H2Tech - Q2 2021 - 15

MARINE APPLICATIONS

Hydrogen poised for growth as cargo
and marine fuel
S. MAMALIS, American Bureau of Shipping (ABS), Houston, Texas

Measures in CO2 reductions are emerging across the globe. With the strong correlation between transport activity and
GDP growth, decoupling transport emissions from GDP growth is one of the largest challenges facing industry today.
Good progress is being made, and a
number of evolving technology and energy-efficiency measures are available to
decrease air pollution and greenhouse gas
emissions. However, to succeed in cutting
total greenhouse gas emissions, energyefficiency measures alone are not enough.
The need exists for low-emitting alternative fuels in the decarbonizing journey.
One possible " near-term " solution is
H2-a zero-carbon fuel that is being considered for use in marine applications.
The other zero-carbon fuel is ammonia,
and the production pathway of the two
are interlinked. H2 can be produced from
many different sources, utilizing conventional or renewable energy, which determines the cost of the fuel to the end user
as well as its lifecycle carbon footprint.
The potential of H2 to offer zero-emissions power generation and propulsion
has made it attractive to various industry sectors and governments worldwide.
Countries such as Japan and South Korea have published H2 economy roadmaps showcasing ambitious goals. Japan
aims to commercialize H2 power generation along with international H2 supply
chains, as well as reduce the unit cost of
H2 power generation to $0.16/kWh by
2030. South Korea is projected to develop an H2 market of more than $24 B
by 2030 in an effort to deploy 15 GW of
utility-scale fuel cells and 2.1 GW of commercial and residential fuel cells by 2040.
The EU Hydrogen Strategy estimates up
to $570 B of investments, with Germany,
Spain and France leading the way.
Similar initiatives are expected to be

announced by other countries and governments in the following years. The wide
adoption of H2 as a fuel for stationary
power generation, automotive, marine and
aviation applications will create an opportunity for the marine sector to carry H2 as
cargo and support the global supply chain
from the production to the consumption
sites. However, this opportunity comes
with some challenges, primarily associated
with the design and construction of liquefied H2 carriers (LHC), the development
of port site facilities for H2 liquefaction and
loading, as well as facilities for H2 unloading and storage at the destination terminals.
In late 2019, Kawasaki Heavy Industries introduced the first liquefied H2 carrier (FIG. 1), capable of carrying 1,250 m3
of H2 over a range of 4,860 nautical miles
from Australia to Japan. The Suiso Frontier uses a vacuum-insulated, double-shell

cargo tank capable of storing H2 at -253°C
and a diesel-electric propulsion system.
Kawasaki also partnered with the Port of
Hastings in Victoria, Australia to develop
the required H2 liquefaction and loading
facilities, and developed the unloading
terminal in Kobe, Japan.
The experience and technical knowhow gained from LNG carriers will enable
the shipping industry to build and operate liquefied H2 carriers at an accelerated
pace. However, the design and operation
of liquefied H2 carriers will pose more
stringent requirements to the vessel due
to the high diffusivity of the fuel and the
lower temperatures required for cryogenic
storage. The natural boiloff gas from the
cargo will enable the vessels to use H2 in
a fully electric propulsion system based
on fuel cells. Such a configuration can
eliminate tank-to-wake carbon emissions,

FIG. 1. Kawasaki Heavy Industries' Suiso Frontier liquefied H2 carrier at the official naming
and launch at Kobe Works. Photo: Kawasaki.
H2Tech | Q2 2021

H2Tech - Q2 2021

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