Future Proof Shipping moves towards zero emissions with hydrogen box ship conversion
Future Proof Shipping (FPS) has taken its first leap towards zero emissions with upcoming plans to retrofit its first vessel to run on hydrogen.
110-m by 11.45-m inland container vessel Maas will be 100% powered by hydrogen at the end of 2021. It will be retrofitted at the Holland Shipyards Group’s yard in Hardinxveld throughout Q3 2021. When service resumes, Maas will continue shipping container cargo between Rotterdam and Antwerp.
FPS is a tonnage provider, offering zero-emissions inland and short-sea vessels for charter. It also offers advisory and project development support by way of its integrated management, technical, financial and commercial services, helping its clients to take the first step towards zero-emissions shipping.
FPS chief executive Richard Klatten tells CST “We have already taken the first leap towards zero emissions with upcoming plans to retrofit our first vessel to run on hydrogen. This vessel is called Maas and it will 100% powered by hydrogen by the end of 2021.”
He explains “We are finalising a profiling exercise to determine the energy consumption and the operational requirements of the first vessel, Maas, so we can finalise the design of the zero-emissions propulsion system. We compensate for any emissions during the profiling phase by using gold-standard compensation certificates.”
In Q3 2021, the internal combustion engine will be removed, and the new zero-emissions propulsion system, including fuel cells, a battery, an electric motor and hydrogen storage will be installed on board.
When it comes to Maas, FPS is developing a modular system comprised of electric motors, hydrogen tanks, a fuel-cell system (necessary for converting hydrogen into electricity) and a battery system.
The hydrogen tanks, the fuel cells and the battery system are separate units that can be removed for maintenance or replacement purposes. Mr Klatten comments “Therefore, if improved fuel cells are introduced to the market, the vessel can switch to those. Since regulations do not yet provide for bunker procedures for hydrogen, we have opted to replace the hydrogen containers with full ones as soon as they are empty.”
Retrofit challenges
Speaking about retrofit challenges, Mr Klatten says “Retrofitting means replacing the internal combustion technology with hydrogen technology. Hydrogen has low volumetric energy density and therefore requires more space. It is also highly flammable and in combination with high pressures, it has a high explosion potential.
“Based on the operational profile, readiness, and price, we chose PEM fuel cells and compressed hydrogen.”
The hydrogen and fuel-cell system will be installed in the cargo space, with the hydrogen being placed in two 40-ft containers (approximately 1,000 kg at 300 bar) above the fuel-cell system.
The fuel-cell system will have a triple redundant 825-kW installed fuel-cell capacity, propulsion and auxiliary power and a 504-kWh lithium-ion battery pack for peak shaving, emergency and bridging power. The system will include a 750-V DC bus bar, e-motor for propulsion and additional sensors. Natural ventilation will be used where possible.
Mr Klatten says “Retrofitting an existing vessel with zero-emissions technology based on hydrogen requires some compromises regarding space. It is a complex design requiring considerable attention to detail regarding ventilation, safety and operations.”
He adds that while a hydrogen propulsion system is more expensive than the conventional system, when this price difference is included in the end price of a product, “the difference is very small”.
He adds “Depending on the type of the product, it could be in the order of cents per item, and for some producers this is a very good investment.”
In terms of bunkering, the company is in the final stages of negotiations with a green hydrogen supplier to secure its fuel supply. FPS has developed a modular system comprised of electric motors, hydrogen tanks, a fuel-cell system (necessary for converting hydrogen into electric power) and a battery system.
Mr Klatten says “Since regulations do not yet provide for bunker procedures for hydrogen, we have opted to replace the hydrogen containers with full ones as soon as they are empty.”
The 300-bar containers will be filled at the hydrogen production site and brought to the vessel to replace the empty containers on board.
Mr Klatten adds “We are currently assessing a couple of suitable bunkering locations on our Rotterdam to Antwerp route and will choose an appropriate site once our operational and safety assessments are complete.”
Asked about partners, Mr Klatten explains that the company has operational partners and funding partners for each project the company takes on.
He says “We continue to build a strong network and maintain open communication with the port authorities, technology firms, shipyards, investors and banks, manufacturers, shipping and logistics companies and cargo owners. We are a member of ZESTAs and NSHyMap and we are in discussions with parties across the market chain such as VDL, Air Liquide and Nedstack.
“For the retrofit of Maas, we are working with BCTN and Holland Shipyards Group (HSG).”
Source: rivieramm
