HydrogenShipbuilding.com

Sailing: 16

Ordered: 33

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Author: J

  • EODEV Achieves Industry Milestone with Type Approval for REXH2 Fuel Cell System

    In order to develop hydrogen powered ships we need more development in the different building blocks like the fuel cells. Earlier this month I reported about the Ricardo fuel cell system achieving almost 400 kW output. Now it is great to see that EODEV has obtained Type Approval for its REXH2 fuel cell system. This development fits nicely with EO’s container ship project. The platform is based on the Toyota fuel cell technology. Personally, I have concerns about using automotive technology in shipping, however EODEV surely has taken this into consideration.

    A Major Step for Maritime Hydrogen Adoption

    The REXH2 fuel cell system, developed by Energy Observer Developments (EODEV), has now achieved Type Approval from Bureau Veritas, a leading classification society. This certification validates the system’s compliance with international safety and performance standards, making it easier for shipbuilders and operators to integrate hydrogen propulsion into new and existing vessels.

    Source: eo-dev.com

    Type Approval is a critical process that ensures maritime systems meet stringent regulations before deployment. This milestone means that the REXH2 is recognized as a safe and reliable solution for zero-emission marine power, significantly reducing regulatory hurdles for adoption in commercial shipping, passenger ferries, and even superyachts.

    The REXH2: A Proven Solution for Clean Marine Power

    The REXH2 is a modular hydrogen fuel cell system designed for maritime applications, offering a scalable and efficient alternative to diesel generators. It has been rigorously tested in real-world conditions aboard the Energy Observer, a pioneering hydrogen-powered vessel that has demonstrated the viability of fuel cell propulsion on long-distance journeys.

    Key features of the REXH2 include:

    • Modularity – The system can be configured to meet various power demands, making it suitable for different vessel types.
    • Zero Emissions – Producing only water and heat as byproducts, the REXH2 aligns with global decarbonization goals.
    • Compliance with IMO Regulations – The certification supports the International Maritime Organization’s (IMO) strategy to reduce greenhouse gas (GHG) emissions in shipping.

    Implications for the Hydrogen-Powered Shipping Industry

    The certification of the REXH2 represents a major leap forward for hydrogen-powered vessels. Until now, the maritime industry has faced significant challenges in adopting hydrogen fuel cells due to regulatory uncertainties and a lack of standardized certification frameworks. With this approval, shipowners and naval architects can integrate hydrogen propulsion with greater confidence, accelerating the transition to clean energy.

    This achievement also reinforces EODEV’s position as a leader in maritime hydrogen technology. By securing Type Approval, the company has set a benchmark for other hydrogen fuel cell manufacturers, fostering innovation and investment in the sector.

    Future Prospects

    For naval architects, shipbuilders, and operators exploring zero-emission solutions, the REXH2 is now a certified and viable option. With increasing pressure to meet sustainability targets, this certification is a game-changer for the future of maritime hydrogen propulsion.

  • Global Financial Support for Zero-Emission Ships

    The technology for zero emission shipping exists. However, securing financial support for zero-emission shipping remains a major global challenge, especially for smaller shipowners and those in developing regions. With an estimated USD 28 billion required annually for vessel construction and operations by 2050, navigating the fragmented funding landscape is no easy task. In this post, I break down key financial support opportunities and practical ways shipowners can access funding for a greener future. The report can be found here. I reported earlier about examples of financial support schemes in Norway and The Netherlands.

    The Need for Financial Support

    Despite advancements in zero-emission technologies such as green hydrogen, ammonia, and energy-efficient retrofits, access to financing remains a significant barrier. Traditional bank lending has become more restrictive due to regulatory constraints, risk perceptions, and market uncertainties. As a result, alternative financing mechanisms such as grants, green loans, leasing, and OPEX-based schemes are gaining traction as viable funding solutions.

    Mapping Global Financial Support Opportunities

    A recent study identified over 70 financial support programs worldwide, ranging from government grants and sustainability-linked loans to private equity investments and carbon credit revenue schemes. These opportunities span multiple funding sources, including:

    • Public Initiatives: National and supranational programs (e.g., the European Union’s Just Transition Fund, GreenVoyage2050, and the Clean Ports Program in the U.S.)
    • Development Banks: Entities such as the European Investment Bank (EIB) and the African Development Bank offer funding for sustainable transport projects.
    • Private Financing: Sustainability-focused private equity funds like EURAZEO Sustainable Maritime Infrastructure Fund and Breakthrough Energy Ventures support innovative ship decarbonization projects.

