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  • Germany’s Coriolis: World’s First Research Vessel with Metal Hydride Hydrogen Storage Now Operational






    Germany’s Coriolis: World’s First Research Vessel with Metal Hydride Hydrogen Storage Now Operational

    The research vessel Coriolis at its christening ceremony at Hitzler Werft shipyard in Lauenburg, Germany, November 18, 2024
    The research vessel Coriolis at its christening ceremony at Hitzler Werft shipyard in Lauenburg, Germany, November 18, 2024. The 29.9-meter vessel features the world’s first commercial application of metal hydride hydrogen storage. Photo: Hereon/Marcel Schwickerath

    As a naval architect, I find the Coriolis project particularly exciting—not just because it’s another hydrogen vessel joining the fleet, but because it’s a floating laboratory specifically designed to advance the very technologies it uses. The fact that Hereon chose to develop and test their own metal hydride storage system on this vessel, rather than relying on conventional compressed or liquid hydrogen solutions, demonstrates the kind of bold experimentation the industry needs right now.

    Germany’s Helmholtz-Zentrum Hereon has officially taken delivery of the research vessel Coriolis, marking a significant milestone in both marine hydrogen technology and coastal research. Christened on November 18, 2024, at the Hitzler Werft shipyard in Lauenburg, the 29.9-meter vessel represents a globally unique approach to maritime hydrogen propulsion—using metal hydride storage technology developed in-house by Hereon’s Institute of Hydrogen Technology.

    The €18 million vessel, funded primarily by the German Federal Government, was delivered in January 2025 and is now operational for research missions in the North Sea, Baltic Sea, and shallow coastal waters.

    What sets Coriolis apart is its dual purpose: it’s simultaneously a coastal research platform and an innovation testbed for hydrogen maritime technologies, specifically designed to validate the metal hydride storage system developed by Hereon. Named after French scientist Gaspard Gustave de Coriolis (1792-1843), the vessel entered service in early 2025.

    Vessel Specifications

    Key Technical Data:

    • Length Overall: 29.9 meters (98.1 feet)
    • Beam: 8.0 meters (26 feet)
    • Draught: 1.6 meters (5.2 feet)—shallow enough for Wadden Sea operations
    • Maximum Speed: 12 knots
    • Range: 100 nautical miles
    • Crew: 2 (+1 optional)
    • Scientists: Up to 12
    • Operating Days/Year: 225
    • Laboratory Space: 47 m²
    • Working Deck: 70 m² with stern A-frame
    • Total Engine Power: 750 kW

    Innovative Propulsion System

    The Coriolis employs a hybrid diesel-electric, battery-electric, and hydrogen-electric propulsion concept. Electric traction motors drive the vessel’s two propellers and can draw power from three different sources:

    1. 100 kW Hydrogen Fuel Cell: Supplied by hydrogen from the metal hydride storage system
    2. Battery Bank: For short-term, high-power demands
    3. 45 kW Diesel Generator: Backup power for extended missions

    Hydrogen Operation Duration: Approximately 5 hours on a single tank charge in pure hydrogen mode.

    The Metal Hydride Storage Breakthrough

    What Makes Metal Hydride Storage Different?

    The Coriolis is the first commercial research vessel to use metal hydride (MH) hydrogen storage instead of conventional compressed (350-700 bar) or liquid hydrogen (-253°C) systems. This technology, previously used in German U212 and U214 class submarines, offers several distinct advantages for maritime applications:

    Storage Capacity:

    • Metal Hydride Tank System: 5 tonnes total weight
    • Hydrogen Capacity: 30 kg of hydrogen
    • Volumetric Density: >50 g H₂/liter at system level
    • Operating Pressure: <60 bar (vs. 350-700 bar for compressed hydrogen)
    • Operating Temperature: -30°C to +50°C (vs. -253°C for liquid hydrogen)

    Safety Advantages:

    • Chemical bonding prevents sudden release of hydrogen in case of valve failure or pressure vessel rupture
    • Only 5-10% residual hydrogen could be released abruptly due to porosity
    • Much safer than high-pressure or cryogenic storage in marine environments

    Design Flexibility:

    • Metal hydride tanks can be shaped to fit ship structure
    • Can replace ballast water, improving space utilization and stability
    • Modular cascade system allows for redundancy and scalability

    The Challenge

    Metal hydride formation generates heat that must be managed through cooling systems. The vessel uses waste heat recovery to improve overall energy efficiency of the hydrogen system.

    Key Partners and Technology Providers

    • Owner/Operator: Helmholtz-Zentrum Hereon, Institute of Surface Science
    • Shipyard: Hitzler Werft, Lauenburg, Germany (construction: January 2023 – January 2025)
    • Design Office: TECHNOLOG Services GmbH, Hamburg
    • Metal Hydride System: Developed in-house by Hereon’s Institute of Hydrogen Technology
    • Fuel Cell: 100 kW PEM fuel cell
    • Total Project Cost: €18 million (German Federal Government funding)

    The vessel was christened on November 18, 2024, by Karin Prien, Schleswig-Holstein’s Minister of Science, before approximately 400 guests from politics, science, and industry.

    Industry Context: Research Vessels Leading Hydrogen Adoption

    Research vessels are proving to be ideal platforms for hydrogen technology development:

    Similar Hydrogen Research Vessels:

    • Energy Observer (France): Liquid hydrogen-powered catamaran
    • Hydra (Norway): Liquid hydrogen ferry with LOHC testing capability
    • H₂ Barge 1 (Netherlands): Inland hydrogen bunker and supply vessel

    The research vessel segment benefits from:

    • Controlled operational profiles with known routes and durations
    • On-board scientific teams capable of monitoring and optimizing systems
    • Strong government funding for technology demonstration
    • Lower commercial pressure allowing for innovation testing

    The Coriolis takes this concept further by making hydrogen technology itself a primary research subject, not just a propulsion solution.

    Connection to H2Mare Flagship Project

    The Coriolis directly supports Germany’s H2Mare hydrogen flagship project, one of three major initiatives funded by the German Federal Ministry of Education and Research (BMBF) with up to €740 million total allocation. H2Mare focuses on producing green hydrogen and derivative products using offshore wind power.

    Hereon contributes to H2Mare through four of its institutes, advancing:

    • Offshore hydrogen production technologies
    • Hydrogen storage and transport solutions
    • Membrane-based gas separation and purification
    • System integration for maritime applications

    Operational Challenges and Considerations

    While the Coriolis represents technological advancement, several practical challenges remain:

    Hydrogen Infrastructure:

    ⚠️ BOTTLENECK: Germany currently has limited hydrogen bunkering infrastructure for vessels. The Coriolis will need to coordinate with specialized facilities or use mobile refueling solutions.

    Operational Range:

    • 5 hours of pure hydrogen operation limits extended offshore missions
    • 100 nautical mile total range requires careful mission planning
    • Diesel backup essential for current operations until hydrogen supply chain matures

    Refueling Logistics:

    • Metal hydride refueling requires cooling capacity during hydrogen loading
    • Refueling time longer than conventional fueling but safer than liquid hydrogen
    • Specialized training needed for crew and port personnel

    Technology Validation Period:

    As this is the world’s first commercial application of metal hydride storage in a research vessel, 2025 will be a critical year for validating:

    • System reliability in varied sea conditions
    • Practical refueling procedures
    • Heat management during extended operations
    • Overall operational economics

    Why Metal Hydrides Matter for Maritime Hydrogen

    The Coriolis demonstrates a storage solution that could be particularly attractive for smaller vessels and harbor craft:

    Advantages for Maritime Applications:

    • Safety: Lower pressure and ambient temperature reduce explosion risk
    • Structural Integration: Flexible tank shapes can optimize ship design
    • Stability: Dense storage low in hull improves metacentric height
    • Ballast Replacement: Hydrogen storage serves dual purpose
    • No Boil-Off: Unlike liquid hydrogen, no fuel is lost during storage

    Current Limitations:

    • Weight Penalty: 5 tonnes of tank system for only 30 kg hydrogen (167:1 ratio)
    • Energy Density: Still lower than diesel on a total system basis
    • Cooling Requirements: Heat management adds complexity
    • Cost: Specialized metal alloys and tank fabrication increase expenses
    • Refueling Speed: Slower than compressed hydrogen due to thermal constraints

    However, for vessels with predictable routes, shore-based power access, and weight tolerance, metal hydrides offer compelling safety and design advantages that could make them the preferred solution for certain applications.

