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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
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  • Japan’s Hydrogen Engine Consortium Achieves World’s First Marine H₂ Engine Land-Based Operation

    Japan’s Hydrogen Engine Consortium Achieves World’s First Marine H₂ Engine Land-Based Operation | HydrogenShipbuilding

    On October 28, 2025, Kawasaki Heavy Industries, Yanmar Power Solutions, and Japan Engine Corporation announced the successful completion of the world’s first land-based operation of marine hydrogen engines. The demonstration took place at Japan Engine’s headquarters factory in Japan, utilizing a newly installed liquefied hydrogen fuel supply system manufactured by Kawasaki.

    The Three Engines: A Full Power Range

    What makes this project particularly significant is the coordinated development of engines covering the full spectrum of marine propulsion needs—from auxiliary power to main propulsion:

    Manufacturer Type Model Engine Speed Rated Output
    Kawasaki Heavy Industries Medium-speed 4-stroke 8L30KG-HDF 720 min⁻¹ 2,600 kW
    Yanmar Power Solutions Medium-speed 4-stroke 6EY22ALDF-H 900 min⁻¹ 800 kW
    Japan Engine Corporation Low-speed 2-stroke 6UEC35LSGH Max. 167 min⁻¹ Max. 5,610 kW

    All three engines feature dual-fuel capability, allowing them to switch between hydrogen and diesel fuel. This redundancy is critical for early adopters concerned about H₂ supply reliability. Kawasaki and Yanmar have already demonstrated stable hydrogen combustion at rated output in their medium-speed four-stroke engines. Japan Engine’s low-speed two-stroke engine—the workhorse of deep-sea shipping—is scheduled for first operation in Spring 2026.

    The LH₂ Fuel Supply System

    Kawasaki’s liquefied hydrogen fuel supply system (MHFS) is the backbone of this demonstration. The system stores and gasifies liquid hydrogen, supplying it at both high and low pressure to accommodate the different engine types:

    • Low-speed two-stroke main propulsion engines (J-ENG)
    • Four-stroke auxiliary engines (Yanmar)
    • Four-stroke main generator engines for electric propulsion ships (Kawasaki)

    The ability to serve multiple engine configurations from a single fuel system is a practical engineering solution that could simplify future vessel designs.

    Funding: Japan’s JPY 2 Trillion Green Innovation Fund

    This project is part of NEDO’s Green Innovation Fund Projects under the “Next-Generation Ship Development” initiative, specifically the “Development of Marine Hydrogen Engine and MHFS” program.

    Green Innovation Fund Details

    • Total Fund Size: JPY 2 trillion (~US$13 billion)
    • Additional Allocations: JPY 300 billion (FY2022) + JPY 456.4 billion (FY2023)
    • Managing Organization: NEDO (New Energy and Industrial Technology Development Organization)
    • Government Backing: METI (Ministry of Economy, Trade and Industry)

    Japan declared its carbon neutrality goal in October 2020, and this fund represents one of the most substantial national investments in maritime decarbonization globally. For context, this dwarfs even the EU Innovation Fund’s maritime allocations.

    Industry Context: Japan’s Hydrogen Shipping Push

    This consortium milestone comes amid a flurry of hydrogen activity in Japan:

    • April 2025: Yanmar Power Technology received DNV Approval in Principle (AiP) for its GH320FC maritime hydrogen fuel cell system—designed for coastal passenger ferries, inland waterway cargo vessels, and port service vessels
    • March 2025: Tsuneishi Shipbuilding launched Japan’s first hydrogen dual-fuel tug with high-power internal combustion engine and 250 kg compressed H₂ storage (see our Ships page)
    • January 2025: Yanmar received government approval for its hydrogen-fueled engines and fuel cell systems production plan under the “Zero Emission Ship Construction Promotion Project”

    Japan is pursuing a dual-track approach: fuel cells for harbor and coastal applications, and hydrogen ICE for larger vessels requiring higher power outputs. The consortium’s engines—ranging from 800 kW to 5,610 kW—fill a gap that fuel cells cannot yet cost-effectively address.