    Regional Disparities in Support

    Financial support is predominantly concentrated in regions with stringent environmental regulations and strong economic capacity. Europe leads the way, accounting for 63% of the identified financial support programs, followed by North America (15%) and the Asia-Pacific region (13%).

    Financial support opportunities in Europe
    Source: Mapping Global Financial Support Opportunities for Zero‐Emission and Energy‐Efficient Ships

    Latin America and Africa lag behind, with limited maritime-specific funding available, although international mechanisms such as the Green Climate Fund and the Global Environment Facility aim to bridge these gaps.

    Challenges for Shipowners

    While the number of financial support programs is growing, shipowners still face obstacles, including:

    • Complex Application Processes: Many funding programs require extensive documentation, making access difficult for smaller players.
    • Eligibility Barriers: Some programs prioritize government partnerships or large-scale projects, leaving individual shipowners at a disadvantage.
    • Limited OPEX Support: Most funding mechanisms focus on capital expenditures (CAPEX) for new builds and retrofits, with fewer options available for operational cost reductions associated with low-emission fuels.

    Recommendations for Shipowners

    To navigate the financial landscape effectively, shipowners should:

    1. Monitor Emerging Pilot Programs: Initiatives like the Zero Emission Shipping Fund and the Pay-As-You-Save (PAYS) Scheme for retrofits offer promising models for future funding.
    2. Leverage Global Development Programs: Accessing grants and concessional loans from organizations like the Climate Investment Funds (CIF) and the Green Climate Fund (GCF) can help mitigate financial barriers.
    3. Explore Private Equity and Blended Financing: Combining grants with equity investments or green leasing options can reduce upfront capital requirements.
    4. Form Strategic Partnerships: Collaborating with technology providers, policymakers, and larger operators can improve funding eligibility and facilitate access to financial support.
    5. Stay Informed on Regulatory Changes: As financial support mechanisms evolve, staying up-to-date on new funding opportunities and compliance requirements will be crucial for long-term sustainability.

    The Path Forward

    The transition to zero-emission shipping is not just a technological challenge but also a financial one. While a growing number of financial support mechanisms are emerging, ensuring equitable access to funding will be critical to accelerating the industry’s decarbonization. By strategically leveraging available resources and adopting innovative financing models, shipowners can contribute to a greener and more sustainable maritime future.

  • China’s Green Hydrogen Leap

    As a maritime enthusiast for hydrogen in shipping, I have lately been disappointed about news related to hydrogen production. lately. China’s recent green hydrogen leap in production, as highlighted by Rystad Energy, are not just national milestones—they have profound implications for the global maritime industry as green hydrogen is required to transition. So next to hydrogen ships, China is also developing here rapidly.

    China’s Accelerated Green Hydrogen Production

    China is set to surpass its 2025 green hydrogen production target by the end of this year, achieving an annual output of 220,000 tonnes. This rapid advancement is primarily driven by significant investments in electrolyzer capacity and the development of extensive hydrogen infrastructure. Below graph indicates that plans to ramp up production.

    China's renewable hydrogen production capacity between 2020 and 2030
    Source: Rystad Energy

    Relevance to the Maritime Industry

    For the shipping sector transitioning to cleaner fuels is imperative, and green hydrogen emerges as a promising solution. In fact it is the basis for other fuels like green ammonia and methanol. Hydrogen can be directly used in fuel cells to power vessels with zero emissions, producing only water as a byproduct. This technology is especially viable for short-sea shipping and port operations, where refueling infrastructure can be more readily established.

    China’s Role in Maritime Decarbonization

    China’s leadership in green hydrogen production can significantly influence the maritime industry’s decarbonization efforts. Increased hydrogen availability can reduce costs and encourage the adoption of hydrogen-powered vessels. Moreover, China’s development of hydrogen pipelines, such as the 400-kilometer project by Sinopec, facilitates efficient distribution, potentially supporting maritime refueling stations.

