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1
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• The current merchant fleet emits almost 1 billion tons of CO2 each year
• The European Commission estimates that without action the global share of shipping's GHG emissions may reach 17% by 2050.
• The International Maritime Organisation (IMO) has set a 50% reduction target of GHG emissions from maritime transport by 2050 compared to 2008 levels and an ambition of full decarbonisation by 2100.
• Maritime shipping moves around 75 % of the EU’s external trade and 30 % of intra-EU transport of goods.
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State of play
Green hydrogen and fuel cells are an important piece of the puzzle to the decarbonization of our society as a whole and can therefore contribute to a rapid decrease of the average GHG emissions for shipping. As
the target requires the transition of a worldwide and complex sector, providing technology alone will not be enough….
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Hydrogen Europe will work on maritime policy
CENTRAL OBSERVATION
• Except for biofuels (and batteries), all zero-emission and carbon neutral fuels that are envisaged (hydrogen, ammonia, E-LNG, E-diesel, E-methanol) are made from hydrogen.
CONSEQUENCE 1:
• Regulating GHG emissions and change of fuel will create a demand for H2.
• Hence shipping regulation becomes one of the short-term end-users regulation triggering the H2 economy
• We need to:
➢Push EU to be ambitious
➢ensure that the regulation is not used to favour LNG as fuel and/or biofuels as short-term solutions postponing all the rest.
CONSEQUENCE 2:
• we need to demonstrate we are able to provide H2 in sufficient quantity and at affordable price
• We need to cooperate not only with ships but also ports which are key H2 hubs.
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State of play of the policy debateIMO is a facilitator of complex international negotiations
Policy initiatives in the EU
1. Submitting shipping to the Emission Trading System (ETS)2. A policy measure that would start enforcing the IMO targets3. Supporting innovation: first movers willing to launch the first zero/low emission shipping
PARLIAMENT
1. ETS to apply to all ships entering EU ports.
2. Other policy measure:
Operating standard: by 2030 ships entering EU ports must demonstrate 40% reduction of their emission compared to 2018 levels
3. Supporting Innovation & early adopters: the revenue of the ETS application on shipping should be used to fund
innovation, essentially early adopters.
Industry organisations at IMO are proposing a levy of 2$/ton to fund innovation …
EUROPEAN COMMISSION
1. ETS: President statement + in the Green Deal
“ETS should apply to the shipping sector” (an impact assessment should be initiated soon)
2. Other policy measure:
idea to regulate fuel suppliers (rather than ship owners/users) with a “blending mandate”.
HE position: Minimum share of sustainable fuels should not be definedas a blending requirement, as that would exclude some alternativefuels, like ammonia or hydrogen and would therefore not be trulytechnologically neutral.
3. Supporting Innovation & early adopters: EC views not known yet.
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Hydrogen Europe: Open minded technology innovator
• The most crucial bottleneck with hydrogen as a fuel, is likely not the production of renewablehydrogen or the end-point use but rather the storage both onshore and onboard the vessels.
• Power and autonomy are the key determining factors in this regard.
• A comparison tool was developed by Hydrogen Europe indicating the fuel option based on powerand distance between bunkering (level of autonomy)
The objective is to give a rapid and transparent understanding of the key parameters (and barriers) in the technical and policy debate
H2 is a very light molecule and has a high volumetric energy density
• Many demonstration projects have already been rolled out on an ad hoc basis, both through the use
of hydrogen fuel cells and by using hydrogen combustion engines but a more structured approach is
necessary. In order to build consensus, Hydrogen Europe has looked at the available technology,
their strengths and weaknesses, and their technology readiness levels (TRL), to draw future
perspectives of hydrogen markets and propose deployment scenarios.
Only
H2-
based
fuels
so far
Depending on ship type (power requirements, range, operational profile, etc.)
