HydrogenShipbuilding.com

Sailing: 16

Ordered: 33

Proposed: 19

Tag: Lh2

  • European Project Advances Liquid Hydrogen-Powered SOV Design

    With long term charter contracts, single port operations and fixed time at sea Service Operation Vessels (SOV) are ideally suited for powering by liquid hydrogen. There is little available space so installing liquid tanks below will be a challenge but this is what the new European project consortium led by ArianeGroup, intends to tackle. Last year a similar concept was revealed by Louis Dreyfus Armateurs and Salt Ship Design.

    The Project Scope

    The recently announced NAVHYS project brings together key industry players, research institutions, and shipbuilders to explore the technical and economic feasibility of an liquid hydrogen-fueled SOV design. The primary objective is to provide a concept for a below-deck LH2 storage and fuel system for an SOV to propose a fully decarbonised maintenance solution for wind energy providers.

    Source: North Star

    The consortium will address several critical aspects:

    • Fuel Storage & Safety – Developing safe and efficient LH2 storage solutions on board.
    • Power System Integration – Assessing how fuel cells and hydrogen combustion engines can be optimized for vessel propulsion.
    • Regulatory Compliance – Ensuring that the design adheres to evolving maritime safety and environmental regulations.
    • Operational Feasibility – Evaluating how LH2 can meet the energy demands of an SOV during offshore wind farm operations.

    Why Liquid Hydrogen?

    Hydrogen has long been considered a promising alternative to fossil fuels, but its adoption in shipping faces challenges related to storage, energy density, and infrastructure. LH2 offers significant advantages over compressed hydrogen due to its higher energy density per unit volume, making it more suitable for long-duration offshore operations. Additionally, it eliminates the need for complex high-pressure storage systems, a key concern for vessel integration.

    However, LH2 presents unique challenges, including:

    • The need for cryogenic storage at -253°C.
    • Potential boil-off losses during long voyages.
    • Limited bunkering infrastructure compared to conventional fuels.

    Despite these hurdles, the industry sees LH2 as a crucial component in the future of zero-emission offshore operations.

    Implications for the Offshore Wind Sector

    SOVs are the backbone of offshore wind farm operations, transporting technicians and equipment to wind turbines. As the demand for offshore wind energy grows, reducing the carbon footprint of support vessels becomes increasingly important. Hydrogen-fueled SOVs could significantly cut emissions, reduce reliance on fossil fuels, and demonstrate the viability of LH2 as a marine fuel in real-world applications.

    Furthermore, this initiative sets a precedent for future hydrogen-powered vessel designs, potentially influencing developments in other segments of the maritime industry, such as platform supply vessels (PSVs) and crew transfer vessels (CTVs).

    Stay tuned for further updates as the project progresses toward making hydrogen-powered SOVs a reality.

  • Energy Observer 2 – Fuel EU Maritime

    In my previous post I explained how the Energy Observer 2 is a new milestone for hydrogen powered vessels. This post analyzes a typical operation for such vessel across European ports in an assumed schedule and evaluates its potential benefits from Fuel EU Maritime.

    Operational Snapshot

    The vessel operates between key European ports on the west coast:

    PortDistance (nautical miles)Port MovesWaiting Time (hours)Maneuvering Time (hours)
    Hamburg40560022
    Antwerp25250022
    Le Havre46340022
    La Rochelle10320022
    Bordeaux99650022
    Total2,2192,2001010
    Overview of EO2 trade route

    Speed, Time, and Energy Calculations

    The vessel operates at a service speed of 12 knots for regular operations. The journey duration and corresponding energy consumption were calculated as follows:

    • Total sailing days: 7.70 (12 knots)
    • Energy consumption during sailing: 554,750 kWh
    • Port energy consumption: 20,000 kWh (port waiting and maneuvering energy combined)

    Based on the following assumed power ratings:

    • Sailing: 3,000 kW
    • Maneuvering: 1,500 kW
    • Port operations: 500 kW

    Hydrogen Fuel Usage and Emissions

    With a typical consumption rate of 60 grams of LH2 per kWh for fuel cells and no further losses assumed, the vessel’s total hydrogen fuel usage per journey is 34.5 tons. Annually, considering regular operations of one round-trip every two weeks, the vessel consumes 897 tons of liquid hydrogen, or 2.5 tons per day.

    Fuel EU Maritime

    The Fuel EU Maritime regulations that came into force this year is meant to enforce the adoption of renewable fuels and to reward early adopters. When we consider the above amount of RFNBO hydrogen in Fuel EU maritime it demonstrates a strong over-compliance compared to requirements in 2029. This can be verified in any free online calculate like provided here. 