    Challenges and the Path Forward

    While the prospects are promising, challenges persist. Hydrogen’s low energy density requires larger storage solutions, impacting vessel design. Additionally, establishing a comprehensive refueling infrastructure is crucial for widespread adoption. Collaborative efforts between energy producers, maritime stakeholders, and policymakers are essential to address these hurdles and promote standardization.

  • Can Maritime Hydrogen Overcome the Headwinds?

    When the Institute for Energy Econonomics and Financial Analysis writes a report about maritime hydrogen it is worth a read-through. Even tough they are somewhat underestimating hydrogen itself as fuel. Here is a summary. Find the full report here.

    The shipping industry is at a crossroads. It is responsible for over 700 million metric tons of CO₂ emissions every year, making it one of the world’s biggest polluters. With the International Maritime Organization (IMO) targeting net-zero emissions by 2050, the pressure is on to find cleaner alternatives to fossil fuels.

    Hydrogen-based fuels—hydrogen, ammonia, and methanol—are often discussed as solutions. But are they really viable? A recent report from IEEFA highlights the potential, challenges, and risks of these fuels. The key takeaway? Hydrogen won’t save shipping overnight.

    Hydrogen: Clean, But Costly and Complex

    Hydrogen offers a zero-carbon combustion process. In theory, it could power ships without emitting CO₂. But in practice, it faces major barriers.

    • Storage challenges: Hydrogen has low energy density, meaning ships need large storage tanks or frequent refueling.
    • Infrastructure gaps: Ports lack the bunkering and supply chains to support large-scale hydrogen use.
    • High costs: Green hydrogen costs between $4.50–$12/kg, while fossil-based hydrogen is much cheaper at $0.98–$2.93/kg.
    • Safety risks: Hydrogen is highly flammable and requires extreme pressure or cryogenic storage.

    For now, hydrogen is only viable for short-sea shipping or as a hybrid solution for auxiliary power.

    Ammonia: A Promising But Risky Alternative

    Ammonia is emerging as a potential maritime fuel, offering better storage and transport capabilities than hydrogen. However, it comes with serious downsides:

    • Highly toxic: Ammonia spills could be dangerous for marine life and crews.
    • Pollution risks: Without proper emission controls, ammonia combustion releases NOx and nitrous oxide (N₂O), a potent greenhouse gas.
    • Lower energy density: Ships using ammonia would need larger storage tanks or frequent refueling stops.

    Despite these challenges, engine prototypes for ammonia-powered ships are in development, and some companies are exploring its potential.

    Methanol: The Front-Runner for Now

    Methanol is currently the most practical option for green shipping. It is:

    ✔ Easier to store and transport than hydrogen or ammonia.
    ✔ Compatible with existing port infrastructure—120+ ports already handle methanol.
    ✔ Gaining traction—more than 200 new methanol-powered ships are on order.

    The downside? Feedstock constraints. Green methanol relies on renewable hydrogen and captured CO₂, which are not yet widely available.

    The Infrastructure & Cost Problem

    None of these fuels can succeed without major investments in infrastructure. Hydrogen and ammonia require new bunkering systems, specialized storage, and refueling networks. Even methanol, the most developed, needs expanded supply chains to meet demand.

    Additionally, green hydrogen is too expensive to compete with fossil fuels. Until costs drop, adoption will be slow. Government incentives and private investment are crucial to making these fuels viable.

    Regulations & Corporate Action

    • IMO Targets: The IMO aims for 30% CO₂ cuts by 2030, 80% by 2040, and net-zero by 2050. However, these are not yet legally binding.
    • EU Policies: The FuelEU Maritime Regulation enforces 80% lower greenhouse gas intensity by 2050.
    • Industry Commitment: Companies like Maersk, Amazon, and Unilever have pledged to use only zero-carbon ocean freight by 2040.

    Conclusion: A Long Road Ahead

    Hydrogen-based fuels are not a silver bullet. Methanol leads today, ammonia follows, and hydrogen lags behind. Cost, infrastructure, and safety challenges must be overcome before widespread adoption.

    The shipping industry must act now to avoid a dirty hydrogen lock-in—where fossil-based hydrogen becomes the norm. The future of green shipping will depend on policy, investment, and innovation.