    Looking Ahead: Metal Hydride Hydrogen as a Maritime Solution

    As the Coriolis begins operations in 2025, the maritime hydrogen industry will be watching closely. Key questions to be answered:

    1. Can metal hydride storage achieve the reliability needed for commercial maritime service?
    2. Will the safety and design advantages offset the weight penalty and refueling complexity?
    3. Can the technology scale up for larger vessels or be optimized for specific niches like harbor tugs, ferries, and coastal workboats?
    4. What refueling infrastructure investments will be required to support metal hydride vessels?

    Real-time operational data from Coriolis—available via the public dashboard—will provide invaluable insights for the broader maritime hydrogen transition. Every operational hour, every refueling cycle, every equipment performance metric becomes a data point that advances our collective understanding of metal hydride storage at sea. This is exactly the kind of real-world validation the hydrogen shipping sector needs to move from concept to commercial deployment.

    Conclusion: A Critical Test Platform for Maritime Hydrogen

    The €18 million investment in the Coriolis represents more than just a new research vessel for Germany—it’s a commitment to developing practical, safe hydrogen technologies specifically optimized for maritime environments. By making the vessel itself an experimental platform for metal hydride storage, Hereon has created a powerful feedback loop between hydrogen research and real-world maritime application.

    As Prof. Regine Willumeit-Römer, Scientific Director at Hereon, stated during the christening: “CORIOLIS will become our brand ambassador by researching complex systems… It is not only fundamental for coastal research, but also a tool for our entire center, because hydrogen and membrane technology are also used on board.”

    The vessel is expected to operate approximately 225 days per year, ensuring extensive operational data collection for metal hydride hydrogen storage validation. With Germany’s ambitious hydrogen strategy and the expansion of offshore wind capacity in the North and Baltic Seas, the Coriolis arrives at exactly the right moment to help demonstrate whether metal hydride storage can be a practical solution for the maritime sector’s transition to zero-emission operations.

    Sources

    • Baird Maritime: “VESSEL REVIEW | Coriolis – Hybrid hydrogen-powered research vessel delivered to German science institute” (January 21, 2026)
    • Helmholtz-Zentrum Hereon official website: Research Vessel Coriolis project pages
    • Innovations Report: “Hereon Unveils New Ship CORIOLIS in Grand Naming Ceremony” (November 20, 2024)
    • Power-to-X.de: “Research vessel Coriolis to embark on missions in 2025” (December 16, 2024)
    • NOW GmbH: “Onboard power for the CORIOLIS” (January 25, 2024)
    • German Federal Ministry of Education and Research (BMBF) H2Mare project information


  • New EMSA Study: Why Hydrogen Ships Can’t Use LNG Safety Playbook

    New EMSA Study: Why Hydrogen Ships Can’t Use LNG Safety Playbook | HydrogenShipbuilding.com

    Finally, we have the comprehensive safety data we’ve been waiting for. EMSA’s H-SAFE study, published November 2025, delivers what the hydrogen shipping industry desperately needed: hard numbers showing exactly where our assumptions about adapting LNG systems fall short. As someone who’s reviewed countless “hydrogen-ready” designs that were really just LNG systems with blue paint, this report is a reality check. The message is clear—secondary enclosures around ALL leak sources aren’t a nice-to-have feature, they’re non-negotiable. And that includes piping on open deck.

    The European Maritime Safety Agency (EMSA) just released the final report from DNV’s multi-year H-SAFE study investigating hydrogen fuel system safety. This isn’t another theoretical exercise—it’s quantitative risk analysis, HAZID workshops, and bowtie modeling across both compressed (CH₂) and liquefied (LH₂) systems. The findings fundamentally challenge the industry’s default assumption that hydrogen can be handled like LNG with minor modifications.

    The Numbers That Matter

    Here’s what jumps out from the technical analysis:

    Ignition Energy: Hydrogen’s minimum ignition energy is 0.017 mJ compared to 0.28 mJ for methane. That’s 16 times easier to ignite. Your certified electrical equipment? The study explicitly states you must assume ignition will occur anyway.

    Flammability Range: 4-75% for hydrogen versus 5-15% for natural gas. This isn’t a minor difference—it’s a 5x wider explosive window that makes inerting strategies far more complex.

    Burning Velocity: 3.46 m/s for hydrogen versus 0.45 m/s for methane. Translation: explosions are more severe and can transition to detonation more readily.

    Detection Response Time: The study found that conventional point gas detectors respond too slowly. At leak rates as low as 0.1 kg/s, ignitable clouds form within seconds—long before your detection system triggers emergency shutdown.

    The Secondary Enclosure Mandate

    The EMSA Guidance takes a more conservative position than the draft IMO Interim Guidelines on one critical point: ALL potential hydrogen leak sources should be protected within secondary enclosures—and that explicitly includes piping on open deck, not just enclosed spaces.

    Why the stricter approach? Three reasons backed by data:

    • Open deck leak detection is challenging. Wind, weather, and rapid dispersion make reliable detection uncertain.
    • Critical clouds form faster than detection systems respond. You can’t rely on catching leaks before ignition.
    • Industry best practice supports it. Both ISO 15916 and NASA guidelines recommend assuming ignition sources are present.

    For compressed hydrogen systems, this means inerted tank connection enclosures with nitrogen or helium. For liquefied hydrogen, it means vacuum-jacketed piping throughout—not just in the tank connection space.

    The Reliability Data Gap

    Here’s the sobering reality: leak frequency analysis has high uncertainty because we lack maritime-specific hydrogen equipment failure data. The study used generic HCRD and HyRAM+ databases, but neither accounts for ship motion, saltwater corrosion, or limited maintenance access during voyages.

    Current estimates suggest one leak event every 10 years for a four-tank compressed hydrogen system—but actual frequencies may be higher given data limitations. Heat exchangers, compressors, and valves are identified as the primary risk drivers.

    LH₂’s Cryogenic Challenge

    For liquefied hydrogen systems, the study identifies loss of vacuum insulation as a credible event that cannot be excluded from design. At -253°C, hydrogen is cold enough to liquefy air. When vacuum insulation fails:

    • External tank surfaces cool below air’s condensation point
    • Liquefied air with oxygen enrichment up to 50% forms on ship steel
    • Low-temperature embrittlement causes structural damage
    • Boil-off rates increase 10-50x normal levels

    The guidance requires ships using LH₂ to be designed to safely accommodate vacuum loss—not just detect and respond to it.

    The Human Factor

    Perhaps most concerning: analysis of 575 hydrogen accidents in the HIAD 2.0 database shows nearly 50% involve human and organizational errors. Safety management system factors account for 49% of incidents, individual human errors for 29%.

    This means even perfect technical design isn’t enough. Robust training programs, proper procedures, and active safety culture cultivation are non-negotiable for hydrogen operations.

    What This Means for Your Project

    If you’re designing or operating a hydrogen-fuelled vessel:

    1. Budget for secondary enclosures everywhere. This isn’t optional equipment you can value-engineer out.
    2. Design for substantial leaks. Small leak management won’t cut it—consider up to full-bore rupture.
    3. Invest heavily in training. Human factors dominate accident causation.
    4. Plan for data uncertainty. Your risk assessment will have wide confidence intervals until maritime-specific failure data exists.
    5. For LH₂ projects: design structures for cryogenic exposure. Tank support structure and surrounding ship steel must handle vacuum loss scenarios.

    The Bunkering Gap

    One significant finding: there’s no harmonized international guidance for shore-side hydrogen bunkering operations. Every port authority and jurisdiction has different requirements, making infrastructure development challenging. EMSA recommends developing comprehensive goal-based bunkering standards—something the industry urgently needs as the hydrogen fleet grows.

    Read the Full Technical Analysis

    This summary barely scratches the surface. The complete EMSA H-SAFE study includes detailed bowtie analysis for every major hazard scenario, frequency calculations for specific equipment failures, consequence modeling for collision and fire scenarios, and comprehensive guidance spanning 20 chapters.

    → Read our complete deep dive technical analysis covering:

    • Detailed reliability analysis with equipment-specific failure rates
    • Complete comparison of CH₂ tank connection enclosure configurations
    • LH₂ vacuum insulation loss cascade analysis
    • Occupational safety hazards and human factors findings
    • Paragraph-by-paragraph comparison with IMO draft guidelines
    • Comprehensive prescriptive requirements from EMSA Guidance

    Industry Implications

    The IMO Interim Guidelines are expected for formal approval in 2026. Some flag States and classification societies may adopt the more conservative EMSA approach—particularly in early operational years as experience is gained. Projects currently under construction should review their designs against these findings to identify any gaps.

    For the broader industry, this study validates that hydrogen IS viable as marine fuel—but only with purpose-built safety systems that respect its unique properties. The days of “LNG-ready ships with hydrogen capability” are over. It’s time for hydrogen-specific design from the ground up.