    Moreover, this over-compliance can be traded at marketplaces which came into operation this year (for example here and here). If we assume a rate of €320 per ton CO2-eq – half of the penalty rate – this give a value of €2.55 million. Or €2.85 per kilo LH2. Whether this amount itself justifies to cost of sailing on liquid hydrogen is doubtful but at least it reduced the operational cost of doing so.

    A Path Forward

    This analysis showcases the potential effect of Fuel EU maritime on hydrogen-powered ships across European shipping routes. As port infrastructure evolves to support hydrogen refueling, this mode of operation will become increasingly viable.

    The hydrogen shipping revolution is just beginning—charting the way toward a sustainable and efficient future.

    What’s your take on hydrogen-powered shipping? Share your thoughts below!

  • EU grants hydrogen vessels

    Very pleased to see the EU Innovation fund specifically supporting three projects developing vessels operating on hydrogen. Ponant enables environmental friendly cruising with a very interesting mix of technologies. Samskip continues their venture into hydrogen vessels after already ordering the Sea Shuttles. While the original Energy Observer get is much larger container-carrying sister.

    In November 2023, the European Commission announced the recipients of the EU Innovation Fund 2023, dedicating substantial grants to pioneering projects aimed at decarbonizing the maritime industry. Among the notable beneficiaries are:

    Ponant’s SWAP2ZERO Project

    • Grant Amount: Not publicly disclosed.
    • Project Overview: Ponant, a French luxury cruise operator, is developing the world’s first transoceanic vessel targeting carbon neutrality.
    • Key Features:
      • Wind Propulsion: A sail power system providing up to 50% of the vessel’s propulsion energy.
      • Solar Energy: Approximately 1,000 square meters of eco-friendly photovoltaic panels.
      • Fuel Cells: Integration of both low-temperature and high-temperature fuel cells for propulsion and hotel load needs.
      • Carbon Capture: Onboard technology to capture and reuse CO₂ emissions.
    • Operational Target: Aiming for zero CO₂ emissions during operation with one month of autonomy.
    • Planned Launch: The vessel is expected to be operational by 2030.

    Samskip’s HydroShuttles

    • Grant Amount: Funding details not publicly disclosed.
    • Project Overview: Samskip, a leading logistics company, is developing hydrogen-powered short-sea vessels designed for efficient, clean coastal transport.
    • Key Features:
      • Hydrogen Fuel Cells: Utilization of advanced fuel cell technology for propulsion.
      • Scalable Hydrogen Storage: Innovative storage solutions to support extended operations.
    • Impact: Aiming to reduce emissions in regional trade routes, showcasing the viability of hydrogen for short-sea shipping applications.

    Energy Observer 2 (EO2)

    • Grant Amount: €40 million from the EU Innovation Fund.
    • Project Overview: Building upon the success of the original Energy Observer, EO2 is a 160-meter liquid hydrogen-powered container ship.
    • Key Features:
      • Fuel Cell Capacity: Equipped with 4.8 MW of fuel cells developed by EODev in partnership with Toyota.
      • Cargo Capacity: Capable of carrying up to 1,100 TEU containers.
      • Range: Designed for a 1,600 nautical mile route over 14 days.
    • Operational Target: Scheduled for commercial operation by 2029 on Europe’s Atlantic and Channel coasts.
    • Environmental Impact: Projected to reduce CO₂ emissions by 112,250 tonnes over ten years, equivalent to the annual absorption of 190,000 mature trees.

  • Ferry Hydra pioneering LH2

    a pioneering zero-emission passenger ferry powered by liquid hydrogen.

    Delivery

    In June 2021, the ferry Hydra was delivered from Westcon Yards AS to Norled AS in Stavanger, Norway. Designed by LMG Marine AS, Hydra is the world’s first passenger ferry capable of using hydrogen as fuel. It operates alongside the battery-powered ferry Nesvik on the Hjelmeland–Nesvik–Skipavik route.

    Norled's MF Hydra

    Fuel cells and batteries

    Hydra utilizes liquid hydrogen stored on board to power two hydrogen fuel cells, which continuously charge a large battery pack. The batteries can also be charged dockside at Hjelmeland and Nesvik. The ferry is designed to operate on fuel cells driven by liquid hydrogen for at least 50% of its operating time. Additionally, two diesel generators are installed as backup power sources.

    Norwegian party

    The construction of Hydra involved significant contributions from Norwegian suppliers, including LMG Marin in Bergen, Vestnes Ocean in Florø, Westcon Power & Automation in Haugesund, and AF Aeronmollier in Flekkefjord/Stavanger. In total, 18 Norwegian suppliers and exporters participated in the project, enhancing domestic value creation and supporting the maritime export industry. Export Financing Norway provided guarantees totaling up to 460 million NOK for these environmentally friendly ferry projects.