    Hydrogen ICE vs. Fuel Cells: The Engineering Trade-Off

    From a naval architect’s perspective, the choice between hydrogen internal combustion engines and fuel cells involves significant trade-offs:

    Hydrogen ICE Advantages:

    • Lower capital cost than fuel cells at equivalent power
    • Familiar technology for crews and shipyards
    • Dual-fuel capability provides operational flexibility
    • Better suited for high-power applications (>2 MW)

    Hydrogen ICE Limitations:

    • Lower efficiency than fuel cells (~44% peak vs. ~50-60% for PEMFCs)
    • Still produces NOₓ emissions (though no CO₂)
    • Requires pilot fuel in dual-fuel mode, reducing emissions benefit by up to 12.5%

    The consortium’s approach—starting with dual-fuel engines that can later run on pure hydrogen as infrastructure matures—represents a pragmatic path forward.

    Challenges Ahead

    ⚠️ BOTTLENECK: LH₂ Supply Infrastructure

    While the land-based demonstrations are complete, the real test will be onboard operation. Key challenges remain:

    • Liquefied hydrogen bunkering infrastructure is virtually non-existent for marine applications
    • Cryogenic storage at -253°C requires specialized tank systems with boil-off management
    • Classification rules for hydrogen-fueled vessels are still evolving
    • Crew training for H₂ handling remains a significant undertaking

    The consortium will need to work closely with shipowners and shipyards to address these practical considerations before commercial deployment.

    Next Steps: From Shore to Sea

    The consortium has outlined a clear roadmap:

    1. ✅ Land-based demonstrations (Completed October 2025)
    2. 🔄 J-ENG two-stroke engine operation (Spring 2026)
    3. 📋 Onboard trials with shipowners and shipyards (Timeline TBD)
    4. 🚢 Commercial implementation (Target: Before 2050)

    The involvement of all three major Japanese marine engine manufacturers—unified under NEDO coordination—positions Japan to become a leader in marine hydrogen ICE technology, complementing fuel cell developments from the same companies.

    What This Means for Ship Operators

    For operators considering hydrogen propulsion, this milestone offers several takeaways:

    • Dual-fuel hydrogen engines will be available across a range of power outputs suitable for everything from auxiliary generators to main propulsion
    • Japanese manufacturers are positioning themselves as credible suppliers alongside European competitors like MAN and Wärtsilä
    • The LH₂ fuel system validated here could become a template for future vessel designs
    • Government support through programs like the Green Innovation Fund reduces technology risk for early adopters

    As the consortium moves toward onboard trials, the maritime industry will be watching closely. Japan has made its bet on hydrogen—both fuel cells and internal combustion—and this demonstration brings commercial viability one step closer to reality.

    hydrogen ICE LH₂ fuel cell Kawasaki Yanmar Japan Engine NEDO dual-fuel subsidy

    Sources

    • Yanmar Holdings Co., Ltd. Press Release (October 28, 2025)
    • Japan Engine Corporation Press Release (October 28, 2025)
    • NEDO Green Innovation Fund Projects
    • Ship Technology (October 29, 2025)
    • Marine Link (October 28, 2025)

    Related Resources

    Glossary Hydrogen Supply Ship Database Funding Programs

  • 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.

  • Bureau Veritas granted AiP for CSSC Jiangnan Shipyard Hydrogen carrier

    Bureau Veritas has granted Approval in Principle (AIP) certification to CSSC Jiangnan Shipyard for a 20,000 m³ liquid hydrogen carrier designed for long-distance green hydrogen transport between East Asia, the Middle East, and Australia.

    Hydrogen Carrier Design Certified

    The vessel features Jiangnan Shipyard’s proprietary ultra-low-temperature cargo containment system, enabling safe hydrogen transport while significantly reducing boil-off rate. The AIP certification validates the technical feasibility and safety of the design, paving the way for construction of what would be one of the world’s largest liquid hydrogen carriers.

    Long-distance hydrogen shipping requires maintaining cargo at -253°C throughout voyages potentially spanning thousands of nautical miles. The reduced boil-off rate is critical for commercial viability, as hydrogen loss during transport directly impacts the economics of international green hydrogen trade.

    Supporting Infrastructure Development

    The certified design targets emerging hydrogen export routes from Australia and the Middle East—regions developing large-scale green hydrogen production capacity—to energy-importing nations in East Asia. This aligns with Japan and South Korea’s strategies to import significant volumes of hydrogen as part of their decarbonization pathways.