    What do you think? Will hydrogen become the fuel of the future, or will other technologies take the lead? Let me know in the comments. 🚢💨

  • Gotlandsbolaget’s Hydrogen-Ready High-Speed Ferry

    I have to admit the hydrogen system of this vessel is not very clear yet. What means hydrogen ready? However we can see hydrogen storage containers at the bow open deck area. Therefore very good to see these kind of vessels being introduced with hydrogen as fuel.

    Austal Australasia

    Austal Australasia has secured a contract valued between A$265 and A$275 million to design and construct a 130-meter, hydrogen-ready high-speed ferry for Sweden’s Gotlandsbolaget. This vessel, part of the ‘Horizon X’ program, will be the largest ever built by Austal. It will feature a unique combined cycle propulsion system that includes both gas and steam turbines—a first for high-speed craft worldwide. The ferry will have the capacity to transport up to 1,500 passengers, 400 vehicles, and cargo. Construction is scheduled to begin in the first half of 2026 at Austal’s Philippines shipyard, utilizing ‘green aluminium’ produced through energy-efficient processes to reduce emissions. Completion is expected by mid-2028.

    Source: Austal

    Combined cycle propulsion system

    The combined cycle propulsion system enhances efficiency by repurposing engine exhaust to power steam turbines, reducing overall fuel consumption and emissions. This design allows for flexibility in fuel types, including hydrogen, aligning with global decarbonization efforts in maritime transport. The vessel’s hydrogen-ready configuration means it can transition to zero-emission operations as hydrogen fuel becomes more accessible. In October 2024, the project received approval in principle from the international classification society DNV, confirming compliance with regulations for gas-fueled ship installations and the International Code of Safety for Ships Using Gases or Other Low Flashpoint Fuels.

    Collaboration

    Austal and Gotland Tech Development have collaborated with global technology providers to refine the vessel’s propulsion system. This partnership has focused on selecting preferred equipment and defining system arrangements that repurpose engine exhaust to contribute to vessel propulsion, thereby reducing emissions. The use of ‘green aluminium’ in construction further underscores the project’s commitment to sustainability, as this material is produced using energy-efficient processes that result in lower carbon emissions.

    This project represents a significant advancement in sustainable maritime transport, combining innovative propulsion technology with environmentally friendly materials to set new standards in eco-friendly ferry design.

  • Five new hydrogen vessels receive Dutch subsidy

    On Thursday 06 February five new hydrogen vessels were granted a subsidy by the Dutch government under Maritime Masterplan program. Two methanol and two carbon capture projects received subsidy too. This first call included a total budget of €85 million of which €40 was allocated to hydrogen vessels. For those who missed out, a next call is planned for next year. Among this years winners are the following projects.

    H2ESTIA: A Zero-Emission Coaster

    H2ESTIA is a 5,000 DWT hydrogen-powered coaster, developed by a consortium led by NIM. It features a 1.5 MW LT-PEM fuel cell, a 1 MW battery, and electric propulsion. The ship carries 200m³ of liquid hydrogen (11 tons) and boasts a 1,700 NM range, assisted by e-sails and a waste heat recovery system. This project is a major step toward sustainable coastal shipping.

    Source: Maritiem Masterplan

    Hydrogen-Powered River Cruiser

    A hydrogen-powered river cruise vessel is under development for operations on the Rhine and Danube. It measures 110m x 11m and reaches speeds of up to 22 km/h. This project introduces hydrogen as a clean energy source for the river cruise industry, reducing emissions on inland waterways.

    Hybrid H2 ICE-FC Dredging Vessel

    The Gaasterland, a deep-suction dredger motor barge, is being upgraded with a hybrid hydrogen internal combustion engine (ICE) and fuel cell system. This retrofit aims to reduce emissions while maintaining operational efficiency. The project involves Mineralis B.V., NPS Driven B.V., TNO, and other industry leaders.

    Columbus Zero One: Hydrogen-Powered Inland Transport

    Columbus Zero One is a small, zero-emission hydrogen-powered barge designed for transporting construction materials between the IJsselmeer and Randstad. The ship operates on compressed hydrogen (350 bar), setting a benchmark for sustainable inland shipping.

    Hydro Navis: Liquid Hydrogen Transport

    Hydro Navis is a new zero-emission vessel designed for steel plate transport in wind farm construction. It features a cryogenic liquid hydrogen tank, ensuring efficient and clean operations. The project is supported by NPRC, Hydro-Nova, Marin, NIM, and Concordia Damen Shipyard.

