation systems8.7Monitoring and digital twin8.8Condition-based maintenance8.9Cybersecurity of on-board systems8.10Workshop: PMS strategy for a hybrid vessel
9.1The SOLAS Convention and applicable requirements9.2Classification rules for batteries9.3Risk analysis of on-board batteries9.4Fire protection9.5Electrical safety on ships9.6Crew training9.7IEC 60092 standards9.8Maritime administration requirements9.9Emergency plans9.10Case study: FMEA of a battery system
10.1Operating profile modelling10.2Energy consumption simulation10.3Battery and degradation models10.4Ship–port co-simulation10.5Sizing optimisation10.6Sensitivity analysis10.7Naval simulation tools10.8Validation with operating data10.9Digital twin of the vessel10.10Lab: route simulation with Simulink
11.1Capital cost of electric vessels11.2Operating cost versus diesel11.3Maritime ETS and the cost of CO211.4FuelEU Maritime and penalties11.5Green finance and bonds11.6European funding for ports11.7Environmental port tariffs11.8Life cycle assessment11.9OPS business models11.10Practical exercise: economic analysis of OPS
12.1Selecting the case study12.2Operating profile and requirements12.3Propulsion and battery sizing12.4Port infrastructure design12.5Energy management strategy12.6Safety assessment12.7Economic and environmental analysis12.8Conclusions and recommendations12.9Master's Thesis report12.10Master's Thesis: defence before a panel
How you'll learn
Training is 100% online on the SEIUM campus, with downloadable materials, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within each intake, so it fits around your job.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is MATLAB/Simulink, DNV Nauticus, Maxsurf, DIgSILENT PowerFactory and Python, in free, academic or evaluation versions. Testing is studied through real procedures for vessel operating-profile simulation, shore supply installation design and risk analysis of on-board batteries. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: IEC/IEEE 80005-1, Regulation (EU) 2023/1805, Regulation (EU) 2023/1804, DNV Rules for Classification of Ships Pt.6 Ch.2, IEC 60092-507, SOLAS Convention, Directive (EU) 2023/959, IEC 62619.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- A university degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- An internet connection and a computer capable of running the programme's software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You work with MATLAB/Simulink, DNV Nauticus, Maxsurf, DIgSILENT PowerFactory, Python, using free, academic or evaluation versions. Your tutor indicates the free alternative wherever one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A degree in engineering, science or architecture (or equivalent professional experience), a computer able to run the software, and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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