    Why This Matters

    AIP certification for a 20,000 m³ hydrogen carrier marks a critical step toward establishing international hydrogen shipping routes. While smaller demonstration vessels have proven the concept, commercial-scale hydrogen trade requires purpose-built carriers with capacities sufficient to make long-distance transport economically viable. The vessel’s focus on East Asia-Middle East-Australia routes directly addresses the anticipated major hydrogen trade corridors of the 2030s, where resource-rich exporters will supply demand centers lacking domestic renewable energy capacity. Bureau Veritas’s independent technical validation reduces investment risk for shipowners and charterers planning to participate in the emerging hydrogen shipping market.

    Additional Green Ship Certifications

    Bureau Veritas also granted AIP certification to three other Jiangnan Shipyard projects supporting maritime decarbonization:

    • 200,000 m³ ULAC-FSRU: Ultra-large ammonia carrier with regasification capability for direct pipeline supply
    • 175,000 m³ MARK III Flex LNG Carrier: Optimized design reducing carbon emissions and methane slip
    • JINAGAS Ammonia Fuel Supply System: Zero-carbon fuel solution compliant with IMO interim guidelines for ammonia as fuel

    The certifications strengthen cooperation between Bureau Veritas and Jiangnan Shipyard, supporting practical deployment of green shipping technologies across multiple alternative fuel pathways.

    Source: Bureau Veritas Marine & Offshore – “BV Grants AIP Certification to Four Jiangnan Shipyard Projects” (December 29, 2025)

  • ABB and HDF Energy to Develop Megawatt-Scale Fuel Cells for Large Ships

    ABB and HDF Energy to Develop Megawatt-Scale Fuel Cells for Large Ships

    ABB and HDF Energy have signed a joint development agreement to create high-power fuel cell units enabling megawatt-scale hydrogen installations on large seagoing vessels, including container feeder ships and liquefied hydrogen carriers, marking a significant step toward scaling fuel cell technology beyond small vessel applications.

    Timeline and Commercial Viability

    The agreement foresees pilot installations in 2028-2029 and serial production from 2030, representing a major advancement in developing fuel cells as a commercially viable option for maritime decarbonization. The project builds on an earlier Memorandum of Understanding signed between ABB and HDF Energy in 2020.

    Technology Partnership

    The collaboration combines complementary expertise from both companies. France-based HDF will provide the fuel cell technology, while ABB will supply power converters, power management, and electrical and control integration, with the two parties collaborating on specifications, conceptual design, and commercial opportunities. Note that ABB already has relevant experience from an earlier

    The high-power fuel cell unit will enable reducing maritime emissions by facilitating the construction of large hydrogen-electric vessels and allowing diesel auxiliary gensets to be replaced with hydrogen fuel cell units on board existing ships. Where the fuel cells utilize green hydrogen, the decarbonization impact will be particularly significant.

    System Integration

    ABB’s Onboard DC Grid power system will ensure the unit can be integrated seamlessly with other power sources and subsystems such as battery energy storage, where the fuel cells will maximize the operational range and flexibility of the hybrid power system.

    Beyond propulsion applications, the unit has potential to accelerate marine electrification as an auxiliary power source for shore-power and charging infrastructure in ports, supporting peak power demands when grid capacity is limited.

    Scaling Beyond Small Vessels

    While fuel cell systems have been demonstrated on smaller vessels such as tugs, they have yet to see commercial-scale deployment on large ships. This development represents a critical step in scaling the technology to larger vessel applications where power requirements are substantially higher.

    Why This Matters

    This partnership addresses one of the most critical barriers to hydrogen adoption in deep-sea shipping: the lack of megawatt-scale fuel cell systems. While smaller vessels have successfully demonstrated fuel cell technology, larger ships require power outputs that existing marine fuel cells simply cannot deliver. By targeting megawatt-scale installations, ABB and HDF Energy are tackling the power density challenge that has kept fuel cells confined to harbor craft and short-sea applications. The 2028-2029 pilot timeline is aggressive but realistic, giving shipowners planning hydrogen vessels for early-2030s delivery a viable propulsion option. More significantly, the hybrid integration approach—combining fuel cells with ABB’s DC Grid and battery storage—offers operational flexibility that pure fuel cell systems lack, potentially making this the first commercially scalable solution for hydrogen propulsion on container feeders and other medium-to-large vessels.

    Industry Response

    “We at HDF are very excited to combine our fuel cell knowledge with ABB’s marine systems integration expertise to provide a practical means of decarbonizing the maritime industry,” said Hanane El Hamraoui, CEO of HDF Energy.

