Specific Challenge:
Shipping contributes significantly to local air pollution in major harbour areas and around 3% of global CO2 emissions. Shipping is bound to grow together with global trade and against other sectors decarbonising more quickly. The International Maritime Organisation (IMO) has found that GHG emissions from ships have already increased by 70% since 1990 [33] and the European Commission strategy [34] estimates that without action the global share of shipping's GHG emissions may reach 17% by 2050. IMO has set a 50% reduction target for emissions related to maritime transport by 2050 compared to 2008, and an ambition of full decarbonization by 2100. In this context, the shipping market is forced to identify more sustainable fuels on the route to full decarbonisation and adopt new technologies for on-board energy conversion for all its fields (cargo, passenger ferries, cruise, service/supply vessels…).
Hydrogen as a fuel can enable zero-emission shipping in both GHG and pollutant emissions. However, the volumetric energy density of gaseous hydrogen is a limiting factor in terms of range which is critical for several types of ships. Hydrogen in its liquid form at approx. 20Kelvin (LH2) is a promising solution to address this issue but little knowledge related to the handling and use of LH2 within the shipping sector exists today due to a lack of demonstration projects. In turn, it hampers the progression of its inclusion in relevant regulations. Similarly, managing LH2 within a port environment (where industrial clusters users of hydrogen are often found) is yet to be demonstrated, with its subsequent learnings.
There are currently several challenges associated with using liquid hydrogen as a fuel in shipping:
[33] http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Pages/GHG-Emissions.aspx
[34] https://ec.europa.eu/clima/policies/transport/shipping_en
Scope:The scope of this topic is to develop a prototype of a maritime power system operating on LH2 including bunkering concept with the potential for scaling-up (for larger amount of stored energy in adequacy with a 20 MW system, preferably fuel cell based), ensuring minimisation of hydrogen loss/leakage/boil-off. The system should be capable to deliver to the ship propulsion and/or on-board energy needs. The prototype's scalability needs to be proven ensuring the capability to completely replace prevailing ship propulsion systems.
A reference ship should be selected for the ship’s operational profile, the power/energy requirements and volume/weight constraints defined. A type of ship within an early adopters' segment of maritime transport preferably with potential for extensive use and widespread deployment is recommended, to secure the overall impact of the effort.
The proposals should address the following technical components/issues of the prototype system:
In addition, the project should address the regulatory, economic and societal issues such as:
The project should contribute towards the activities of Mission Innovation - Hydrogen Innovation Challenge. Cooperation with entities from Hydrogen Innovation Challenge member countries, which are neither EU Member States nor Horizon 2020 Associated countries, is encouraged (see chapter 3.3 for the list of countries eligible for funding, and point G. International Cooperation).
The project should closely follow the developments in the IGF Code Correspondence Group at the IMO [35], works of the European Sustainable Shipping Forum (Sub-group on alternative fuels) [36] and relevant work of the certification bodies.
Finally, the following activities should be also included:
TRL at start of the project: 5 and TRL at the end of the project: 7.
Any safety-related event that may occur during execution of the project shall be reported to the European Commission's Joint Research Centre (JRC) dedicated mailbox JRC-PTT-H2SAFETY@ec.europa.eu , which manages the European hydrogen safety reference database, HIAD and the Hydrogen Event and Lessons LEarNed database, HELLEN. A draft safety plan at project level should be provided in the proposal and further updated during project implementation (deliverable to be reviewed by the European Hydrogen Safety Panel (EHSP)).
Activities developing test protocols and procedures for the performance and durability assessment of fuel cell components should foresee a collaboration mechanism with JRC (see section 3.2.B "Collaboration with JRC"), in order to support EU-wide harmonisation. Test activities should adopt the already published FCH 2 JU harmonized testing protocols to benchmark performance and quantify progress at programme level.
“CertifHy Green H2“ guarantees of origin should be used through the CertifHy platform39 to ensure that the hydrogen produced and used is of renewable nature.
The maximum FCH 2 JU contribution that may be requested is EUR 8 million. This is an eligibility criterion – proposals requesting FCH 2 JU contributions above this amount will not be evaluated.
Expected duration: 5 years (including 12 months of ship operation, all seasons included).
[35] http://www.imo.org/en/MediaCentre/PressBriefings/Pages/28-CCC1IGF.aspx#.XclUo1dKg2w
[36] https://ec.europa.eu/transparency/regexpert/index.cfm?do=groupDetail.groupDetail&groupID=2869
Expected Impact:As the aim of this topic is to develop and demonstrate a prototype of a large hydrogen system capable of providing large autonomy under usual maritime operational conditions, it should prove that the developed technology is viable on-board a given vessel and that the scalability is possible for providing full propulsion and auxiliary loads for ships.
The expected impact should include:
The conditions related to this topic are provided in the chapter 3.3 of the FCH2 JU 2020 Annual Work Plan and in the General Annexes to the Horizon 2020 Work Programme 2018– 2020 which apply mutatis mutandis.