    Have you encountered design decisions in your project that conflict with these findings? Our comprehensive technical deep dive provides the detailed analysis you need for engineering discussions.

    Source

    • Study: European Maritime Safety Agency (2025), “Study investigating the safety of hydrogen as fuel on ships,” Final Report, EMSA, Lisbon
    • Study Code: EMSA/OP/21/2023
    • Publication: November 14, 2025
    • Authors: DNV (Linda Hammer, Marius Leisner, Hans Jørgen Johnsrud, Olav Tveit, Torill Grimstad Osberg, Peter Hoffmann)
    Safety Research Regulation CH2 LH2 EMSA IMO Technical

    Related Resources

    Complete Technical Deep Dive → IMO Interim Guidelines Ship Safety Database Hydrogen Supply Infrastructure
    ↑

  • TEN-OH: Japan’s First Hydrogen Dual-Fuel Tugboat Begins Demonstration Operations

    TEN-OH hydrogen dual-fuel tugboat - Japan's first hydrogen-powered tug
    TEN-OH, Japan’s first hydrogen dual-fuel tugboat. Credit: Tsuneishi Shipbuilding

    Japan continues to demonstrate its commitment to maritime decarbonisation with substance over hype. The TEN-OH isn’t just another concept vessel—it’s a fully operational, high-power tugboat now entering commercial demonstration. What makes this particularly noteworthy is the technology partnership: Belgian expertise from CMB.TECH combined with Japanese shipbuilding precision. This is exactly the kind of international collaboration the hydrogen transition requires.

    Japan’s first hydrogen dual-fuel tugboat, TEN-OH, has begun demonstration operations following its delivery by Tsuneishi Shipbuilding in October 2025. The 38-meter vessel represents a significant milestone in Japan’s Zero Emission Ships Project and marks the second deployment of BeHydro’s hydrogen combustion technology in a commercial tugboat—following the successful Hydrotug 1 at the Port of Antwerp-Bruges.

    The vessel is now conducting demonstration voyages and bunkering operations, with trials scheduled to continue through 2026.

    Technical Specifications

    Specification Value
    Vessel Name TEN-OH
    Length Overall 38.0 m
    Breadth 9.6 m
    Draft 4.2 m
    Gross Tonnage <300 GT
    Main Engines Twin BeHydro 12-cylinder hydrogen dual-fuel ICE
    Power Output 4,400 hp class (~3.3 MW total)
    Hydrogen Storage ~250 kg (high-pressure compressed)
    Fuel Type Hydrogen + traditional marine fuels [CH2]
    CO₂ Reduction ~60% vs. conventional tugboats
    Classification ClassNK

    Why Hydrogen Tugboats Matter

    Tugboats are deceptively important vessels for maritime decarbonisation. They operate in ports—areas increasingly under scrutiny for air quality and emissions—and require substantial power for manoeuvring large vessels. A typical harbour tug runs its engines at high loads for extended periods, making them significant emissions sources despite their modest size.

    The challenge for hydrogen tugboats is maintaining the high power output and reliability that port operations demand. TEN-OH addresses this directly with its twin 12-cylinder engines delivering 4,400 horsepower—matching conventional tug performance while significantly reducing emissions.

    Dual-Fuel Redundancy

    A critical design feature: in the event of hydrogen fuel system failure, TEN-OH can continue operating solely on marine fuel. This redundancy maintains the same safety standards as conventional vessels—essential for harbour operations where reliability is non-negotiable.

    International Technology Partnership

    TEN-OH’s propulsion system comes from JPNH2YDRO, a joint venture between Tsuneishi Group and CMB.TECH. The BeHydro engines are manufactured by a joint venture between Anglo Belgian Corporation (ABC) and CMB.TECH—the same partnership that delivered engines for Hydrotug 1.

    Key Technology Partners

    • Shipbuilder: Tsuneishi Shipbuilding (Fukuyama, Japan)
    • Hydrogen Systems: JPNH2YDRO (Tsuneishi Group + CMB.TECH)
    • Engines: BeHydro (ABC + CMB.TECH)
    • Classification: ClassNK
    • Steel: JGreeX green steel by JFE Steel Corporation

    The use of JGreeX green steel throughout the vessel’s construction adds another layer of sustainability—reducing the embodied carbon of the vessel itself, not just operational emissions.

    Context: The Growing Hydrogen Tug Fleet

    TEN-OH joins a small but growing fleet of hydrogen-powered tugboats worldwide. The most direct comparison is Hydrotug 1, operational at the Port of Antwerp-Bruges since late 2023:

    Specification TEN-OH (Japan) Hydrotug 1 (Belgium)
    Length 38.0 m 30.2 m
    Power ~3.3 MW (4,400 hp) 4 MW
    H₂ Storage ~250 kg 415 kg
    Bollard Pull Not specified 65 tonnes
    Engines BeHydro 12-cyl dual-fuel BeHydro V12 dual-fuel
    Emission Reduction ~60% ~65%

    Both vessels use the same core BeHydro technology, demonstrating that hydrogen dual-fuel combustion is now proven and scalable across different vessel designs and operating environments.

    The Nippon Foundation Zero Emission Ships Project

    TEN-OH was developed under the Nippon Foundation’s Zero Emission Ships Project, which aims to achieve carbon neutrality in Japan’s coastal shipping sector by 2050. The project is developing and demonstrating several vessel types:

    • TEN-OH: Hydrogen dual-fuel tugboat (delivered October 2025)
    • Hanaria: Hydrogen fuel cell + biodiesel passenger vessel (completed certification voyages in 2024)
    • Hydrogen tankers and cargo vessels: Planned trials through fiscal 2026

    Japanese Hydrogen Leadership

    Japan holds more hydrogen patents than any other country. The Zero Emission Ships Project aims to leverage this technical expertise to lead the global shipping industry toward carbon neutrality—exporting not just vessels but complete hydrogen propulsion solutions.

    Funding & Policy Support

    The project benefits from Japan’s substantial commitment to hydrogen technology through the Green Innovation Fund, a ¥2 trillion (~€12.5 billion) programme managed by NEDO (New Energy and Industrial Technology Development Organization). This fund supports the entire hydrogen value chain for shipping:

    • Marine hydrogen engine development (Kawasaki, Yanmar, Japan Engine)
    • Liquefied hydrogen fuel supply systems
    • Vessel construction and demonstration
    • Bunkering infrastructure development

    Separately, the Japanese Ministry of the Environment and Ministry of Land, Infrastructure, Transport and Tourism have approved Yanmar’s production plan for hydrogen-fuelled engines and fuel cell systems—signalling regulatory support for scaling production.

    ⚠️ The Dual-Fuel Question

    While TEN-OH’s 60% emission reduction is significant, the dual-fuel approach means it still burns conventional marine fuel alongside hydrogen. Critics note that without consistent access to green hydrogen and operational discipline, such vessels could default to running primarily on diesel.

    The demonstration phase will be critical in establishing realistic operational profiles and proving that high hydrogen utilisation rates are achievable in daily port operations.

    Project Timeline

    • March 2025: TEN-OH launched at Tsuneishi Shipbuilding, Fukuyama
    • October 9, 2025: ClassNK classification completed
    • October 15, 2025: Delivery to operator
    • 2025-2026: Demonstration voyages and bunkering trials
    • 2026+: Expected transition to commercial operations

    What This Means for the Industry

    TEN-OH’s demonstration phase will provide valuable operational data for the broader hydrogen shipping transition. Key questions to watch:

    • What hydrogen utilisation rates are achievable in real port operations?
    • How does bunkering logistics work for compressed hydrogen in a busy port environment?
    • What maintenance and training requirements emerge from commercial operation?
    • Can the 60% emission reduction target be consistently achieved?

    Tsuneishi Shipbuilding has indicated it will apply the expertise gained from TEN-OH to future vessel projects, including methanol-fuelled and LNG-fuelled ships. The company sees hydrogen as one pathway in a multi-fuel strategy for maritime decarbonisation.

    For port operators considering hydrogen tugs, TEN-OH and Hydrotug 1 together demonstrate that the technology works. The remaining questions are about infrastructure, fuel supply, and operational economics—challenges that become clearer only through real-world demonstration.

