Transport is the only industry with greenhouse gas (GHG) outputs that are higher today than in 1990 compared to other industries like agriculture or energy. The maritime sector, which accounts for about 3% of global GHG emissions, is particularly challenging to regulate.
By 2050, the EU Green Deal wants to have a climate-neutral Europe. By 2050, the World Maritime Organization (IMO) wants to reduce shipping-related emissions by at least half. Although electrification has the potential to be a crucial technology for reducing shipping emissions, maritime battery tech is still in its infancy.
According to Jeroen Stuyts of the Belgian research institute Flanders Make, “Batteries for maritime sectors are not yet at the money from various they should be to make complete electric shipping widely feasible.” Students claim that some ship types are currently better suited for adopting battery power than others.
These consist of smaller cargo ships that sail defined itineraries and ferries that operate on predetermined routes. They travel in highly predictable routes and follow consistent schedules. This makes it simple to calculate the expenses of electrification and analyze their energy usage to determine whether it is economically feasible.
On the other hand, it is challenging to electrify ocean-going container and freight ships traveling across continents because of the varying weather. Stults said to handle all the uncertainty, “You need a very, very, very massive battery.
” Battery-powered ships are an expensive alternative. The main reason, according to Stuyts, is that marine battery designs are often tailored for a single-ship design. They are consequently pricey since they are unique.
The SEAT project, sponsored by the EU and coordinated by Stuyts, is creating an electrochemical cell for the maritime industry. They are attempting to lower costs and introduce novel renewable technologies from the automobile industry to the maritime business.
According to Jyrki Mikkola at VTT in Finland, batteries are a good, energy-efficient approach to decarbonizing when possible. However, we also require remedies for problems that cannot be resolved by using batteries alone.
Partners in the EU-funded FLAGSHIPS project, which Mikkola is leading, are creating hydrogen fuel cells for two demonstration ships that businesses will control. They intend to usher in the era of clean maritime transport in Europe by developing a barge and a cargo ship that runs on green hydrogen.
Hybrid boats that run on hydrogen nevertheless have electric motors powered by batteries. However, they make it possible to use smaller batteries that the hydrogen fuel cells can constantly reload. Compared to batteries, hydrogen is more energy-dense and light, enabling longer distances with the less overall effect on ship design.
Hydrogen vessels reduce GHG emissions while avoiding releasing harmful pollutants like sulfur dioxide and nitrogen oxides. We can install little electrolyzers in various European ports and generate the hydrogen there. We do not need to deliver it from another location.
A larger EU-funded initiative to create hydrogen-powered freight transportation for Europe’s waterways includes FLAGSHIPS. The group hopes that by promoting zero waterborne emissions transportation, its two vessels will inspire others to do the same.