    “ABB and HDF have been collaborating for several years, making significant progress toward a viable solution for decarbonizing larger vessels,” said Rune Braastad, President of ABB’s Marine & Ports division. “We at ABB remain fully committed to developing technologies that accelerate maritime decarbonization, and this new agreement with HDF reflects another important step forward.”

    Target Applications

    The technology targets several vessel categories that could benefit from megawatt-scale fuel cell power. Container feeder ships operating on regional routes represent an ideal application, as their shorter voyage distances align with current hydrogen storage capabilities while their power requirements demand the megawatt-scale units this partnership aims to deliver.

    Liquefied hydrogen carriers present another logical application, as these vessels would have ready access to their cargo for fuel, though technical challenges around boil-off management and fuel handling would need resolution.

    Hybrid System Advantages

    The integration with ABB’s DC Grid platform enables fuel cells to operate alongside batteries and other power sources, providing operational flexibility that single-fuel systems cannot match. This hybrid approach allows vessels to optimize between fuel cell efficiency during steady-state operations and battery power for peak demands or maneuvering.

    Key system components:

    • Fuel Cells: Megawatt-scale units for primary power generation
    • Power Converters: ABB-supplied systems for electrical integration
    • DC Grid Integration: Seamless operation with other power sources
    • Battery Storage: Support for peak power demands
    • Shore Power Capability: Auxiliary power for port infrastructure

    The system’s potential use as auxiliary power for shore-side infrastructure could accelerate adoption by providing additional revenue streams and use cases beyond vessel propulsion.

    Development Timeline

    The joint development agreement establishes a clear roadmap:

    • 2025-2027: Design and engineering phase
    • 2028-2029: Pilot installations on test vessels
    • 2030 onwards: Serial production and commercial deployment

    This timeline positions the technology to support the wave of hydrogen vessel orders expected in the late 2020s as shipping companies work to meet IMO 2050 decarbonization targets.

    Sources

    • ABB Press Release (December 15, 2025)
    • The Maritime Executive

    January 5, 2026

  • 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.

  • Yanmar’s Hydrogen Fuel Cell System Earns DNV Approval

    Another milestone in fuel cell development for maritime, after reporting on earlier developments. This time for a very well known Japanese brand in propulsion: Yanmar. If they can apply the same rigor in their fuel cell offering as their engines this is a very promising development. Finally ship owners can choose fuel cells from a well-known maritime supplier.

    Pioneering Sustainable Maritime Solutions

    Yanmar Power Technology has achieved a significant milestone. Their GH320FC Maritime Hydrogen Fuel Cell System received Approval in Principle (AiP) from DNV, a leading classification society.

    Source: Yanmar

    Modular design

    The GH320FC is designed for easy installation across various vessels. Its modular design allows multiple units to connect in parallel, meeting diverse power needs. This flexibility makes it ideal for coastal ferries, inland cargo ships, and port service vessels, especially in Europe’s low-emission zones.

    The power output is 300 kW which bring the fuel cell into the larger segment, which is required for shipping’s multi-megawatt.

    European decarbonization

    Eric Tigelaar, Yanmar Europe’s Commercial Marine Department Manager, emphasized the system’s role in providing sustainable energy solutions. Masaru Hirose, General Manager at Yanmar Power Technology, highlighted its contribution to European decarbonization goals, building on successful deployments in Japan.

    DNV’s Olaf Drews praised the system’s potential in achieving zero-emission operations. He noted that fuel cells with renewable fuels offer efficient, scalable power solutions for the maritime industry’s future.

    This approval marks a pivotal step toward cleaner maritime operations. Yanmar’s innovation aligns with global efforts to reduce emissions and promote sustainable energy in marine transport.

  • Sydrogen Achieves Key Certification for Maritime Fuel Cell

    Another maritime fuel cell supplier achieves Approval in Principle as a first step toward commercialization for maritime applications. The recent flurry of announcements regarding fuel cell approvals is a good sign. More competition is required in this space.

    A Milestone for Maritime Decarbonization

    Singapore-based innovator Sydrogen Energy has achieved a significant breakthrough, securing crucial certification milestones for its maritime hydrogen fuel cell technology. Sydrogen’s Maritime Fuel Cell, the SydroPOWER MZ250N, recently received a Basic Design Assessment (BDA) Statement and Approval in Principle (AiP)from Bureau Veritas Marine & Offshore (BV). The statements mark a vital step toward commercializing advanced hydrogen-based energy solutions in maritime operations.

