Race is on to pioneer shipping of hydrogen
Firms beginning to develop new generation of vessels that can deliver hydrogen to heavy industry
HYDROGEN is touted as an inevitable green fuel of the future. Tell that to the people who’ll have to ship it across the globe at hyper-cold temperatures close to those in outer space.
Yet that is exactly what designers are attempting to do.
In the biggest technological challenge for merchant shipping in decades, companies are beginning to develop a new generation of vessels that can deliver hydrogen to heavy industry, betting plants worldwide will convert to the fuel and propel the transition to a lower-carbon economy.
There are at least three projects developing pilot ships that will be ready to test transporting the fuel in Europe and Asia within the next three years, the companies involved told Reuters.
The major challenge is to keep the hydrogen chilled at minus 253 degrees Celsius only 20 degrees above absolute zero, the coldest possible temperature - so it stays in liquid form, while avoiding the risk that parts of a vessel could crack.
That’s almost 100 degrees Celsius colder than temperatures needed to transport liquefied natural gas (LNG), which required its own shipping revolution about 60 years ago.
Japan’s Kawasaki Heavy Industries has already built the world’s first ship to transport hydrogen, Suiso Frontier. It told Reuters the prototype vessel was undergoing sea trials, with a demonstration maiden voyage of some 9,000 km from Australia to Japan expected in coming months.
“There is the next phase of the project already running to build a commercial-scale hydrogen carrier by the mid-2020s, with an aim to go commercial in 2030,” said Motohiko Nishimura, Kawasaki’s vice executive officer.
The 1,250 cubic-meter tank to hold the hydrogen is double-shelled and vacuum insulated to help maintain the temperature.
Kawasaki’s prototype, a relatively modest 116 meters long and 8,000 gross tonnes, will run on diesel on its maiden voyage but the company aims to use hydrogen to power future, larger commercial vessels, Nishimura said.
In South Korea, one of the world’s major shipbuilding hubs, another project is in the works.
Korea Shipbuilding Offshore Engineering is the first company in the country working on building a commercial liquefied hydrogen carrier, a company spokesperson said.
To tackle the hyper-cold challenge, the company said it was working with a steelmaker to develop high-strength steel and new welding technology, along with enhanced insulation, to contain the hydrogen and mitigate the risks of pipes or tanks cracking.
On the other side of the world, in Norway, efforts are also underway to build a hydrogen supply chain on the west coast of the country, with one group looking to pilot a test ship that could transport hydrogen to planned filling stations, which would be able to service ships as well as trucks and buses.
Norwegian shipping company Wilhelmsen Group is working on the latter project with partners to build a “rollon roll-off” ship that will be able to transport liquid hydrogen by way of containers or trailers that are driven onboard, said Per Brinchmann, the company’s vice president, special projects.
The ship is expected to be operational in the first half of 2024, he added.
“We believe once we have this demonstration vessel operational the intention will be
to build up bunkering hubs on the west coast (of Norway),” Brinchmann said, referring to the filling stations.
Other companies are exploring a different route to avoid the cold conundrum and what may happen when hydrogen atoms interact with metal.
Canada’s Ballard Power Systems and Australia’s Global Energy Ventures, for example, are working together to develop a ship to transport compressed hydrogen in gas form.
“The earliest timeframe would be 2025 26,” said Nicolas Pocard, vice president marketing and strategic partnerships with Ballard.
The advantage of this gas approach is that it does not require any extreme temperatures. But the downside is that less hydrogen can be transported in a cargo than liquid hydrogen, which is why some of the early movers are opting for the latter.
Wilhelmsen’s Brinchmann said that a 40-foot container would carry about 800-1,000 kg of pressurized hydrogen gas, but up to 3,000 kg of liquid hydrogen.
Such endeavours are far from risk free.
They are expensive, for a start none of the companies would comment on the cost of their vessels, though three industry specialists told Reuters that such ships would cost more than vessels carrying LNG, which can run to 50240 million each depending on size.
“The cost of a vessel transporting hydrogen will mainly be driven by the cost of the storage system. Storing liquid hydrogen could be very expensive because of its complexity,” Carlo Raucci, marine decarbonization consultant with ship certifier LR, added separately.
The pilot projects, which are still in experimental stages, must overcome these technical challenges, and also rely on hydrogen catching on as a widely used fuel in coming years.
None of this is certain, though the state support being thrown behind this cleaner-burning fuel suggests it does have a future in the global energy mix.