Comment pouvez-vous surmonter les défis de l’utilisation de l’hydrogène comme carburant marin?

I am working on a hydrogen fueled vessel design which at this point will utilize high pressure storage. We have considered all currently available storage options but the vessel design has evolved to allow easy adoption of new storage systems as technology evolves. In addition to thinking about safety we must also consider evolution of technology and provide flexibility.

Scott, I agree. Hydrogen storage is in fact one of the areas of development that we need to overcome for Hydrogen to be successful. I also agree with Ilias the Ammonia is a great Hydrogen carrier, the issue is that the Ammonia reformers/crackers (not electrolysis) available take a lot of room and energy. Having said that, I see this as a viable alternative to store hydrogen.

Ammonia as an indirect hydrogen carrier could be a solution to the challenges of hydrogen storage. Ammonia is easier to carry and more energy efficient than hydrogen. Hydrogen can be produced by the electrolysis of ammonia.

So far it makes more sense to convert hydrogen into methanol as a liquid fuel. Others are considering ammonia, but ammonia is pretty nasty stuff. I can see methanol as the universal marine fuel of the future.

Hydrogen has a low energy density, which makes storage challenging. Compressed hydrogen or liquid hydrogen storage systems are commonly used, each with its own set of technical and safety considerations. Developing advanced storage technologies that balance efficiency, safety, and space constraints on ships is vital. Material research for effective storage and transport solutions, like advanced composites and metal hydrides, can enhance storage capacity and safety.

Once hydrogen is converted into methanol distribution will be no different than the distribution of fossil marine fuels. It will require minimal modification of the present distribution infrastructure. Since methanol has less caloric value by volume, overall there may be an increase overall storage volume, but it is far from a deal breaker.

Establishing a hydrogen distribution infrastructure, including production, transportation, and refueling stations, is critical. The distribution network must be robust enough to ensure a steady supply of hydrogen to ports globally. Coordinating efforts between governments, industry stakeholders, and investors is essential to invest in building the necessary infrastructure.

To overcome challenges of using Hydrogen as marine fuel: Invest in green hydrogen production using renewable energy. Develop efficient storage methods like cryogenic liquid or hydrogen carriers. Build a network of refueling and bunkering infrastructure. Implement strict safety regulations and onboard sensors. Focus on cost reduction through economies of scale and R&D. Supportive regulations, incentives, and collaboration are crucial for adoption and transition.

Methanol can be readily used in marine diesel engines with minimal modification. There have been methanol fuel experiments in diesel engines as far back as the 1970's. Potentially it can also be used in fuel cells. As such in marine transportation it simply comes down to selecting one over the other based on customer needs.

Turning hydrogen into propulsion requires innovative conversion technologies. Fuel cells or internal combustion engines need seamless integration into ship designs, ensuring efficiency, safety, and performance aren't compromised. 1. Precise Integration: Merging hydrogen-based systems seamlessly with vessels' architecture demands precise engineering. 2. Hydrogen-Ready Engines: Developing engines designed from the ground up to run on hydrogen simplifies integration and maximizes efficiency. This approach minimizes retrofitting complexities and streamlines the transition. 3. Performance Benchmarking: Rigorous testing and benchmarking ensure that hydrogen-powered systems match or exceed conventional counterparts.

Hydrogen production methods should align with sustainability goals. Currently, most hydrogen is derived from fossil fuels, offsetting its environmental advantages. Scaling up production of green hydrogen through electrolysis powered by renewable energy sources like wind or solar is essential. However, this transition demands significant investments in renewable energy capacity and infrastructure.

Ultimately hydrogen should become an excess sustainable energy capacity generated fuel. As such any excess solar, wind, nuclear, hydro or wave energy should be converted into hydrogen by hydrolysis and then based on my technical preference for shipping converted into methanol

Rik, you can't really run an electrolysis green hydrogen generation plant economically on a part time basis using only 'excess' wind and solar power. As I understand it, these plants need to be run 24/7 so you need to include enough dedicated renewable electricity generation to run the plant for 24 hours, plus also the battery or other energy storage to be able to give a continuous power feed to the hydrogen generation plant.

Regulation occurs naturally. It is more difficult for hydrogen than it would be for methanol which is why I prefer Methanol for shipping.

Establishing international regulations and standards for hydrogen as marine fuel is crucial for safety and uniformity. Regulatory bodies need to develop safety guidelines for storage, handling, and transportation of hydrogen. International collaboration is vital to ensure consistency in regulations across different regions and to instill confidence in the technology.

Building awareness and educating stakeholders, from maritime professionals to policymakers, about hydrogen's potential, safety measures, and benefits is essential. Training programs and initiatives can bridge knowledge gaps, enabling smooth adoption and operation of hydrogen-based marine technologies.

Key is to determine how suitable hydrogen as a fuel is to the operation - range, storage space, required crew competencies, local availability, etc.

Addressing these challenges requires a multifaceted approach involving collaboration among governments, industry players, research institutions, and investors. Overcoming these hurdles will pave the way for hydrogen to become a viable and sustainable marine fuel option, contributing to reduced greenhouse gas emissions and a more environmentally responsible maritime industry.

Need to have knowledge of the feasibility of production of H2, Storage and distribution from India. In India it is a natal state. If there is an ample scope of supplying to the visiting vessels.

1.Investment in Hydrogen Infrastructure: - Maritime data shows hydrogen's sustainable growth. - Success stories prove the emissions-reduction benefits of strategic investments. - We suggest a percentage of profits for sustainable hydrogen adoption, in line with industry best practices. 2.Workforce Awareness and Engagement: - Data indicates high stress levels among marine personnel, signaling the need for better engagement. - Industry data showcases enhanced morale and commitment through transparent communication and sustainability goals. - We propose data-supported strategies, like mentorship programs, to reduce stress and boost job satisfaction. This data-driven feedback strengthens our call to tackle hydrogen challenges in maritime.

Actually there will be huge debates on the viability of Hydrogen as a marine fuel however, it is not a completely non viable option. I think it only makes sense when it is a part of complete economy. Which means it is being used end to end in all transportation modes.