    Source: Sydrogen

    Advanced Fuel Cell Technology

    The SydroPOWER MZ250N incorporates proven automotive hydrogen fuel cell technology from Sydrogen’s partner, Shanghai Hydrogen Propulsion Technology (SHPT). Designed specifically for maritime environments, this fuel cell system promises reliable and efficient power for various applications, including commercial vessels and offshore platforms. The system significantly reduces greenhouse gas emissions and pollutants, contributing directly to global climate goals and cleaner oceans.

    Rigorous Certification and Validation

    The BDA Statement from Bureau Veritas confirms that the SydroPOWER MZ250N meets stringent safety, performance, and reliability standards. This rigorous evaluation process reinforces Sydrogen’s commitment to excellence and highlights the reliability of their technology. This certification demonstrates the industry’s increasing acceptance and readiness for hydrogen-based maritime solutions.

    Industry Leaders Voice Support

    Teo Eng Dih, Chief Executive of the Maritime and Port Authority of Singapore, praised Sydrogen’s milestone, stating, “We welcome the efforts by Sydrogen and its partners in advancing hydrogen fuel cell technology for maritime use. The Basic Design Assessment is an encouraging milestone that reflects momentum across the industry to explore cleaner energy solutions.”

    Gian Yi-Hsen, CEO of Sydrogen, emphasized the impact of this achievement, noting, “Receiving this Basic Design Assessment Statement from Bureau Veritas marks a transformative moment for Sydrogen Energy. This achievement is not just a validation of our technology’s safety and reliability; it represents a significant step forward in our mission to revolutionize maritime energy solutions.”

    Moving Forward with Sustainable Maritime Energy

    With the certification milestone achieved, Sydrogen is now positioned to accelerate deployment of the SydroPOWER MZ250N. The company is actively engaging with potential customers and industry partners to launch pilot projects and commercial installations. These efforts will help drive maritime operations toward a sustainable, zero-emission future.

    This certification highlights not only Sydrogen’s innovative approach but also underscores the broader maritime industry’s commitment to sustainable and environmentally friendly solutions.

  • Comparing LT-PEM Hydrogen Fuel Cells for Maritime Use

    Over the last months several fuel cells have reached approval milestones from classification societies. This is very encouraging to see as this clear a large hurdle to maritime applications. This article compares the LT-PEM fuel cells currently available for maritime use.

    LT-PEM fuel cells

    Hydrogen fuel cells are becoming the go-to technology for zero-emission maritime propulsion. Among these, low-temperature proton exchange membrane (LT-PEM) fuel cells are particularly suited to shipping. They’re compact, modular, and efficient.

    Below table gives an overview of the relevant fuel cells for maritime applications.

    ManufacturerModelRated PowerDimensions (L×W×H)Inlet Hydrogen PressureClass ApprovalCommercial Use StatusNotable Projects
    Ballard Power (Canada)FCwave™200 kW (modular)1209×741×2195 mm3.5–6.5 bar(g)DNV, LR, ABS (Type Approval)In operationNorled MF Hydra, H₂ Barge 2, Zulu06
    Vinssen (S. Korea)60 kW Stack (120 kW system)60 kW per stack (120 kW system)Compact (N/A)Low-pressure (N/A)RINA (Type Approval)Approved, demo ongoingVinssen demo vessel, KR AiP tug
    Hanwha Aerospace (S. Korea)200 kW Marine PEMFC200 kWN/A (prototype)5–7 bar (expected)DNV/KR (AiP)AiP granted, not yet deployedIntegration with Hanwha Ocean
    TECO 2030 (Norway)FCM400400 kW per moduleContainerized (N/A)5–8 barDNV (AiP)AiP grantedHyEkoTank, ZEAS projects
    PowerCell SwedenMarine System 225225 kW1200×900×2000 mm3–8 bar(g)DNV/LR compliance (pending Type Approval)Deliveries underwayItalian shipbuilder, cruise ships
    Nedstack PemGen 300 (Netherlands)PemGen® 300~825 kW (3×275 kW)Installed in vessel hold (N/A)0.3–6 bar(g)Lloyd’s RegisterIn operationH₂ Barge 1 (Rotterdam-Antwerp)
    Nedstack PemGen 600 (Netherlands)PemGen® 600600 kW (740 kW peak)6060×2440×2900 mm (20′ container)0.3–6 bar(g)BV (AiP)AiP grantedAvailable for inland/coastal vessels
    Cummins/Hydrogenics (USA)Hydrogenics HD360 kW totalInstalled onboard (N/A)Regulated from 350 barUS Coast Guard approvedIn operationSea Change ferry (California)
    EODev (France)REXH₂®70 kW per module1710×1060×1020 mm5–7 bar(g)BV (Type Approval)Type Approved, deployments upcomingPROMETEO catamaran, Energy Observer
    Corvus Energy (Norway)Pelican Fuel Cell340 kW (4×85 kW)2160×1427×2320 mm5.4–14 bar(g)DNV (Type Approval)Type Approved, prototype phaseShort-sea vessels, ferries (planned)
    EH-Group (Swiss)EH TRACE-M250250 kWCompact (N/A)Low-pressure (N/A)DNV (AiP)AiP grantedMaritime applications
    Genevos (France)HPM-250250 kW1400×800×1800 mm>2.5 bar(a)BV (AiP)AiP grantedNordics ferry project, workboats