    Source: Maritiem Masterplan

    MOBY NL: Methanol-Powered Bunkering Ship

    MOBY NL is a newly built bunkering vessel operating in the Amsterdam-Rotterdam-Antwerp (ARA) region. The 135m x 11.45m methanol tanker exceeds 6,000 GT and features a dual-fuel methanol propulsion system. The project is backed by Victrol, Shipping Technology, NIM, and other key partners.

    Methanorms: Geophysical Survey Vessel

    Methanorms is a DP-1 geophysical survey vessel designed for efficient execution and real-time monitoring. Its success lies in prior research, scalability, and regulatory compliance. It serves as a model for future survey vessels operating with lower environmental impact.

    BLUE HORIZON: Carbon Capture for LNG Tankers

    Coral Energy, an LNG tanker (115m x 22m, 13,501 GT), is being equipped with a carbon capture system to reduce CO₂ emissions. This project demonstrates how carbon capture can enhance the sustainability of LNG-powered vessels.

    ME2CC: Compact Carbon Capture for LNG Ships

    The Maritime Efficient & Easy Carbon Capture (ME2CC) project is focused on developing compact carbon capture systems for LNG-powered vessels. The first implementation will be on MV Kvitbjorn, a Samskip-operated ship. This technology could bridge the gap toward zero-emission shipping.

    A Step Toward a Cleaner Future

    These projects highlight the rapid advancements in hydrogen and alternative fuel shipping. It is good to see these projects receive capex support. This is the way to develop green hydrogen shipping. After Norway leading the way it is good to see the Dutch following and we can only hope for more.

  • Plug Power Introduces Industry-First Spot Pricing for Green Hydrogen

    In shipping port it is perfectly doable to order a quantity of fossil fuel oil for delivery the next day. Not so for hydrogen: first sign a decade long off-take agreement, then receive your hydrogen at predefined intervals and quantities. And pay if you do not take it. This needs to change to be suitable for a dynamic industry like shipping. Therefore Plug Power’s new initiative is worth the attention, even though not applicable to shipping (yet).

    The hydrogen sector just took a significant step forward with Plug Power’s announcement of the industry’s first spot pricing for green hydrogen. This move aims to bring a new level of transparency and flexibility to the market, addressing the demand for more dynamic and accessible hydrogen pricing.

    What Is Spot Pricing?

    Spot pricing allows buyers to purchase green hydrogen at current market rates instead of relying solely on long-term contracts. This model mirrors traditional commodity markets, such as natural gas and electricity, where prices fluctuate based on supply and demand. For industries transitioning to hydrogen, this innovation provides an opportunity to optimize costs and procurement strategies.

    Why This Matters

    For years, green hydrogen has faced challenges related to high production costs and market uncertainty. By introducing spot pricing, Plug Power is making hydrogen procurement more accessible and predictable. This shift is expected to encourage wider adoption, particularly for industries that require flexible purchasing options, such as transport, logistics, and manufacturing.

    From a broader perspective, spot pricing could also help stabilize hydrogen markets by allowing more buyers to enter without the long-term financial commitment typically associated with fixed-price contracts. This could accelerate the hydrogen economy’s growth, ensuring a more competitive landscape for renewable energy.

    Potential Impacts on the Hydrogen Market

    1. Increased Market Liquidity – By offering spot prices, Plug Power could attract new buyers who were previously hesitant to commit to long-term contracts.
    2. Price Discovery and Transparency – A more open pricing model enables businesses to better assess the true cost of hydrogen, potentially driving down prices as competition increases.
    3. Encouragement for Production Growth – If demand increases due to more flexible pricing, hydrogen producers may be incentivized to expand their capacity, leading to greater availability and lower costs over time.
    4. Facilitating the Energy Transition – Many industries looking to decarbonize will benefit from easier access to green hydrogen, making it a more viable alternative to fossil fuels.

    Challenges and Considerations

    Despite the potential benefits, the transition to a spot pricing model does come with risks. Hydrogen production and delivery still depend on infrastructure that is in its early stages of development. Market fluctuations may also introduce volatility, which some buyers might see as a disadvantage compared to fixed contracts.