    Related Resources on HydrogenShipbuilding.com

    Sources & References

    • Tsuneishi Shipbuilding (October 2025). Official press release: “TSUNEISHI Delivered the Japan’s First Hydrogen Dual-Fuelled Tugboat”
    • The Maritime Executive (October 2025). “Japan’s First Hydrogen Dual-Fuel Tugboat Delivered to Begin Demonstrations”
    • Offshore Energy (October 2025). “Japan’s first hydrogen dual-fuel tugboat sees the light of day”
    • ClassNK (October 2025). Classification announcement for hydrogen-fueled tugboat TEN-OH
    • CMB.TECH (December 2023). “Port of Antwerp-Bruges & CMB.TECH launch the Hydrotug 1”
    • The Nippon Foundation. Zero Emission Ships Project documentation
    • NEDO Green Innovation Fund Projects. Development of Marine Hydrogen Engine and MHFS programme information

  • Samskip selects Norwegian Hydrogen as preferred supplier of liquid green hydrogen

    European logistics company Samskip has selected Norwegian Hydrogen as its preferred supplier of liquid green hydrogen for two SeaShuttle container vessels currently under construction. The vessels will operate the world’s first hydrogen-powered container shipping route between Rotterdam and Oslo, breaking the classic “chicken-and-egg” deadlock that has constrained the hydrogen economy. With Norwegian Hydrogen’s Rjukan plant securing EUR 31.5 million from the EU Innovation Fund and NOK 100 million in domestic support, hydrogen deliveries are expected to begin in 2028.

    World’s First Hydrogen Container Ships Find Their Fuel Source

    The Memorandum of Understanding signed on December 5, 2025, resolves a critical uncertainty for Samskip’s pioneering SeaShuttle vessels: where the hydrogen will come from. While shipbuilders can construct hydrogen-powered vessels and classification societies can certify them, the infrastructure for producing, liquefying, storing, and bunkering hydrogen at scale has lagged behind ship development. This agreement synchronizes vessel delivery with fuel supply readiness—both targeting operational capability by 2028.

    Samskip’s investment reflects its ambitious climate commitments. The company recently achieved verification of its “Net-Zero by 2040” target from the Science-Based Targets initiative and received the EcoVadis Platinum medal, ranking in the top 1% for sustainability performance in 2024. The SeaShuttle hydrogen conversion, supported by a grant from Norway’s Enova Fund, demonstrates the company’s willingness to accept first-mover risks to achieve deep decarbonization.

    The Rotterdam-Oslo Route

    The SeaShuttle vessels will operate Samskip’s established Rotterdam-Oslo service, a strategic choice for several reasons. This route exemplifies short-sea shipping—distances where hydrogen’s energy density disadvantages matter less than for transoceanic voyages. The approximately 1,200 km route allows for manageable tank sizes and regular refueling opportunities.

    Both Rotterdam and Oslo offer favorable conditions for hydrogen infrastructure development. Rotterdam, Europe’s largest port, has committed to becoming a hydrogen import hub, with multiple projects underway. Oslo, as Norway’s capital and a center of green shipping initiatives, provides supportive regulatory frameworks and public awareness. The route’s predictable schedule—critical for early-stage technology validation—enables systematic data collection on hydrogen consumption, refueling procedures, and operational costs.

    Container shipping on this route also serves diverse commercial customers, demonstrating hydrogen’s viability for mainstream logistics rather than niche applications. Success here could accelerate adoption across Samskip’s broader European network.

    Norwegian Hydrogen’s Rjukan Facility

    The hydrogen supply will come from Norwegian Hydrogen’s liquid hydrogen production plant in Rjukan, Norway—a location with deep historical connections to industrial chemistry and, ironically, to early 20th-century hydrogen production for ammonia synthesis.

    Strategic Location

    Rjukan sits in Telemark county, a region with abundant hydroelectric power resources. The plant will operate under a long-term power purchase agreement with Tinn Energi & Fiber, ensuring access to renewable electricity—the fundamental requirement for green hydrogen production. Norway’s hydroelectric generation, with exceptionally low carbon intensity (typically <10 g CO2e/kWh), provides one of the world's cleanest electricity sources for electrolysis.

    The required grid connection has been secured, and municipal authorities have approved the zoning plan. Norwegian Hydrogen reports being in final phases of selecting suppliers for key equipment, components, and services, suggesting construction will commence shortly.

    Funding Structure

    The project has assembled substantial financial support from multiple sources:

    • EUR 31.5 million from the 2025 EU Innovation Fund – Supporting establishment of the complete value chain for production, distribution, and bunkering of liquefied hydrogen
    • EUR 13.2 million from the EU Hydrogen Auction – Covering operating costs, reducing delivered hydrogen prices during the early commercial phase
    • NOK 100 million (~EUR 8.5 million) from Innovation Norway – Combination of grants and green loans for project development

    This funding diversification—combining capital grants, operational subsidies, and concessional financing—addresses different risk categories. Capital grants reduce upfront investment requirements, operational subsidies enable competitive pricing during market development, and green loans provide flexible financing for working capital and contingencies.

    The total support package approaches EUR 53 million (approximately USD 58 million), representing substantial public investment in establishing Norway’s first complete maritime liquid hydrogen value chain.

    Production Capacity and Technology

    While Norwegian Hydrogen hasn’t disclosed precise production capacity, the project is described as “right-sized” for early adopters. Industry sources suggest the facility will likely produce 5-10 tonnes of liquid hydrogen per day initially, sufficient to supply multiple vessels including the two Samskip SeaShuttles while allowing for additional customers in maritime, industrial, and other sectors.

    Hydrogen production will use water electrolysis powered by renewable electricity. The plant will include liquefaction capability—a critical and energy-intensive step consuming approximately 30-35% of hydrogen’s energy content but essential for marine applications where volumetric energy density matters. On-site liquefaction eliminates transportation logistics for gaseous hydrogen and enables direct loading onto vessels.

    Breaking the Chicken-and-Egg Deadlock

    The agreement addresses what Norwegian Hydrogen CEO Jens Berge calls the hydrogen economy’s “classic chicken-and-egg dilemma”: lack of demand hinders investment in production, while lack of supply discourages demand creation.

    Samskip’s commitment provides Norwegian Hydrogen with demand certainty, enabling final investment decisions. Conversely, Norwegian Hydrogen’s secured funding and advanced project status gives Samskip confidence their vessels won’t face fuel supply disruptions. The MoU formalizes this mutual dependency, allowing both parties to proceed with substantial capital commitments.

    This dynamic mirrors successful infrastructure transitions historically. Natural gas vehicle adoption accelerated when fleet operators and fuel suppliers coordinated investments. Electric vehicle deployment required simultaneous buildout of charging networks and vehicle production. Hydrogen shipping faces similar coordination challenges, but at higher stakes given the specialized infrastructure requirements.

    Why This Matters

    Why This Matters

    For Short-Sea Shipping Decarbonization: Container shipping accounts for significant European maritime emissions. If Samskip successfully demonstrates hydrogen-powered container operations, it validates the technology for dozens of similar routes across Europe. The North Sea, Baltic Sea, and Mediterranean all feature short-sea routes where hydrogen could compete effectively with diesel or LNG.

    For Hydrogen Infrastructure Development: The Rjukan facility creates a template for maritime hydrogen production combining optimal renewable electricity access, liquefaction capability, and multi-modal distribution. Success here could accelerate similar projects in other hydropower-rich regions: Canada, Iceland, Scotland, New Zealand, or South America’s Patagonia region.

    For First-Mover Advantage: Samskip’s commitment positions the company to capture premium pricing from environmentally conscious shippers, potentially securing long-term contracts with customers facing supply chain emission reduction mandates. As EU carbon regulations tighten, zero-emission shipping capacity will command premium rates.

    For Risk Mitigation Strategy: Securing a preferred supplier relationship, rather than depending on spot markets, protects Samskip from potential hydrogen price volatility and supply constraints as the market develops. The MoU likely includes provisions ensuring supply continuity and price certainty.

    For Norway’s Hydrogen Strategy: This project anchors Norway’s position as a European hydrogen exporter, leveraging abundant renewable electricity and existing maritime expertise. Success could spawn additional facilities, creating an export industry complementing Norway’s traditional oil and gas sector as it declines.

    Broader Implications

    This agreement exists within a broader European hydrogen ecosystem rapidly taking shape:

    • Multiple shipping companies are developing hydrogen vessel projects: ferry operators in Scandinavia, offshore service vessels in Norway, and passenger vessels across Europe
    • Port authorities in Rotterdam, Oslo, Hamburg, Antwerp, and elsewhere are planning hydrogen infrastructure as part of decarbonization strategies
    • Equipment manufacturers are scaling production of electrolyzers, fuel cells, cryogenic systems, and bunkering equipment
    • Energy companies are developing renewable electricity projects explicitly dedicated to hydrogen production
    • Classification societies have published rules and guidelines for hydrogen-fueled vessels, enabling design approvals

    The Samskip-Norwegian Hydrogen agreement demonstrates that these parallel developments are converging toward operational systems. Each successful project reduces risk perceptions, generates operational data, and builds confidence for subsequent investments.