    Let’s take a closer look at some of the leading LT-PEM hydrogen fuel cell solutions available for maritime applications.

    Proven and In-Service Solutions

    Several manufacturers already have fuel cells operating commercially at sea.

    Ballard Power Systems leads with its FCwave™, a 200 kW module scalable to megawatt levels. The FCwave™ received type approval from DNV, Lloyd’s Register, and ABS. It’s in active use aboard vessels like the Norled MF Hydra, the world’s first liquid hydrogen ferry. Other deployments include H₂ Barge 2 and the Zulu06 inland vessel.

    Nedstack from the Netherlands offers the PemGen® 300, delivering around 825 kW through multiple stacks. It powers the H₂ Barge 1, an inland container vessel servicing Rotterdam and Antwerp since 2023. Nedstack’s modular approach provides flexibility for retrofitting existing vessels. After running in financial difficulties in 2024 Nedstack was taken over by German Freudenberg.

    Cummins (Hydrogenics), with its 360 kW system, powers the Sea Change ferry in California. The system secured approval from the U.S. Coast Guard, highlighting its reliability for passenger transport.

    Fuel Cells with Type Approvals

    Other fuel cell systems have gained recent class approvals, signaling readiness for commercial deployment.

    South Korea’s Vinssen earned RINA type approval in 2025 for its 60 kW stacks (assembled into 120 kW systems). Vinssen’s systems are ideal for smaller vessels, harbor tugs, and ferries. A demonstration vessel is already underway.

    Norway’s Corvus Energy developed the 340 kW Pelican fuel cell pack, based on Toyota modules. It achieved DNV type approval in 2024. Corvus targets short-sea shipping and ferries, promising rapid adoption in Northern Europe.

    France’s EODev secured Bureau Veritas type approval for its modular 70 kW REXH₂® unit. The system’s first marine installation is set for the PROMETEO catamaran, emphasizing flexibility and scalability.

    Systems Nearing Commercial Deployment

    Other players hold Approval in Principle (AiP) from classification societies, signaling they’re close to commercial rollout.

    Hanwha Aerospace from South Korea holds AiP from DNV and Korean Register for its 200 kW marine PEMFC. Hanwha targets larger commercial vessels and integration with ammonia-to-hydrogen solutions.

    TECO 2030 of Norway has DNV AiP for its powerful 400 kW FCM400 module. Unfortunately current status of this development is unclear due to the filing for bankruptcy of the company.

    PowerCell Sweden developed the Marine System 225, optimized at 225 kW per module. Already selected for cruise ships and commercial orders, full type approval is expected soon.

    Genevos from France has an AiP for its compact 250 kW HPM-250. Its modular design suits smaller workboats, ferries, and offshore vessels.

    EH-Group from Swiss has an AiP from DNV for the 250 kW EH-Trace-M250 unit since 2024. The unit has a high power density which makes it well-suited for multi-MW applications.

    Why It Matters

    LT-PEM fuel cells are a critical piece of maritime decarbonization. With type approvals and commercial projects expanding, these systems offer proven, certified solutions. Shipowners can now confidently adopt hydrogen propulsion technology.

    In the coming years, expect rapid growth in zero-emission maritime vessels. LT-PEM fuel cells are leading this charge, delivering reliable, scalable, and emission-free energy at sea.