    Additionally, for spot pricing to succeed, there must be sufficient supply and a competitive market environment. If hydrogen production remains constrained, spot pricing could lead to price spikes rather than stability.

    Final Thoughts

    Plug Power’s introduction of spot pricing for green hydrogen is a bold step toward creating a more flexible and transparent hydrogen economy. While challenges remain, this model has the potential to unlock new opportunities for buyers and producers alike. If successful, it could pave the way for broader hydrogen adoption and a more competitive clean energy landscape. And it is definitely something we wish we can have in shipping too.

  • Ricardo’s Hydrogen Fuel Cell Module Hits 393 kW – Why This Matters

    Ricardo recently achieved a high net power output of 393 kW. This is substantially higher then TECO 2030’s fuel cell and almost double that of Powercell’s largest unit. This matters, because we need an increase in power density to power larger ships with hydrogen.

    Ricardo has successfully achieved a net power output of 393 kW with its hydrogen fuel cell module, marking a major milestone in clean energy technology. This high power capacity is crucial because it enables fuel cells to replace conventional diesel engines in demanding applications such as heavy-duty transport, marine vessels, and industrial power generation.

    Source: Ricardo.com

    Why High Capacity Matters

    Hydrogen fuel cells are a promising alternative to fossil fuels, but their adoption depends on meeting the power and reliability standards of existing combustion engines. A 393 kW output means that a set of Ricardo’s fuel cell modules can provide enough power for large-scale applications, including:

    • Heavy-duty trucks and buses – Ensuring long-haul transportation can operate on hydrogen without sacrificing performance.
    • Marine vessels – Many ships require high power output into multi-Megawatts for propulsion and auxiliary systems, making fuel cells a viable solution for emissions reduction.
    • Industrial and backup power – Hydrogen fuel cells with high output can serve as reliable, zero-emission alternatives to diesel generators.

    A Step Toward Decarbonization

    By reaching this performance benchmark, Ricardo demonstrates that hydrogen fuel cells are not just for small-scale applications but can drive major industries toward net-zero emissions. The higher the capacity, the more competitive hydrogen becomes against traditional combustion engines, pushing the world closer to a sustainable energy transition.

    This breakthrough strengthens the case for hydrogen as a key player in heavy transport and industrial power, accelerating its adoption in sectors that have been difficult to decarbonize. Ricardo’s success marks another step toward a future where clean, high-performance energy solutions become the norm.

  • New Hydrogen Ship Discoveries: January 2025

    Over the past month, I have discovered several hydrogen-powered shipbuilding projects that highlight the growing adoption of this sustainable fuel in the maritime industry. These projects span diverse vessel types, from research ships to inland barges and innovative catamarans. From now on I will follow these projects and keep you informed about them. Below is a summary of these four notable developments.

    Lithuania’s First Hydrogen-Powered Ship

    Lithuania has launched its first hydrogen-powered vessel, a pioneering step for the Baltic region. Developed by KN Energies in partnership with Port of Klaipėda, this vessel is designed for port operations and logistical support. The ship is equipped with a hybrid propulsion system, combining hydrogen fuel cells with battery storage to optimize efficiency. This marks a significant milestone for Lithuania’s decarbonization efforts in the maritime sector, demonstrating a shift toward cleaner port activities.

    Source: Port of Klaipeda

    Beyond its environmental benefits, the vessel’s design focuses on operational flexibility. The hybrid system allows it to adapt to varying power demands while reducing greenhouse gas emissions. By incorporating hydrogen, the port aims to set an example for future projects, aligning with the European Union’s broader clean energy initiatives. This development reinforces the role of hydrogen in coastal and port applications, paving the way for further regional investments in green maritime technologies.

    Hydrogen-Hybrid Coastal Research Vessel

    The Scripps Institution of Oceanography has initiated the shipyard selection process for a groundbreaking hydrogen-hybrid Coastal Class research vessel. This ship, part of a broader initiative to decarbonize oceanographic research, will be equipped with hydrogen fuel cells supplemented by battery storage, ensuring near-zero emissions during operations. The vessel’s design focuses on silent, low-impact propulsion, which is crucial for scientific studies that require minimal interference with marine ecosystems.