    Quotes from Leadership

    “Our partnership with Norwegian Hydrogen marks an important step on our journey towards Net-Zero emissions by 2040,” stated Ólafur Orri Ólafsson, CEO of Samskip. “Hydrogen is a critical enabler for deep decarbonization in short-sea shipping, and Norwegian Hydrogen has demonstrated the capability and commitment needed to support our ambition. Together, we are not only preparing the energy supply for our SeaShuttle vessels, we are also helping accelerate the transition to sustainable logistics across Europe.”

    “We are deeply grateful for Samskip’s support and first-mover determination, leading the way in decarbonising short-sea container shipping,” responded Jens Berge, CEO of Norwegian Hydrogen. “It is reassuring to see that our efforts to create a project that meets Samskip’s requirements are now yielding tangible results, enabling Samskip to proceed exclusively with us from this point. Right-sized and with all critical elements in place, the Rjukan LH2 project is ideally positioned for delivery of liquid green hydrogen to early adopters within maritime, industry, and other sectors, covering a large geographical area at a highly attractive price point.”

    Project Summary

    Element Details
    Customer Samskip (European logistics company)
    Supplier Norwegian Hydrogen AS
    Vessels Two SeaShuttle container vessels (under construction)
    Route Rotterdam, Netherlands ↔ Oslo, Norway (~1,200 km)
    Fuel Type Liquid green hydrogen (LH2) from renewable electrolysis
    Production Site Rjukan, Telemark, Norway
    Power Source Norwegian hydroelectricity (Tinn Energi & Fiber)
    EU Innovation Fund EUR 31.5 million (value chain development)
    EU Hydrogen Auction EUR 13.2 million (operating costs)
    Innovation Norway NOK 100 million (~EUR 8.5 million, grants + green loans)
    Norwegian Enova Fund Grant supporting vessel conversion (amount not disclosed)
    Expected Operations 2028
    Status MoU signed December 5, 2025; exclusive supplier relationship

    Looking Ahead

    The Samskip-Norwegian Hydrogen partnership represents more than two companies agreeing to a fuel supply contract. It demonstrates that the maritime hydrogen economy is transitioning from concept to implementation, with real vessels, real production facilities, and real commercial operations approaching.

    Success will depend on execution—building plants on schedule and budget, commissioning vessels successfully, establishing safe and efficient bunkering procedures, and demonstrating acceptable operational economics. But the fundamentals appear sound: strong corporate commitments backed by substantial public funding, favorable renewable electricity access, suitable routes for early adoption, and supportive regulatory frameworks.

    If the SeaShuttles operate successfully from 2028 onward, expect announcements of additional hydrogen container vessels, expansion of production capacity at Rjukan and other sites, and growing confidence among shipowners and fuel suppliers that hydrogen shipping has moved from possibility to reality.

    The chicken-and-egg deadlock is breaking. Now comes the harder part: proving it works.

    Sources

    • Norwegian Hydrogen AS. (2026). “Samskip moves forward with Norwegian Hydrogen as its preferred supplier of liquid green hydrogen.” Press release, January 7, 2026.
    • Norwegian Hydrogen AS. (2025). “More support for Rjukan liquid hydrogen project with EUR 31.5 million grant from EU Innovation Fund.” Press release, November 3, 2025.
    • Norwegian Hydrogen AS. (2025). “Double win for Norwegian Hydrogen at Rjukan with funding offers from both the EU Hydrogen Bank and Innovation Norway.” Press release, May 20, 2025.
    • Samskip corporate communications, December 2025.

  • Kawasaki Heavy Industries to Build World’s Largest Liquefied Hydrogen Carrier

    Kawasaki Heavy Industries has signed a contract with Japan Suiso Energy to construct the world’s largest liquefied hydrogen carrier, featuring a cargo capacity of 40,000 cubic meters. This vessel represents a 32-fold increase over the company’s pioneering Suiso Frontier, marking a critical transition from demonstration projects to commercial-scale hydrogen transport. Scheduled for ocean trials by 2030, the carrier will demonstrate the technical and economic feasibility of large-scale hydrogen shipping as Japan advances toward its carbon-neutral goals.

    Kawasaki's 40,000 m3 liquefied hydrogen carrier concept

    Source: Kawasaki Heavy Industries

    From Demonstration to Commercial Scale

    The leap from Kawasaki’s 1,250-cubic-meter Suiso Frontier—completed in 2021 as the world’s first liquefied hydrogen carrier—to this 40,000-cubic-meter vessel demonstrates the rapid progression of hydrogen shipping technology. This new carrier will be built at Kawasaki Heavy Industries’ Sakaide Works in Kagawa Prefecture as part of Japan’s New Energy and Industrial Technology Development Organization (NEDO) Green Innovation Fund Project.

    Japan Suiso Energy, serving as project operator for NEDO, aims to conduct comprehensive demonstrations of ship-to-shore loading and unloading operations by fiscal year 2030. The project will test operational performance, safety, durability, reliability, and crucially, economic feasibility for large-scale hydrogen transport—information essential for establishing commercial viability.

    Technical Innovation for Cryogenic Cargo

    Transporting liquefied hydrogen presents unique engineering challenges. At -253°C, liquid hydrogen requires specialized containment systems and handling procedures far more demanding than conventional cryogenic cargoes like LNG.

    Cargo Containment System

    The vessel’s cargo tanks total approximately 40,000 cubic meters and incorporate high-performance insulation systems designed to minimize boil-off gas generated by natural heat ingress. Managing boil-off is critical for long-distance transport—hydrogen’s extremely low boiling point means even minimal heat transfer causes evaporation. The insulation system must maintain cryogenic temperatures throughout voyages potentially lasting weeks.

    Unlike LNG carriers where boil-off rates of 0.10-0.15% per day are standard, liquid hydrogen faces steeper challenges. The Suiso Frontier demonstrated boil-off rates around 0.2-0.3% per day, and this larger vessel aims to improve on these figures through advanced vacuum-jacketed tank technology.

    Dual-Fuel Propulsion

    The carrier will feature a diesel and hydrogen-fueled electric propulsion system, combining hydrogen- and oil-based dual-fuel generator engines with conventional oil-fired generators. This hybrid approach offers operational flexibility while reducing carbon emissions.

    Significantly, boil-off gas from the cargo tanks can be compressed, heated, and reused as fuel for propulsion. This not only reduces CO2 emissions but also addresses the economic and environmental cost of venting hydrogen—a solution that transforms a liability into an asset. This capability is particularly relevant given hydrogen’s global warming potential (11.6 kg CO2e per kg H2 over 100 years), making venting environmentally undesirable.

    Cargo Handling Infrastructure

    The vessel will be equipped with a cargo handling system capable of loading and unloading large volumes of liquefied hydrogen using double-wall vacuum-jacketed piping. These transfer systems maintain extremely low temperatures during operations between shore facilities and onboard tanks, preventing heat ingress that would cause excessive boil-off.

    The carrier will operate in conjunction with a liquefied hydrogen terminal under construction at Ogishima in Kawasaki City, forming an integrated supply chain infrastructure for demonstration purposes.

    Optimized for Hydrogen’s Unique Properties

    Liquid hydrogen’s extremely low density—approximately 71 kg/m³ compared to LNG’s 450 kg/m³—fundamentally affects vessel design. The hull form and draft have been specifically optimized to reflect this characteristic, improving propulsion efficiency and reducing power requirements.

    This density difference means that for equivalent energy content, hydrogen requires significantly more volume than other marine fuels. The 40,000 m³ capacity translates to approximately 2,840 tonnes of liquid hydrogen—roughly equivalent in energy terms to 7,800 tonnes of LNG, yet requiring more than five times the volume.

    Safety and Risk Management

    Hydrogen’s wide flammability range (4-75% in air, compared to 5-15% for natural gas) and low ignition energy demand rigorous safety protocols. The vessel’s hydrogen fuel, supply, and cargo handling systems have undergone comprehensive risk assessment, with multiple safety measures incorporated to protect crew, environment, and vessel structure.

    ClassNK, the classification society, will oversee compliance with safety standards. The vessel will be registered in Japan, operating under Japanese maritime regulations for hydrogen transport—a regulatory framework still evolving as the technology matures.

