Hydrogen2 July 2020 • 09:00-09:45 BST

Part ofMarine Fuels Webinar Week29 June-3 July 2020

Presentation documents:Page 2: Jakob Steffersen, DFDSPage 10: Grzegorz Pawelec, Hydrogen EuropePage 15: Olav Roald Hansen, HYEX Safety

In association with

• Biofuel, hydrogen, methanol or ammonia?• Internal combustion engine or fuel cells?• Fuel availability, scalability and fuel cost at

different time horizons?• Retrofit, newbuild zero emission ships or go for

zero emission ”ready” newbuildings?

We need to learn fastOpen Innovation, co-creation and hands-on experience works for DFDS

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Fuel cell test vesselNo hazzle testing of up 1.4 MW fuel cells

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The ZEEDS project

Efficient decarbonization requires that it is financially attractiveIndustrialization of the hydrogen electrolysis process is vital

Hydrogen, - The Danish 1.3GW electrolysis projectOff-shore wind, hydrogen, methanol and jet fuel

Hydrogen for producing ammonia

Hydrogen for producing methanol

Hydrogen is the green energy carrier that unites us allWe need it in huge amounts, no mater what zero emission fuel wins

Scale up renewable energy production!

Develop more efficient electrolysis processes and industrialize the production process.

Share your knowledge and insights!

…and get the cost of green hydrogen down!

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Hydrogen Europe 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

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

Building on success: some early steps in Maritime

Multi-MW ship using liquid hydrogen

FCH-JU 2020

~33M€Offshore vessel with

2,000 kW SOFC using ammonia as fuel

ShipFC

PURE aims at developping Auxillary

Power Units (APUs) for recreational yatchs

Duration 2013-2016FCH-JU funding: ~1.6M€

MARANDA: emission-free H2 fueled PEMFC

based hybrid powertraindeveloped for marine

applications

Duration 2017-2021FCH-JU funding: ~3M€

A H2 territory in OrkneyIslands (Scotland) implementing an ecosystem of H2

production distribution and utilisation for heat

power & mobility

Duration 2016-2021FCH-JU funding: ~5M€

Two PEMFC-basedvessels built and

deployed in France (push-boat, 400kW, CGH2) and Norway

(passenger ferry, 600kW, CGH2)

Duration 2019-2021FCH-JU funding: ~5M€

Duration ~2020-2025FCH-JU funding: ~10M€

Duration ~2021-?FCH-JU funding: ~8M€

• 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

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

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 TEUContainer 12,000–14,500 TEUContainer 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 EuropeDistance between bunkering (nm)

Prop

ulsi

on p

ower

kW

Emerging conclusions

Maritime Hydrogen Safety

Riviera Marine Fuels Webinar Week 2020

Olav Roald HansenFounder, HYEX Safety

July 2, 2020

Webinar Agenda / Questions Raised

Change needed and ongoing• Strong commitment by politicians and marine industry• Infrastructure (production) in development• Hydrogen one of several solutions

Riviera Marine Fuels Webinar WeekJuly 2, 2020 2

Is Hydrogen the right choice for future proofing your fleet? - Partly Cost. Infrastructure. Industry uptake. Safety. - Safety very important – main topic of this talk Energy density. Costs of production. - What is the price to pollute? OEM readiness. Operational experience - Coming Are forecasts for this fuel based on current data? - Yes and no Is the investment appetite there? - Obvious appetite for green investments

Hydrogen expected for:• Significant consumers in regular routes (ferries/fast ferries)• Vessel with temporary zero emission needs (yachts, cruise)• Utility vessels - moderate consumption/irregular filling (PSVs, fish farming)• Leisure boats aiming for peaceful and emission free boat ride

Havila Kystruten zey.no

Safety: Hydrogen is very different

Density (DoE)

LH2 – very cold

Flammability(DoE)

Riviera Marine Fuels Webinar WeekJuly 2, 2020 3

Properties Wide flammability Low ignition energy High reactivity Very buoyant (not LH2-vapour) Stored at high pressure or low temperature

HSL – LH2-spill

Ignition Energy (DoE)

Implications Incidents more likely than for other gases Indoors - handle with caution Outdoors – safer but explosions can happen CFD modeling useful to

assess safety

Ignited LH2 experiment

2019 HRSexplosion incident

Hydrogen is very different and must be handled differently

Prescriptive gas rules and best practisenot sufficient for hydrogen

Riviera Marine Fuels Webinar WeekJuly 2, 2020 4

Established gas safety principles not good enough for hydrogen Ventilation and gas detection – too slow Suppression slow, inerting challenging Explosion venting may not help much Explosion proof (Ex) equipment good – may not prevent ignition

=> Limited benefit for severe scenarios

Where strong explosions are unacceptable(e.g. ship TCS), leaks should be collected in

double containment and led safely away

Alternative approaches – focus to prevent If hydrogen can leak, ignite and explode, assume it will It may be too late to take action after leak starts Limit system complexity by design Limit pipe dimensions, gas volumes and pressures where possible Double containment to collect and lead safely away any significant leak

=> Consider ‘belts and braces’

IGF assessment – equivalent safety to be demonstrated Storage main challenge, whether compressed, LH2, above or below deck FC/engine, gas mast, bunkering and ventilation – safety can be ensured=> ‘IGF equivalent safety’ - all non-tolerable ‘credible’ scenarios should be prevented

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Questions?

Mail: olav@hyexsafe.comPhone: +47 91 17 17 87www.hyexsafety.com

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