    Source: Glosten

    A key advantage of this hydrogen-hybrid configuration is its extended operational range, allowing researchers to conduct long-duration missions without relying on fossil fuels. By pioneering hydrogen adoption in research fleets, Scripps sets a precedent for academia and government agencies looking to transition to sustainable marine technologies. This project represents a major step toward reducing the environmental footprint of scientific exploration at sea.

    Rhenus Hydrogen-Powered Coupled Barges

    Logistics giant Rhenus is making a bold move with the introduction of 70 cleaner coupled barges, incorporating hydrogen-based propulsion. These vessels will serve European inland waterways, significantly cutting emissions in a sector that has long relied on diesel engines. With hydrogen fuel cells providing the primary energy source, these barges represent a major leap forward for sustainable inland shipping, a critical component of Europe’s transport network.

    Source: Rhenus Group

    By replacing conventional engines with hydrogen-powered systems, Rhenus aims to align with EU regulations targeting emissions reductions in inland waterways. The project underscores the potential for hydrogen in large-scale commercial applications, proving that clean energy solutions can be economically viable. If successful, this fleet could set a precedent for similar initiatives across Europe, transforming inland shipping into a low-emission alternative.

    Prometeo: Europe’s First Hydrogen-Electric Catamaran

    French company Green Navy has introduced Prometeo, the first hydrogen-electric catamaran in Europe. Designed for passenger transport and leisure applications, this vessel operates entirely on hydrogen fuel cells, producing zero emissions. The catamaran’s design emphasizes efficiency, with lightweight materials and streamlined hulls to maximize performance. As a result, it offers a practical alternative to diesel-powered vessels in coastal and inland waters.

    Source: Green Navy

    Prometeo showcases the potential for hydrogen-electric propulsion in the leisure and transport sectors, where sustainability is becoming an increasing priority. The vessel’s development highlights France’s commitment to green maritime technology, potentially inspiring other shipbuilders to follow suit. As hydrogen infrastructure continues to expand, vessels like Prometeo may become more commonplace, helping to decarbonize the wider maritime industry.

    Four more exciting project to follow

    These four projects demonstrate the accelerating pace of hydrogen adoption in maritime applications. From inland barges to oceanographic research vessels, hydrogen is proving to be a viable alternative to fossil fuels, driving innovation across multiple segments of the industry. As more shipbuilders and operators commit to hydrogen, the path to a cleaner maritime future is becoming increasingly clear.

  • GreenH Advances Hydrogen Hub for Ships

    Those involved with hydrogen project for shipping know the chicken-and-egg situation: why build hydrogen ships when there is not supply vs in order to build the infrastructure we need guaranteed long term off-take. That is why GreenH’s final investment decision (FID) is such a big deal: finally dedicated hydrogen supply hub for ships will be constructed. While simultaneously solving the problem of bunkering high volumes of compressed hydrogen into a ship. Therefore we can only respect this major green shipping milestone.

    Norwegian company GreenH has secured NOK 1 billion (approximately $89 million) to develop a green hydrogen facility in Bodø. This plant will supply hydrogen the two Torghatten Nord’s ferries on the Vestfjorden route. The FID, announced on January 27, 2025, marks a significant milestone after four years of development.

    Source: GreenH

    Enova grant

    In November 2024, Enova granted NOK 129 million (around $11.5 million) to support the Bodø hydrogen facility. This funding was pivotal in reaching the final investment decision.

    Norwegian hydrogen hub

    The Bodø facility will feature a 20 MW electrolyzer, capable of producing up to 3,100 tons of green hydrogen annually. Operations are slated to begin in 2026, making it the first in Northern Europe to supply pressurized green hydrogen directly to maritime vessels. This initiative aligns with broader efforts to decarbonize maritime transport. For instance, Norwegian shipyard Myklebust Verft is constructing two hydrogen-powered ferries for Torghatten Nord. Upon delivery, these vessels will be the world’s largest hydrogen-powered ships, operating primarily on the green hydrogen produced in Bodø.

    Port infrastructure

    Globally, ports are investing in hydrogen infrastructure to support sustainable shipping. The Port of Seattle is exploring green hydrogen to power port operations and fuel vessels. Similarly, the Hamburg Green Hydrogen Hub plans to start building its electrolysis plant in 2025, aiming to decarbonize the port and surrounding industries. These developments underscore the maritime industry’s commitment to reducing emissions through innovative hydrogen solutions.