    Specifications at a Glance

    • Length Overall: Approximately 250 meters
    • Molded Breadth: 35 meters
    • Fully Loaded Draft: 8.5 meters (summer)
    • Cargo Capacity: 40,000 cubic meters (~2,840 tonnes liquid hydrogen)
    • Service Speed: Approximately 18 knots
    • Propulsion: Diesel and hydrogen dual-fuel electric system
    • Cargo Containment: High-performance insulated cryogenic tanks
    • Classification: ClassNK
    • Flag: Japan
    • Builder: Kawasaki Heavy Industries, Sakaide Works
    • Expected Completion: By fiscal year 2030 (demonstration trials)

    Strategic Context: Japan’s Hydrogen Economy

    This carrier serves as a cornerstone for Japan’s hydrogen strategy, which anticipates significant global hydrogen demand in the 2030s. Japan has committed to achieving carbon neutrality by 2050 and views hydrogen as essential for decarbonizing power generation, mobility, and industrial sectors—applications where electrification faces technical or economic limitations.

    The vessel enables what Japan cannot produce domestically at sufficient scale: low-cost renewable hydrogen. By importing hydrogen produced using abundant renewable electricity from regions like Australia, the Middle East, or potentially Europe, Japan can access competitively priced clean energy despite limited domestic renewable resources.

    This strategy aligns with findings from recent European Commission research showing that shipping liquid hydrogen emerges as one of the most cost-effective and environmentally sustainable options for long-distance hydrogen transport, particularly compared to chemical carriers like ammonia or methanol which require energy-intensive conversion processes.

    Economic Viability Questions

    While technical feasibility has been demonstrated through the Suiso Frontier project, economic viability remains uncertain. Key cost drivers include:

    • Liquefaction costs: Consuming approximately 30-35% of hydrogen’s energy content
    • Specialized infrastructure: Cryogenic storage, handling equipment, and dedicated terminals
    • Boil-off losses: Even with improved insulation, some hydrogen will be lost
    • Vessel capital costs: Specialized materials and systems increase construction costs
    • Scale requirements: Economic efficiency improves dramatically with larger vessels and higher utilization

    The 2030 demonstration will provide critical data on these factors. Current estimates suggest delivered hydrogen costs could range from €4-6 per kilogram for long-distance shipping, depending on production costs, utilization rates, and infrastructure amortization.

    Why This Matters

    Why This Matters

    For Global Hydrogen Markets: This vessel demonstrates that liquid hydrogen shipping can scale to commercial volumes. The 40,000 m³ capacity—sufficient to transport approximately 2,840 tonnes per voyage—enables economically viable international trade. Multiple such vessels could deliver millions of tonnes annually, matching planned production and demand scenarios for the 2030s.

    For Maritime Decarbonization: The dual-fuel propulsion system showcasing hydrogen as a marine fuel validates one pathway for shipping’s own decarbonization. By 2030, this carrier will provide operational data on hydrogen’s performance, reliability, and safety as a marine fuel under commercial conditions—information crucial for wider adoption.

    For Energy Security: Countries lacking domestic renewable resources can access global hydrogen markets, diversifying energy supply and reducing dependence on fossil fuel imports. Japan’s investment in this infrastructure reflects a strategic bet on hydrogen as a pillar of future energy security.

    For Industrial Decarbonization: Heavy industries—steel, chemicals, cement—require high-temperature heat and chemical reducing agents that electricity cannot easily provide. Large-scale hydrogen imports make decarbonization of these sectors technically and economically feasible in regions without domestic production capacity.

    For Innovation Spillover: Technologies developed for liquid hydrogen shipping—ultra-high-performance insulation, cryogenic handling systems, dual-fuel engines—have applications across the broader cryogenic industry, from LNG to industrial gases.

    Challenges Ahead

    Despite this progress, significant hurdles remain:

    Infrastructure Development: Establishing a commercial hydrogen supply chain requires coordinated investment in production facilities, liquefaction plants, storage terminals, and distribution networks—a chicken-and-egg challenge requiring billions in capital before revenue flows.

    Cost Competitiveness: Hydrogen must compete with established energy carriers. Even with carbon pricing, delivered costs need to decline substantially to be economically attractive for most applications.

    Regulatory Framework: International regulations for hydrogen shipping remain under development. The International Maritime Organization (IMO) aims to finalize hydrogen-specific regulations by 2028, but gaps persist regarding classification, port state control, and emergency response protocols.

    Safety Perception: Public and industry acceptance of hydrogen transport through populated port areas requires demonstrating robust safety records and incident response capabilities.

    Scale-Up Timeline: Even successful 2030 demonstrations won’t immediately translate to commercial deployment. Building fleets, establishing supply chains, and achieving operational optimization will require years of additional investment and learning.

    Competitive Landscape

    Kawasaki’s leadership position faces potential competition. European shipbuilders are exploring similar technologies, and China has announced plans for large-scale hydrogen carriers. However, Kawasaki’s first-mover advantage—demonstrated through the Suiso Frontier—provides valuable operational experience and intellectual property.

    The vessel also competes with alternative hydrogen carriers. Ammonia shipping benefits from existing infrastructure and lower containment costs, though it requires energy-intensive conversion at both ends. LOHCs (Liquid Organic Hydrogen Carriers) offer ambient-temperature handling but face even higher conversion energy penalties. Compressed hydrogen pipelines remain competitive for shorter distances within continental regions.

    Recent European research suggests liquid hydrogen shipping and compressed hydrogen pipelines offer the best balance of cost and environmental performance for long-distance transport, supporting Kawasaki’s strategic direction.

    Timeline and Next Steps

    Construction at Sakaide Works will occur over the next several years, with ocean-going trials scheduled by fiscal year 2030. The demonstration phase will evaluate:

    • Loading and unloading procedures at commercial scale
    • Boil-off management during extended voyages
    • Dual-fuel propulsion system performance and reliability
    • Maintenance requirements and operational costs
    • Safety protocols and emergency procedures
    • Environmental performance including CO2 emissions reduction

    Success in these demonstrations could trigger orders for commercial vessels in the early 2030s, with full-scale deployment potentially beginning mid-decade. Japan Suiso Energy and NEDO will share findings with industry stakeholders to accelerate commercialization.

    Conclusion

    Kawasaki’s 40,000 cubic meter liquefied hydrogen carrier marks a pivotal moment in maritime hydrogen transport. While technical challenges remain and economic viability requires demonstration, the project represents the most ambitious effort yet to establish commercial-scale hydrogen shipping infrastructure.

    The vessel’s success or failure will significantly influence global hydrogen strategies. Positive results could accelerate international hydrogen trade, enabling countries to access competitively priced renewable hydrogen regardless of domestic resource constraints. Challenges or cost overruns might redirect investment toward alternative carriers or regional pipeline networks.

    What’s certain is that large-scale hydrogen transport will be essential for global decarbonization. Whether liquid hydrogen shipping emerges as the dominant pathway depends largely on how well vessels like this perform when the real testing begins in 2030.

    Sources

    • Maritime Activity Reports, Inc. (2026). “Kawasaki Heavy Industries to Build World’s Largest Liquefied Hydrogen Carrier.” Marine Link, January 6, 2026.
    • Kawasaki Heavy Industries official announcement, January 2026.
    • Japan Suiso Energy / NEDO Green Innovation Fund Project documentation.
    • Arrigoni, A., D’Agostini, T., Dolci, F., & Weidner, E. (2025). “Techno-economic and life-cycle assessment comparisons of hydrogen delivery options.” Frontiers in Energy, 19(6): 1129-1142.

  • Norway supports liquid hydrogen fleet

    Norway’s state-owned Enova has awarded substantial funding for six hydrogen-powered bulk carriers, marking a significant acceleration in the deployment of zero-emission maritime technology. The latest round brings the total number of liquid hydrogen bulk carriers to four, demonstrating growing confidence in hydrogen as a viable marine fuel.

    Expanding the Liquid Hydrogen Fleet

    LH2 Shipping, in partnership with Strand Shipping Bergen (part of the Vertom Group), received approximately $29 million in additional funding from Enova to construct two more liquid hydrogen-powered bulk carriers. This award follows an earlier grant of $23.5 million secured in the spring for the first two vessels, bringing the total number of hydrogen-powered ships in the project to four.

    Source: LH2 Shipping

    The expanded funding represents more than NOK 536 million ($52.5 million) in total state support for this single project—a clear signal of Norway’s commitment to maritime decarbonization.

    Technical Specifications

    The four vessels, branded under the “NordBulk” project, will be 7,700 dwt bulk carriers designed for short sea shipping. Each 108-meter (353-foot) vessel will transport bulk and general cargo between northern Norway, the Baltic region, and mainland Europe.