    Hydra is classified by DNV GL with the following notations: 1A Car Ferry B Battery (Power) E0 LC R4(Nor). The propulsion system features Schottel’s Rudder Propeller SRE 340 L FP. Main generators are Scania DI16 75M models, with Stamford HCM634G2 generators (480-553 kW), all supplied by Nogva Motorfabrikk. Westcon Power & Automation provided and installed the battery system.

    Deck equipment includes anchor winches and capstans from Adria Winch, a Marine Evacuation System (MES) and liferafts from Survitec, and an RSQ 450 G MOB boat from Palfinger. Lighting solutions, including searchlights, floodlights, navigation lights, and both exterior and interior technical lighting, were supplied by Glamox.

    Additional systems comprise ventilation and air conditioning from Novenco, comprehensive e-SEAmatic Blue system integration (including EMS, integrated bridge, IAS, and EPMS) by Westcon Power & Automation, navigation equipment installed by Vico, and CCTV provided by Ocean Electronics.

    Milestone

    The delivery of Hydra marks a significant milestone in the advancement of zero-emission maritime transport, showcasing innovative use of hydrogen fuel technology in passenger ferry operations.

  • Superyacht 821 on LH2

    Superyachts often waste engineering resources on gadgets like underwater elevators and mobile helidecks. It provides bragging rights to the owners but does nothing to advance the shipbuilding industry. Not so for Project 821. Building a multi-megawatt fuel cell system with liquid hydrogen storage in a closed environment is relevant for the entire shipbuilding industry. An engineering feat to be proud of.

    Project 821 is a groundbreaking superyacht launched by Dutch shipyard Feadship on May 4, 2024. Spanning 118.8 meters, it holds the distinction of being the world’s first hydrogen fuel cell-powered superyacht, marking a significant advancement in sustainable shipbuilding since the delivery of the first LH2-fuelled ferry Hydra.

    feadship project 821 launched

    Innovative Green Technology

    Project 821 employs green hydrogen to generate emission-free power for both propulsion and onboard amenities. This zero-diesel approach allows the yacht to operate silently and without emissions for up to a week while at anchor or cruising at 10 knots, significantly reducing its environmental impact.

    A key challenge in the yacht’s development was the safe storage of liquid hydrogen at extremely low temperatures (-253°C). Feadship addressed this by installing a double-walled cryogenic storage tank capable of holding approximately 4 tons of hydrogen. Additionally, the fuel cells can utilize methanol, offering flexibility in fuel sources.

    Design and Luxury Features

    Designed by British studio RWD, Project 821 seamlessly integrates luxury with cutting-edge technology. The yacht features five decks above water and two below, with 14 deploying balconies, five shell doors, and seven significant opening platforms—the most hull openings of any Feadship to date. These elements create a harmonious indoor-outdoor experience for guests.

    Liquid hydrogen installation

    MAN Cryo, a division of MAN Energy Solutions, supplied the liquid-hydrogen gas-fuel supply system, marking the first installation of such technology on a superyacht. Their scope encompassed the 92 cubic meter vacuum-insulated type C tank, a tank connection space with essential process equipment like vaporizers and control valves, a bunker station for shore-to-ship bunkering, control and automation systems , a vent mast, and interconnecting hydrogen piping.

    This innovative system stores hydrogen in liquid form, then evaporates and heats it to supply gaseous hydrogen to the fuel cell system, enabling the vessel’s zero-emission propulsion. MAN Cryo collaborated with Lloyd’s Register to develop a risk-assessment-based design approved for below-deck placement—a pioneering achievement in marine liquid-hydrogen projects.

    Technical Specifications

    • Length Overall: 118.8 meters (389’9″)
    • Beam: 19 meters (62’4″)
    • Draft: 5.25 meters (17’3″)
    • Propulsion: 2 x 3,200 kW ABB azimuthing thrusters
    • Power Supply:
    • 2 x 900 kW MTU generators
    • 3 x 2,500 kW MTU generators
    • 16 x 185 kW PowerCell hydrogen generators (fuel cells)
    • Tank: 92 m3 C-type
    • Range: 6,500 nautical miles at 14 knots
    • Accommodation: Up to 30 guests in 12 staterooms, with additional cabins for 44 crew members and 2 staff members

    Market Availability

    Shortly after its launch, Project 821 was listed for sale through yacht brokerage Edmiston. While there have been rumors linking the yacht to Microsoft co-founder Bill Gates, Feadship has not confirmed any details regarding ownership or pricing.