A Framework for Assessing the Applications of Marine Hydrogen Fuel Technology in Baltic-North Sea Region Shipping

Abstract

Marine transportation, specifically container ships, bulk freighters, and tankers, account for around three percent of global greenhouse gas (GHG) emissions (1). The fuels used – heavy fuel oil (HFO), distillates, and marine diesel (MDO) – provide propulsion power to vessels through combustion, which releases CO2 and other gasses to the atmosphere, accelerating global climate change. Shipping companies are increasingly investing in dual-fuel solutions, hybrid fuels, natural gas, methanol, and ammonia to propel ships, but these fuels still rely on combustion to produce power. While GHG emissions might be reduced, they are not eliminated. The shipping industry and the International Maritime Organization (IMO) member states have acknowledged that it will take a combination of multiple fuels to achieve its goal of near net-zero GHG emissions “around, i.e. close to, 2050” (2). Hydrogen fuel cell technology has the potential to contribute to achieving this goal, especially if applications are focused on vessels operating in short-sea capacities. Hydrogen as an alternative transportation fuel is being tested, and indeed used, in municipal bus systems and passenger vehicles, and has been considered in limited capacities in the maritime industry. Port entities and corporations have made efforts to introduce marine fuel cells for passenger ferries and tugboats. These include the Ports of Antwerp, Belgium; Vågen, Norway; Hamburg, Germany; ferry operator Norled (Norway) and startup Golden Gate Zero Emission Marine (United States). In addition to private (tugboats) and public capacities (ferries), militaries in the U.S. and Germany have implemented fuel cell technology for various types of vessels. Marine hydrogen has yet to be tested in a commercial shipping capacity yet these ships transport freight with excess capacity, make routine, frequent calls to ports, and do not require the fuel load of ocean-going ships. This work determines the extent to which hydrogen fuel cell technology could reduce CO2 emissions from short sea sailings (SSS) in the Baltic-North Sea region (with a focus on Nordic countries). A fuel-cycle emissions model is developed to estimate current SSS emissions using traditional fuels. Results show container ships and crude oil tankers have the highest emissions intensity, while support craft play a comparatively small role in climate change. Then, this model is applied to a range of fuel cell technologies to compare emission reductions. With higher rates of adoption, marine hydrogen can reduce emissions in the industry, independent of vessel type. Finally, the model is used to analyze specific O-D port pairings and liner (multiple, scheduled ports of call) services to determine which ports services have the greatest potential to reduce GHG emissions as a result of converting ships to hydrogen fuel cell propulsion systems. This work provides additional commentary on conditions that may influence marine hydrogen investment throughout the Baltic-North Sea region.