Hydrogen fuel comparison tool
Cruise 0–1,999 GT
Cruise 2,000–9,999 GT
Ferry – ro-pax 0–1,999 GT
Ro-ro 0–4,999 dwt
Ro-ro 5,000–+ dwt
Vehicle 0–3,999 veh
Vehicle 4,000–+ veh
Fishing 0–+ GT
Bulk carrier 0–9,999 dwt
Bulk carrier 10,000–34,999 dwt
Container 0–999 TEU
Container 1,000–1,999 TEU
Container 2,000–2,999 TEU
Container 3,000–4,999 TEU
General cargo 0–4,999 dwtGeneral cargo 5,000–9,999 dwt
General cargo 10,000–+ dwtOil tanker 10,000–19,999 dwt
Cruise 10,000–59,999 GT
Cruise 60,000–99,999 GT
Cruise 100,000–+ GT
Ferry – ro-pax 2,000–+ GT
Refrigerated bulk 0–1,999 dwt
Offshore 0–+ GT
Service – tug 0–+ GT
Bulk carrier 35,000–59999 dwtBulk carrier 60,000–99,999 dwt
Bulk carrier 100,000–199,999 dwt
Bulk carrier 200,000–+ dwt
Chemical tanker 0–4,999 dwt
Chemical tanker 5,000–9,999 dwt
Chemical tanker 10,000–19,999 dwt
Chemical tanker 20,000–+ dwt
Container 5,000–7,999 TEU
Container 8,000–11,999 TEU
Container 12,000–14,500 TEU
Container 14,500–+ TEU
Oil tanker 0–4,999 dwt
Oil tanker 5,000–9,999 dwt
Oil tanker 20,000–59,999 dwt
Oil tanker 60,000–79,999 dwtOil tanker 80,000–119,999 dwt
Oil tanker 120,000–199,999 dwt
Oil tanker 200,000–+ dwt
500
5.000
50.000
50 500 5000 50000
Source: Hydrogen Europe
Distance between bunkering (nm)
Pro
pu
lsio
n p
ow
er
kW
Hydrogen fuel comparison tool
CATEGORIZATION OF SHIPS TYPES based on power and autonomy will not only bring more structure in the debate but it will also help to scale up technology
HIG
H P
OW
ER
(5
to 7
0M
W)
(3)
e.g. offshore construction and
exploration vessels, large fishing
vessels, coasters, small feeders
(4)
e.g. Larger Cruise ships, deep-sea and
large segment of short-sea shipping
(1)
e.g. inland shipping, service vessels in
ports and short sea applications, urban
ferries
(2)
e.g. Ro-Pax ships on short routes and small cruise ships
LO
W P
OW
ER
(u
p
to 5
MW
)
LITTLE BUNKERING OPPORTUNITIES HIGH AUTONOMY
(every few days/weeks)
MANY BUNKERING OPPORTUNITIES LOW AUTONOMY (within 1 day)
INNOVATION
UPSCALING
Hydrogen Europe will focus on synergizing certain ship types with fuel cell (and internal combustion engine) technology and infrastructure already developed for large scale land application
Upscaling through innovation
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H2
H2-made fuels
H2 fuel
Fuels
Other fuels
bunkering
H2 bunkering
Infrastructure
Other fuels
storage
H2 storage
Onboard storage
SOFC
ICE (dual and single
fuel)
PEMFC
ICE
Energy converter
H2 ecosystem
(with e.g. NH3)
PORTSproduction and import, storage and distribution
Collaboration with zero emission waterborne transport
• As we speak large bunkering ports in the ARA (Antwerp-Rotterdam-Amsterdam) region are building hydrogen fuelled tugboats. Such projects which will trigger the design, deployment and operation of a hydrogen supply chains and the decarbonisation of ports
• In Denmark a partnership has been formed between port, airports, shipowners, …the first of its kind to develop an industrial-scale production facility to produce sustainable fuels for road, maritime and air transport in the Copenhagen area. The partnership brings together the demand and supply side of sustainable fuels
Ports as hydrogen valleys
• The lifetime of ships (on average 30 years) highlights the urgency of enrolling hydrogen as a fuel as soon as possible, to avoid that the fleet renewal of the next years will include too many fossil fuelled ships (and fossil fuel infrastructure) which will then still service global trade and EU-trade for decades to come.
• Hydrogen Europe has looked at the available technology, their strengths and weaknesses, and their technology readiness levels (TRL), to propose deployment scenarios for ships and the infrastructure
• When it comes to fuel production costs alone, pure hydrogen options are always cheaper than fuels that require further ‘transformation’ – regardless of electricity price
• We found that for the large ship Ammonia is the cheapest synthetic fuel (based on renewable hydrogen)
Concluding remarks
• Europe has a strong leadership position in hydrogen technologies in general and testing it in shipping.
• Europe’s role in shipping value chain is dependent on innovation
• By accelerating research, scaling up, and, at the same time, developing hydrogen supply chains, Europe will maintain and strengthen its position.
Concluding remarks
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Q&A
For further questions, don’t hesitate to contact
Nicolas Brahy at [email protected]
Ludovic Laffineur at [email protected].