    Key technical features:

    • LH₂ Storage: 17 tonnes liquid hydrogen capacity per vessel
    • Power Generation: 3.5 MW PEM fuel cells
    • Battery Support: 1.5 MWh battery pack to support fuel cell operation
    • Shore Power: Equipped for shore power connection during loading/unloading
    • Backup System: Standby diesel/biodiesel generator for operational redundancy

    The onboard hydrogen systems consist of C-type vacuum-insulated tanks storing liquid hydrogen at -253°C. This proven technology builds directly on the experience gained from Norled’s MF Hydra ferry, which has been operating successfully on liquid hydrogen since 2023.

    Coastal Hydrogen Operations

    In addition to the liquid hydrogen bulk carriers, GMI Rederi received funding to construct two coastal bulk carriers powered by compressed hydrogen. These vessels will combine multiple zero-emission technologies:

    • Fuel cells running on compressed hydrogen
    • Battery energy storage systems
    • Wind-assisted propulsion technology

    The ships will operate along the Norwegian coast, transporting asphalt and construction materials—applications where the shorter range and established coastal infrastructure make compressed hydrogen a practical choice.

    Building the Supply Chain

    A critical component of these projects is the parallel development of hydrogen production and bunkering infrastructure. In November 2024, Enova awarded over NOK 777 million ($70.9 million) to five hydrogen production projects along the Norwegian coast, from Slagentangen in the southeast to Bodø in the north.

    These production facilities will provide:

    • Total capacity: 120 MW
    • Daily production: Approximately 40 tons of hydrogen
    • Coverage: Strategic locations along major shipping routes

    Nils Kristian Nakstad, CEO of Enova, stated: “The projects that receive support will be part of a network of hydrogen producers along the Norwegian coastline. This will make hydrogen more accessible to those who want to invest in sustainable shipping.”

    The Economics of Hydrogen Shipping

    The business case for hydrogen vessels is improving rapidly due to several factors:

    Regulatory Drivers:

    • EU Emissions Trading System (ETS) now includes maritime transport
    • FuelEU Maritime regulations mandate gradual emissions reductions
    • IMO’s 2050 net-zero target creates long-term regulatory certainty

    Cost Competitiveness:
    With carbon pricing mechanisms in place, the cost gap between fossil fuels and hydrogen is narrowing. After 2030, when CO₂ emission fees increase further under EU regulations, zero-emission vessels are expected to achieve operational cost parity with conventional ships on many routes.

    The Enova grants cover up to 80% of the additional costs associated with hydrogen technology—a significant increase from the previous 40% support level. This enhanced support reflects Norway’s strategic goal to establish first-mover advantage in zero-emission shipping technologies.

    Environmental Impact

    The six hydrogen-powered bulk carriers receiving funding in this round will collectively contribute to:

    • Annual CO₂ reduction: Significant emissions cuts in short-sea shipping
    • Zero local emissions: No NOx, SOx, or particulate matter during fuel cell operation
    • Scalable model: Demonstration of commercially viable hydrogen operations

    Enova emphasizes that supporting these pioneer vessels creates the foundation for broader adoption. As Andreas Bjelland Eriksen, Norway’s Minister for Climate and Environment, stated: “Norway must be at the forefront of the transition at sea.”

    Timeline and Next Steps

    The vessels are expected to enter service between 2026 and 2029, with construction beginning in 2025. Shipyard selection is underway, with Norwegian and European yards competing for the contracts.

    Enova has announced it will continue its support programs, with additional funding rounds planned for 2025 and 2026. The organization reports receiving 31 applications in the latest round, indicating strong industry interest in hydrogen and ammonia propulsion.

    Industry Significance

    This latest funding announcement positions Norway as the clear leader in hydrogen shipping deployment. The country’s comprehensive approach—supporting vessels, production facilities, and infrastructure simultaneously—creates the conditions for a functioning hydrogen maritime ecosystem.

    For the global shipping industry, Norway’s hydrogen program provides crucial real-world data on:

    • Operational costs of hydrogen vs. conventional fuel
    • Reliability of liquid vs. compressed hydrogen systems
    • Integration challenges in existing shipping operations
    • Bunkering procedures and infrastructure requirements

    As the maritime industry faces increasing pressure to decarbonize, Norway’s hydrogen pioneers are demonstrating that zero-emission bulk shipping is not just technically feasible—it’s becoming economically viable.

    Looking Ahead

    With four liquid hydrogen bulk carriers and two compressed hydrogen coastal vessels now funded and under development, Norway is creating a critical mass of hydrogen shipping operations. When these vessels enter service, they will provide the operational experience needed to scale hydrogen technology across larger ships and longer routes.

    The success of these projects will be closely watched by shipowners worldwide, particularly in Europe where emissions regulations are tightening rapidly. If the NordBulk vessels demonstrate reliable, cost-competitive operations, they may catalyze a broader shift toward hydrogen in the short-sea shipping segment.

    This article is based on reports from Maritime Executive, Ship & Bunker, Clean Shipping International, Norwegian Hydrogen, Hellenic Shipping News, and official Enova communications.

  • South Korea Charts New Course with Launch of First Hydrogen Fuel-Cell Vessel

    December 18, 2024 marked a watershed moment for maritime decarbonization as VINSSEN, a South Korean clean technology firm, launched the Hydro Zenith — the nation’s first hydrogen fuel-cell powered vessel built in full compliance with official safety standards.

    Source: Vinssen

    The launch ceremony at VINSSEN’s Yeongam facility drew over 100 attendees, including government officials from Jeollanam-do Province and Yeongam County, industry partners, and research institutions. This milestone represents more than just a technological achievement; it signals South Korea’s serious commitment to transforming its maritime sector toward zero-emission operations.

    A Vessel Built on New Standards

    What sets Hydro Zenith apart is its development under the Ministry of Oceans and Fisheries’ Interim Standards, established in 2023 specifically for hydrogen fuel-cell propulsion vessels. These regulations provide a clear framework for design, equipment configuration, and inspection procedures, enabling hydrogen-powered ships to be built and certified within existing ship safety laws.

    The leisure vessel showcases impressive technical specifications. Its hybrid propulsion system combines two 100 kW hydrogen fuel cells with four 92 kWh battery packs, delivering speeds up to 20 knots (approximately 37 km/h) while producing zero emissions. The hydrogen fuel cell technology operates by creating an electrochemical reaction between hydrogen and oxygen at the anode and cathode, generating direct current electricity along with only heat and water as byproducts.

    Smart Technology Meets Clean Energy

    Beyond its clean propulsion system, Hydro Zenith integrates sophisticated digital monitoring capabilities that track vessel performance and energy consumption in real-time. This data-driven approach enables predictive maintenance and optimized operations — essential features as the maritime industry transitions toward digital management systems.

    The vessel’s hydrogen fuel cell system has undergone rigorous safety verification through pre-certification by the Korea Marine Traffic Safety Authority (KOMSA), demonstrating that it can be deployed without requiring regulatory exemptions. This achievement is particularly significant as it proves hydrogen technology can meet stringent maritime safety requirements.

    Public-Private Collaboration at Work

    The Hydro Zenith project exemplifies effective public-private partnership, with joint funding from Jeollanam-do Province, Yeongam County, and VINSSEN, supported by leading Korean research institutions including JNTP, KOMERI, and KITECH. Each partner brought specialized expertise: technical and regulatory support, hull stability assessment, fuel cell system performance evaluation, and advanced welding technology.

    VINSSEN CEO Chil Han Lee emphasized the project’s broader significance, noting it represents an essential step toward achieving carbon neutrality and improving Korea’s maritime environment. The company, which holds over 50 patents related to electric propulsion and hydrogen fuel cell systems, aims to convert diesel-powered vessels into eco-friendly alternatives.

    The Path Forward: Sea Trials and Beyond

    With the launch complete, Hydro Zenith will now undergo comprehensive real-sea trials to validate hydrogen vessel safety standards and demonstrate operational viability. These trials will provide critical data to accelerate the commercialization of zero-emission marine mobility solutions.

    VINSSEN isn’t stopping here. The company recently showcased its 100 kW and 250 kW marine hydrogen fuel cell systems, both currently undergoing type approval processes. In March 2025, VINSSEN also secured Approval in Principle from Korean Register for what would be South Korea’s first hydrogen fuel-cell powered tugboat, featuring a robust 2,700 kW system.

    The company has already received international recognition as well, including Type Approval from Italian classification society RINA for its 60 kW maritime fuel cell stack, and project-based approval from Bureau Veritas for trials conducted in Singapore with partners including Shell, Seatrium Limited, and Air Liquide.

    Korea’s Hydrogen Maritime Vision

    The Hydro Zenith launch fits into South Korea’s ambitious national hydrogen strategy. The country has positioned itself as a global hydrogen frontrunner, with Hyundai Motor launching the world’s first commercial fuel cell electric vehicle back in 2013. The government’s Hydrogen Economy Roadmap sets aggressive targets: producing 6.2 million fuel cell electric vehicles by 2040 and establishing 15 gigawatts of fuel cell power generation capacity.

    While fuel cell systems have been demonstrated on smaller vessels for shorter routes, commercial-scale deployment on large ships remains an ongoing challenge. However, projects like Hydro Zenith provide essential proof-of-concept and regulatory frameworks that could pave the way for broader adoption.

    The Bigger Picture

    As the maritime industry faces mounting pressure to reduce its carbon footprint, hydrogen fuel cells offer a promising pathway forward. Unlike battery-electric systems limited by weight and range constraints, hydrogen can provide the energy density needed for longer voyages while producing zero emissions at the point of use.

    The success of Hydro Zenith demonstrates that hydrogen marine technology is moving from experimental concept to regulatory-compliant reality. With proper safety frameworks, technological innovation, and collaborative partnerships, hydrogen-powered vessels could become a significant part of the maritime decarbonization puzzle.

    VINSSEN’s achievement also highlights South Korea’s strategic approach to building a complete hydrogen ecosystem — from production facilities and refueling infrastructure to end-use applications across automotive, industrial, and now maritime sectors.

    As Hydro Zenith prepares for its sea trials in 2025, the maritime industry will be watching closely. The data and operational experience gained from this pioneering vessel could help chart the course for hydrogen’s role in achieving the sector’s ambitious climate goals.

    The Hydro Zenith represents not just a technological milestone, but a tangible step toward reimagining marine transportation for a zero-emission future. As countries worldwide seek pathways to maritime decarbonization, South Korea’s integrated approach — combining regulatory frameworks, public-private partnerships, and technological innovation — offers valuable lessons for the global shipping industry.

  • Viking Libra: A step Towards Zero-Emission Cruising

    In a groundbreaking development for the maritime industry, Italian shipbuilder Fincantieri and Swiss cruise line Viking have unveiled the world’s first cruise ship powered by liquid hydrogen stored onboard. This pioneering vessel, named Viking Libra, is currently under construction at Fincantieri’s Ancona shipyard, with delivery anticipated in late 2026. This has been long in the making but very good to see this public announcement. It is another confirmation of the role liquid hydrogen can play in maritime transport.

    Source: Viking cruises

    The Viking Libra represents a significant advancement in sustainable maritime technology. With a gross tonnage of approximately 54,300 tons and a length of 239 meters, the ship is engineered to operate with zero emissions. Its state-of-the-art hydrogen propulsion system, combined with advanced fuel cell technology, is capable of generating up to 6 megawatts of power.

    A notable feature of the Viking Libra is its innovative approach to hydrogen storage and utilization. The vessel will incorporate a containerized system designed to load and store hydrogen directly onboard, effectively addressing existing supply chain challenges. This hydrogen will fuel a polymer electrolyte membrane (PEM) fuel cell system, specifically optimized for cruise operations and developed by Isotta Fraschini Motori (IFM), a subsidiary of Fincantieri specializing in advanced fuel cell technology.

    Torstein Hagen, Chairman and CEO of Viking, expressed pride in this environmental milestone:

    “From the outset, we have designed our river and ocean ships thoughtfully to reduce their fuel consumption, and we are very proud that the Viking Libra and the Viking Astrea will be even more environmentally friendly. Viking made the principled decision to invest in hydrogen, which offers a true zero-emission solution. We look forward to welcoming the world’s first hydrogen-powered cruise ship to our fleet in 2026.”

    Expanding the Fincantieri-Viking Partnership

    In addition to the Viking Libra, Fincantieri is constructing the Viking Astrea, another hydrogen-powered vessel scheduled for delivery in 2027. This initiative underscores Viking’s commitment to sustainable cruising and marks a significant step toward reducing the environmental impact of maritime travel.

    Further strengthening their collaboration, Fincantieri and Viking have signed an agreement for the construction of two additional cruise ships, set for delivery in 2031. This contract includes an option for two more vessels and is based on the successful design features of previous units built by Fincantieri for Viking. These new ships will comply with the latest environmental regulations and incorporate modern safety systems. Positioned in the small cruise ship segment, each will have a gross tonnage of about 54,300 tons and accommodate 998 passengers across 499 cabins.

    Pierroberto Folgiero, CEO and Managing Director of Fincantieri, highlighted the significance of this partnership:

    “With the Viking Libra, we are not only delivering the world’s first cruise ship powered by hydrogen stored on board, but we are also reinforcing our commitment to shaping the future of sustainable maritime transportation. Furthermore, we are thrilled about Viking’s decision to expand its fleet with the order of two additional ships, which reaffirms the strength of our partnership and the trust placed in our expertise.”

    Pioneering Sustainable Maritime Transportation

    The launch of the Viking Libra signifies a pivotal moment in the cruise industry’s journey toward sustainability. By integrating hydrogen fuel technology, Viking and Fincantieri are setting new standards for eco-friendly maritime operations, paving the way for a future where zero-emission cruising becomes the norm.

    As the maritime sector continues to seek innovative solutions to reduce its environmental footprint, collaborations like that of Fincantieri and Viking exemplify the transformative potential of embracing green technologies. The Viking Libra and its sister ships stand as beacons of progress, heralding a new era in sustainable sea travel.

  • H2ESTIA Project: Liquid Hydrogen-Powered General Cargo Ship

    In February this site already reported on five Dutch hydrogen ships winning subsidy. Now the general public is introduced to one of those vessels: the H2ESTIA Project. Spearheaded by the Nederlandse Innovatie Maatschappij (NIM), this project aims to develop the world’s first zero-emission general cargo ship powered by liquid hydrogen, marking a significant milestone in the quest for greener shipping solutions.

    Project Overview

    The H2ESTIA Project focuses on the design, construction, and demonstration of a hydrogen-powered cargo vessel intended for operations in the North Sea and beyond. Managed by Van Dam Shipping, a family-run short-sea and inland shipping company, the vessel is designed to transport bulk goods without emitting harmful pollutants, thereby redefining sustainable maritime logistics.

    Source: NIM

    Innovative Technological Integration

    Central to the project’s innovation is its integrated approach to hydrogen propulsion. The vessel will feature a newly designed cryogenic hydrogen storage and bunkering system, ensuring the safe handling and storage of liquid hydrogen at extremely low temperatures. Propulsion will be achieved through a hydrogen fuel cell system complemented by batteries, delivering clean and efficient power.

    To enhance energy efficiency further, the ship will incorporate:

    • Wind-Assisted Propulsion: Utilizing wind power to reduce reliance on hydrogen fuel.
    • Waste Heat Recovery Systems: Capturing and reusing excess heat to improve overall energy utilization.

    Additionally, the implementation of digital twin technology will create a virtual model of the ship, allowing for real-time monitoring, operational optimization, and enhanced safety measures.

    Collaborative Effort

    The H2ESTIA Project is supported by a consortium of leading maritime and technology organizations, including TNO, MARIN, the University of Twente, Cryovat, EnginX, Encontech, and classification society RINA. This collaborative effort is further backed by the Dutch Ministry of Infrastructure and Water Management, highlighting the project’s national significance in advancing sustainable shipping practices.

    Statements from Key Stakeholders

    Sander Roosjen, CTO at NIM, emphasized the project’s groundbreaking nature: “H2ESTIA is a flagship project for commercial shipping. By integrating hydrogen technology with digital innovation, we are proving that zero-emission shipping is not just a vision—it is an achievable reality.”

    Jan van Dam, CEO of Van Dam Shipping, highlighted the importance of collaborative efforts: “Parallel to the H2ESTIA Project, we are working on securing the supply, as well as the necessary bunkering and logistics. This is a combined effort, as a single ship alone does not generate sufficient demand. Collaboration at this stage is what transforms our ambitions into reality.”

    Implications for the Maritime Industry

    The H2ESTIA Project aims to demonstrate both the technological readiness and economic viability of hydrogen-powered cargo vessels, paving the way for their commercial deployment. By addressing challenges such as hydrogen system certification, risk management, and crew training, the project sets a precedent for the safe integration of hydrogen technology into maritime operations.

    As the maritime industry continues to seek sustainable alternatives to traditional fossil fuels, initiatives like H2ESTIA exemplify the potential of hydrogen as a clean energy source, offering a promising pathway toward achieving zero-emission shipping in the near future.

  • 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.